Rotor Review Summer 2017 #137 by Naval Helicopter Association, Inc

SUMMER 2017 NUMBER 137

In this Issue: 2017 Symposium Hotwash Farewell to the Lynx A History of HC-7

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FOCUS: Hotwash-Symposium 2017 Symposium 2017 ......................................................................................42 Symposium Debrief: A Deputy’s Perspective CAPT Matt Schnappauf ................................................................... 43 Panels ......................................................................................... 46 Awards .......................................................................................50 Social Events ..............................................................................59

FEATURES Summer 2017 ISSUE 137 Symposium Hotwash About the cover: CDR Marc Cantu, Commanding Officer of Helicopter Maritime Strike Squadron (HSM) 79, pilots an MH-60R Sea Hawk helicopter with LTJG Jimmy Temple above San Diego, Calif. (U.S. Navy photo by Mass Communication Specialist 1st Class Benjamin A. Lewis) Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Vi e w s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the NHA or corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporation Code, is available on the NHA website at www.navalhelicopterassn. org. POSTMASTER: Send address changes to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578.

The Helicopter Sea Combat Community and the Marine Air-Ground Task Force LCDR Adam “SARA” Moffit, USN .............................................................26 The Kotroni Guards Carlo Kuit & Paul Kievit, Bronco Aviation ................................................27 Watching Junior Officers Innovate Landing in the Dirt with Habu and Feather CAPT Ben Reynolds, Commander, HSC Wing Pacific ................................31 Mine Warfare: Ready and Relevant CDR Ron Martin,USN .................................................................................33 Farewell Lynx.. Hello Wildcat Joan le Poole and Sander Meijering ........................................................ 34 BHM:Training to Fight,Training to Win LT Chris “Snowflake” Meyer, USN ............................................................38

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.

In Appreciation of this Issue's Advertisers Robertson ...................................................................C2 Navy Mutual ..................................................................9 SkyWest .......................................................................19 Hover Girl Properties ................................................ 40 Bell Helicopter.............................................................48 General Dynamics NASSCO .....................................58 Sikorsky, a Lockheed Martin Company....................C4

Rotor Review #137 Summer ‘17

DEPARTMENTS

Chairman’s Brief .................................................................................... 5 In Review ................................................................................................. 6 Letters to the Editors ............................................................................ 7 From the Organization ........................................................................10 In the Community ................................................................................12 Industry and Technology

HX-21 Quarterly Update: Digital Moving Map LT Tim Boyce, USN ................................................................. 16

Men of Mine Warfare Say Collaboration is Key to Expanding the Advantage Dan Broadstreet ..........................................................................18

Tern Over and Fly Frank Colucci ..............................................................................20

USMC Pilot Program Tests Wi-Fi in Air Hangars to Improve Aircraft Readiness Mathuel Browne .........................................................................22

Let’s Get Digital: 2/6 Marines Train with MAGTAB at WTI Cpl. Harley Robinson, USMC .....................................................23

Pacific Fleet Sailor Recognized for Innovation by Navy League CDR Thomas Ogden, USN ......................................................17

Useful Information Use Military Base Activities to Save on Weekly Expenses Craig Zabojnik and Chad Storlie .............................................25 Retirement Comparison Calculator Officially Released Chief of Naval Personnel Public Affairs ...................................25

Before You Buy- Tips to Save You from Buying a Broken Car Chad Storlie ........................................................................... 25

Helo History A Hisory of HC-7 ........................................................................60 Ron Milam

Meet the Aviators .......................................................................66 LCDR Chip Lancaster, USN (Ret)

Mail Buoy ................................................................................70 LCDR Tom Phillips, USN (Ret)

Kaman’s Amry Helicopter with a Navy Pedigree ....................67 C. Sundiata Cowels, CTS

Book Review .........................................................................................58 Naked Fanny by Scott Harrington The Night Stalkers by M.Durant and S. Hartov Change of Command........................................................................... 74 . Radio Check ......................................................................................... 76 Command Updates ............................................................................. 76 Pulling Chocks ...................................................................................... 78 Fleet Up ................................................................................................ 89 Engaging Rotors.................................................................................... 91 Signal Charlie ....................................................................................... 94

Editorial Staff Editor-in-Chief LT Caleb Levée, USN caleb.levee@navy.mil Art Editor George Hopson navalhelicopterassn@gmail.com Logistics Editor Allyson Darroch loged@navalhelicopterassn.org NHA Photographer Raymond Rivard Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil CAPT Jill Votaw, USN (Ret.) jvotaw@san.rr.com 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) gregory.westin@navy.mil HSM Editors LT Mallory Decker, USN mallory.decker@navy.mil LT Chris Campbell, USN (HSM West) christopher.m.campbe@navy.mil LT Jess Phenning, USN (HSM East) jessica.l.phenning@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usn.mil USCG Editors LT James Cepa, USCG james.e.cepa@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.mil Aircrew Editor AWS1 Dan Mitchell, USN daniel.l.mitchell@navy.mil Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian 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 Keefe Maureen Palmerino - Bryan Buljat - Gabe Soltero Todd Vorenkamp - Steve Bury - Clay Shane Kristin Ohleger - Scott Lippincott - Allison Fletcher Ash Preston - Emily Lapp - Mallory Decker

Historians Emeriti

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

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Corporate Members Our thanks to our corporate members for their strong support of Rotary Wing Aviation through their membership. Airbus AECOM Amazon Military Avian, LLC BAE Systems Electronic Bell Helicopter Boeing Breeze Eastern Bristow Group CAE Crew Training Int’l. (CTI) Fatigue Technology FLIR Elbit Systems of America GE Aviation Innova Systems Int’l. LLC L3 Technologies Crestview Aerospace L3 Technologies Link Simulation & Training L3 Vertex Logistics Solutions Leonardo Helicopter Lockheed Martin Kongsberg MD Helicopters Northrop Grumman Raytheon Company Robertson Fuel Systems Rockwell Collins Simulation & Training Solutions Rolls Royce Co. SES Sikorsky a Lockheed Martin Company SkillMil Inc. SkyWest Airlines Trans States Airlines (TSA) Telephonics USAA Vector Aerospace

Naval Helicopter Association, Inc.

Correspondence and Membership P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 President.................................................CDR Brannon Bickel, USN Vice President……………….................CDR Sean Rocheleau, USN Executive Director..........................CAPT Bill Personius, USN (Ret.) Membership/Registration ........................................Mrs. Leia Triplett Marketing & Finance..............................................Mrs. Linda Vydra Rotor Review Art Editor......................................Mr. George Hopson Logistics Editor...................................................Ms. Allyson Darroch Retired and Reunion Manager ......CDR Mike Brattland, USN (Ret.) VP Corporate Membership.................................................VACANT VP Awards ................................................CDR David Collins, USN VP Membership .................................................................VACANT VP Symposium 2018.......................................CDR Joe Torian, USN Secretary.............................................................LT Rick Jobski, USN Treasurer ..................................................LT Diane Sebastiano, USN NHA Stuff........................................................LT John Kipper, USN Senior NAC Advisor....................................AWCM Justin Tate, USN

Directors at Large

Chairman...........................RADM William E. Shannon III, USN (Ret.) CAPT Gene Ager, USN (Ret.) CAPT Chuck Deitchman, USN (Ret.) CAPT Dennis DuBard, USN (Ret.) CAPT Tony Dzielski, USN (Ret.) CAPT Greg Hoffman, USN (Ret.) CAPT Bill Personius, USN (Ret.) CAPT Mario Misfud, USN (Ret.) CAPT Derek Fry, USN (Ret.)

Regional Officers

Region 1 - San Diego Directors...…...........................................CAPT Ben Reynolds, USN CAPT Dave Walt, USN NHA Scholarship Fund CAPT Mike Mineo, USNR President............................................CDR Derek Fry, USN (Ret.) Executive Vice President............CAPT Kevin “Bud” Couch, USN (Ret.) President..…...............................................CDR Nicholas Leclerc, USN VP Operations.................................CAPT Paul Stevens, USN Region 2 - Washington D.C. (Ret.)VP Fundraising .........................CAPT Marc Liebman, USN Directors ....……...……........................CAPT Kevin Kropp, USN (Ret.)VP Scholarships.......................................................Vacant Col. Paul Croisetiere, USMC (Ret.) VP CFC Merit Scholarship...................................LT Ian Gill, USN Presidents .........................................CDR Wayne Andrews, USN CDR Pat Jeck, USN (Ret.) Treasurer.................................................LCDR Bob Royal, USN (Ret.) Corresponding Secretary..................................LT Kory Perez, USN Region 3 - Jacksonville Finance/Investment.........................CDR Kron Littleton, USN, (Ret.) Director ......................................................CAPT Bill Walsh, USN President..................................................CDR Richard Whitfield , USN Region 4 - Norfolk Director .............................................CAPT Mark Leavitt, USN President ................................................CDR Ryan Keys, USN

NHA Historical Society

President..........................................CAPT Bill Personius, USN (Ret.) Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer.................................................Mr. Joe Peluso San Diego Air & Space Museum............CAPT Jim Gillcrist, USN (Ret.) USS Midway Museum.....................CWO4 Mike Manley, USN (Ret.) Webmaster.......................................CDR Mike McCallum, USN (Ret.) NHAHS Board of Directors..........CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.)

Rotor Review #137 Summer ‘17

Region 5 - Pensacola Directors...............................................CAPT Mark Murray, USN CAPT Thomas MacDonald, USCG President ...................................................CDR Steve Audelo, USN 2017 Fleet Fly-In...........................................LT Andrew Haas, USN Region 6 - Far East Director.....................................................CAPT John Bushey, USN President................................................CDR Carey Castelein, USN

Chairman’s Brief • We also had our first LCS panel discussion this year. We had LCS CO’s, an LSC Squadron Commodore and a couple of HSC Det OIC’s on the panel to discuss the lessons learned from the first couple of deployments on both classes of LCS. I thought it was a very frank and informative discussion. We heard about the challenges of having to work within limits of ship crew day because of the limited manning on the LCS. We also heard about the learning curve involved with the new and different type of handling qualities for the ships and their effect on flight ops. • As usual, the Flag Panel was the highlight. There was quite a discussion about MH-60S gunner’s seats with OPNAV N-98, RADM Miller, agreeing to fast track a solution. Perhaps the item that got the most buzz was the statement by Commander Naval Surface Forces, VADM Rowden, that he considered the H-60 and Firescout Dets so important to the capability of the LCS that he believed that Helo pilots ought to be eligible for LCS Command. • Next year’s Symposium will be in Norfolk and we will be back in our old location at the Marriott on the Norfolk waterfront. Norfolk has been revitalizing the waterfront area so I think it will be an even better location than it has in the past. I’m looking forward to the next big event in October, the Fleet Fly-in…hope to see your there!

reetings! Hope you have all been enjoying the summer months. I’d like to provide some personal insights from this year’s NHA Symposium, but before I do, I want to personally thank our National President, CAPT Chris “Shooter” Herr, and his fleet volunteers, for another great symposium. Special thanks also to our Executive Director, Bill Personius, and his staff for the many long hours they put in to organize and support the venue. This year’s symposium was the first time in many years that a west coast symposium was held in a new location: The Bahia Resort in the Mission Bay area of San Diego. This marks the second year in a row that Bill and the NHA staff were challenged with brand new locations for the symposium and once again they rose to the challenge. I got quite a few positive comments from folks about the great location and the professionalism of the resort staff. Thanks also to the Fleet Commodores who once again figured out how to help get our active duty members to the symposium despite their “austere” travel funds situation.

All for now! RADM Bill Shannon. USN (Ret.)

A few of my takeaways from the symposium: • This year we had our first JO panel at the symposium. The main topic discussed was the ins and outs of a dissociated sea tour. There were several folks on the panel who were currently serving in either CVN or Amphib dissociated tours. I thought their perspectives and insights were tremendous.

An MH-53E Sea Dragon helicopter assigned to the "Vanguards" of Helicopter Mine Countermeasure Squadron (HM) 14 delivers cargo to the Nimitz-class aircraft carrier USS Carl Vinson (CVN 70). U.S. Navy photo by Mass Communication Specialist 3rd Class Matt Brown/Released

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In Review Salutations Rotor Review Warriors! By LT Caleb "Baggins" Levée, USN

am both excited and humbled to assume the duties of Rotor Review Editorin-Chief. First and foremost, I would like to thank LT Mallory Decker for doing such an incredible job this past year with Rotor Review. Your incorporation of “Radio Check with our Readers” is my personal favorite, and I race through the pages each issue to find a mix of hilarious, informative, and inspiring responses. Fair winds and following seas on your next adventure. Additionally, I would like to thank everyone who contributed to, volunteered, and participated in this year’s symposium. It was a fantastic success because of your hard work and vision. To those who were not fortunate enough to escape for the week to the Bahia Resort in San Diego, you truly missed an opportunity to learn about your community and to reconnect with old friends. Next time. Getting to the facts, I initially joined NHA as an Ensign in the finest Helicopter Training Squadron in the world, HT-8. For several years, I had no idea what I signed up for other than acquiring a quarterly magazine that was only opened on one of two occasions: anxiously waiting outside my skipper’s office for one reason or another or on lengthy head calls. What stuck out most to me then were the “there I was…” stories written from hapless crewmembers who caught a tough break or, just plainly, had a bad day. For me, that was an opportunity to identify with everyday good pilots who simply made a mistake. It selfishly gave me the inner confidence that I may just fit in with the rotary wing community. Over the years, I’ve had opportunities to attend functions like NHA Symposium and Fleet Fly-in. Truth be told, I’ve learned more about Naval Aviation and military vernacular on these few occasions than I have in the rest of my short career. Not to mention, these are blanket excuses to get a week “off” of work (occasionally funded), and reconnect with friends and coworkers from the other coast. This past NHA Symposium was no exception. Not only did “SWO Boss” VADM Rowden give the most motivating rhetoric from a Surface Warfare Officer I have ever heard (no kidding, if I could listen to a recording of his speech on repeat, I would be a better naval officer), but I was able to witness expert and innovative junior officers boldly hold our leaders accountable. Rotor Review is for and by aviators and aircrew that have experience to lend, expertise to share, and innovation to offer. I encourage you to both enjoy the following pages and contribute to the conversation in future issues. Winter is coming…

Check it out on page 77!

Rotor Review #137 Summer ‘17

Letters to the Editors It is always great to hear from the members of NHA to learn the impression Rotor Review is making on readers. The magazine’s staff strives to provide a product that meets demand. 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 caleb.levee@ navy.mil or mail to the following address: Letters to the Editor | c/o Naval Helicopter Association, Inc. P.O. Box 180578 | Coronado, CA 92178-0578 From: Thomas Phillips Sent: Monday, May 1, 2017 3:44 PM Subject: Letter to the Editor Regarding This Issue Dear Rotor Review, In the Article about Clyde Lassen on page 48 of RR #136 Spring ‘17, I am sure a key word slipped through the cracks when it says Lassen was the only helicopter pilot to receive the Medal of Honor in the Vietnam War. As you know, his was the only NAVY helicopter MOH (one of only two to naval aviators; the other LCDR Mike Estocin of VA-192). While the missing word may not bother some who know otherwise, perhaps others, many others, do not know that in addition to the one Navy helicopter MOH, there were 13 other MOHs to helicopter aircrewmen in the Vietnam War. TWO USMC recipients: Captain Steven Pless (Huey) and PFC Raymond Clausen (H-46) THREE USAF recipients; 1stLT James Fleming (Huey, spec ops), Airman First Class William PItsenbarger (H-43 Pedro), Captain Gerald Young (HH-3E Jolly Green Giant) EIGHT US Army recipients; Major William Adams (Huey) Major Patrick Brady (Huey “Dustoff”) Major Bruce Crandall (Huey) CWO Frederick Ferguson (Huey) Capt Ed Freeman (Huey) Major Charles Kettles (Huey) CWO Michael Novosel (Huey “Dustoff”) Capt Jon Swanson (OH-6 “Loach”)

Naval Helicopter Association 2017-2018 Submission Deadlines and Publishing Dates Fall 2017 (Issue 138)..........................August 19 / September 30, 2017 Winter 2017 (Issue 139) ....................November 19 / January 10, 2018 Spring 2018 (Issue 140) .....................March 19 / April 30, 2018 Articles and news items are welcomed from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes.

Rotor Review Submission Guidelines 1. Articles: Word documents as attachements are the preferred format. Do not embed your images; send as a separate attachment. 2. Photos and Vector Images: Should be as high a resolution as possible and sent as a separate file from the article. Please include a suggested caption that has the following information: date, names, ranks or titles, location and credit the photographer or source of your image. 3. Videos: Must be in a mp4, mov, or avi format. • With your submission, please include the title and caption of all media, photographer’s name, command and the length of the video. • Verify the media does not display any classified information. • Ensure all maneuvers comply with NATOPS procedures. • All submissions shall be tasteful and in keeping with good order and discipline. • All submissions should portray the Navy, Marine Corps and Coast Guard and individual units in a positive light.

All submissions can be forwarded to your community editor via email or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578

We share our rotary wing heritage with these others and should remember them. Tom Phillips Fly NAVY

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Letter to the Editor March 31, 2017 Re: Preacher Bird of Prey ( RR #135) Dear Sirs/Madams, A wonderful article about Preacher, HS-2’s Mascot in the 60’s. (Rotor Review Winter 2017) I would like to add to Diana Lindsay’s list of firsts for HS-2 the following: Under command of CAPT Joe Purtell, USN (Ret.) HS-2 was the first West Coast SH-3 squadron to deploy to the Mediterranean as an Integral part of a Carrier Air Wing, CAW-7 embarked on the USS Independence (CV-62). (The second such deployment in the Navy). As a result of his leadership the squadron was awarded the Jimmy Thatch trophy as the best ASW squadron in the United States Navy, a first for the ASW helicopter community. (Also, the Isbell Trophy and Battle “E”. The Safety award would have been awarded too, but higher ups said that no squadron should be given all the awards!) CAPT E.O “Buck” Buchanan, USN (Ret) buckajo@cox.net An SH-3 from HS-2 on plane guard off USS Kitty Hawk (CV 63) Image courtesy of http://www. aviationspectator.com.

Rotor Review #137 Summer ‘17

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From the Organization President’s Message by CAPT Chris "SHOOTER" Herr, USN

Welcome and Farewell

reetings fellow members from sunny San Diego! Thank you for your support the 2017 NHA Symposium “Multi-Mission Superiority”. It was a fantastic event, showcasing our current and future capabilities, opening challenging discussions on how we can improve, and it allowed us to hear welcome voices from industry and our senior leadership. Thanks to the fantastic support of the NHA staff and our Junior Officer volunteers, the symposium added some exciting social functions and it was great to catch up with old friends and meet new members. I’m looking forward to the fall’s Fly-In and next year’s symposium in Norfolk! Unfortunately, my time has come to move on, PCS and begin training for my next assignment. Fortunately, my relief as NHA President is an old friend and highly capable leader. Please join me in welcoming CDR Brannon “Bick” Bickel, as your new NHA President. I have had the privilege of working with and knowing Bick over much of my career, and NHA could not be in better hands. Bick, welcome back to you and your family to San Diego and NHA. I look forward to seeing where you take the organization. I’d also like to thank CAPT Personius and the entire NHA staff, civilian and military volunteers for their amazing support and dedication over the past year. They put a tremendous amount of effort daily into your professional organization and it was an honor to be part of the NHA team. I look forward to working with you all in the future, engaging in discussing our community’s future and highly encourage you to write and publish in your professional journal, Rotor Review. Additionally, I encourage you to be a part of our NHA future by signing up or continuing your membership. It has truly been an honor to serve. Keep your turns up! Shooter

Rotor Review #137 Summer ‘17

Executive Director’s Notes by CAPT Bill Personius, USN (Ret.)

he 2017 NHA Symposium has concluded and we are starting work on the Fleet FlyIn and NHA Join-Up 2017. I think the symposium this year was a success. That is the overall feedback that we have been receiving so far. Look for our NHA Members Survey on the NHA Website so you can provide us with your thoughts. We hope that you enjoyed the change of venue at the Bahia Resort Hotel. While I think this location was a good change… I am looking forward to our next location at the Broadway Pier Cruise Line Terminal for the San Diego Symposium in 2019. This location will allow us a larger exhibition area along with the opportunity to do professional meetings, land and display aircraft, do our own catering, to include food trucks, and be in close proximity to the USS Midway Museum to use their facilities as well. Before we get too worked-up on Symposium 2019… we will do the 2018 Symposium next year, May 14-18, at the Norfolk Marriott Waterside Hotel. This event also promises to be exciting as the hotel has been refurbished since our last event, and the Waterside District Complex has also been completely renovated since we were in Norfolk in 2016. I wanted to thank the 2017 Symposium Committee that arranged all the events this year as a lot of time and effort went into the preparations, and thank those that went above and beyond to make all the events special. I would be remiss if I did not also thank our many sponsors and exhibitors that are the engine that keeps our organization running. Thank you to our senior flag officers and corporate panelists and congratulations to all this year’s award winners. I want to say a special thank you to our NHA National volunteer Staff Officers…many of whom are turning over here after the Symposium. Thank you to: The summer is almost here, so we are looking forward to Farewell to: more great weather and NHA events in sunny San Diego. We CAPT Chris “Shooter” Herr, USN our NHA President are working on an update to the NHA Website that should be Thank you for your Leadership and Guidance. rolled out before you read this article. We hope that you enjoy Going to USS Wasp – Japan the upgrades that come along with that. Drop us a line or call Welcome to: the office with your thoughts and ideas. NHA’s incoming National President Keep your turns up. CDR Brannon “Bick” Bickel, USN, CO HSM-41. Regards, Coming from Memphis, Tenn., at the Bureau of Naval CAPT P. (Ret.) Personnel. NHA Secretary Farewell to: LT Ben Storozum, USN Welcome to: LT Rick Jobski, USN NHA Treasurer Farewell to: LT Mary Hesler, USN Welcome to: LT Diane Sebastiano, USN NHA Stuff/Projects Farewell to: LT Adrian Andrade, USN Welcome to: LT John Kipper, USN

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In the Community Naval Helicopter Association Historical Society by CAPT Bill Personius, USN (Ret.)

ello from the NHA Historical Society (NHAHS). First, let me say thank you to all those that made donations to the Historical Society (NHAHS) and Scholarship Funds (NHASF) during the 2017 Symposium. Your support is very much appreciated and important to keeping our organization going. NHAHS had a successful run at this year’s symposium. Our personnel manned the NHAHS booth and talked to a large number of people. We sponsored the “Oldest Helix” Award and recognized CDR Lloyd Parthemer, USN (Ret.), as being the most “seasoned” helicopter pilot with the lowest pilot designation number at 91 years old in attendance at the symposium this year. Unfortunately, Lloyd was unable to be at the Awards Ceremony on Tuesday to stand up and be recognized as he was feeling a little under

Aircrewman’s Corner

the weather at the time. It was great to see Lloyd at the symposium throughout the week as he did stay at the Bahia Resort Hotel all week, so he was spotted periodically with his son and grandson. I also wanted to recognize the outstanding job that CDR Rick Whitfield, USN, and the Air Wolves of HSM-40 did with the presentation of the Mark Starr Award to CAPT Robby Roberts, USN (Ret.) this year. Your video is one of the highlights that sticks out in my mind when I think of the 2017 Symposium. The time, effort and thought that went into making CAPT Roberts presentation special and the video account that you made of it on YouTube was over the top! Thank you for all that you did and for those that missed it… here is the link to a YouTube video about CAPT Roberts: https://youtu.be/ZOLHpvT9DgA. We are still working on the updates to our new and improved NHAHS Website and look forward to rolling that out to you soon. Thank you again for a great turnout and your involvement at this year’s symposium, and we hope to see you around the USS Midway Museum or maybe at the San Diego Air and Space Museum. Keep your turns up. Regards, CAPT P. (Ret.)

by AWCM Justin Tate, USN

Fellow Aircrewmen,

hat a great NHA Symposium this year! Things were different this year in San Diego. The symposium was held at the Bahia Resort Hotel on Mission Bay and what a beautiful place to host the 2017 NHA Symposium. The resort grounds, staff and events were way above standards. Great job to all! Change led the way this year. In addition to the change of venue, the Aircrew Panel participants changed as well. The reason is because of the change in the AW ratings and the new MCPO billets that were generated. The panel was comprised of the Detailer, Rating Specialist, SARMM MCPO, CNAP Aircrew Training, three AWSCM’s and one AWRCM from all around the country. The opportunity to ask whatever rating, community, detailing, SARMM, aircrew training questions you had was available. There were great questions asked by all paygrades about specific aircrew matters. We cannot forget about the aircrew competition. There was a great team that put together the aircrew competition.

Rotor Review #137 Summer ‘17

It was AWSCM Greg Ott, AWSCS Jose Lebron, AWSCS William Smith and AWRC Wade Trainer who led an amazing group of volunteers who ran all eight teams through a vigorous competition. Endurance was the name of the game and it was no joke. CONGRATULATIONS are in order for the “Fighting 85th” from HSC-85 who placed 1st, the “Voluntolds” from HSM-35 who placed 2nd and the HSM46 team who placed 3rd! CONGRATULATIONS to each team again and a job well done for all teams completing the course. I personally want to say “THANK YOU” to ADS and MASSIF for sponsoring the aircrew competition. It was a huge success! It is because of your hard work, attention to detail, and drive to make things better that the rotary community is so successful today, and striving to become better for the future. I personally want to thank every one of you for all you do, and keep up the great work. Fly Safe.

NHA Scholarship Fund By CDR Derek “Droopy” Fry, USN (Ret.)

et me start off by congratulating CAPT Bill Personius, USN (Ret.) and the entire NHA staff for a job well done with this year’s NHA Symposium. I also want to thank CAPT Paul Stevens, USN (Ret.) for his relentless effort and dedication to the NHA Scholarship Fund in my absence. Thanks to him, LT Kory Perez, LT Ian Gill, and LT Nick Engle who manned our booth and sold raffle tickets, the Scholarship Fund had a very successful fundraiser. I would also like to thank our generous supporters who donated the raffle items: Honey Badger Firearms, Squadron Toys, and the authors who donated signed copies of their books; Marc Liebman, George Galdorisi, Tom Phillips, Kevin McDonald, and Anne Wilson. Together, these great prizes helped raise over $2,100 for the Scholarship Fund. With the symposium behind us, we now have the wonderful task of sending out the checks worth $37,000 to our 17 scholarship awardees. Again, I wish to thank our corporate sponsors: Sikorsky, Lockheed Martin, Raytheon, FLIR Systems, Don Patterson Associates/L3, Northrop Grumman, CAE, and Kaman, and the USS Midway Museum. That being said, just like the Inter-Deployment Training Cycle, there is no rest for the weary. It’s time now to start fundraising for next year’s awards cycle. We, unfortunately, ran into the red this year which is obviously not sustainable. We had so many highly academically qualified and top quality individuals apply this past year and make the selection process immensely difficult, it would be just heartbreaking if we were forced to reduce the number of awards next year. As we redouble our engagement with corporate sponsors, I also ask that the regions renew their efforts for fundraising events to benefit the Scholarship Fund. Let your imagination run free, and let us know if there is anything we can do to help make each and every event a success. Thank you! V/r, CDR Derek “Droopy” Fry (Ret.) President NHA Scholarship Fund

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

A Deep-Dive Into Today’s Threat?

n our last column, we talked about the new United States defense paradigm, articulated by then-Secretary of Defense, Ashton Carter, at the November 2015 Reagan National Defense Forum. There, he outlined the “4+1 construct”. This new way of looking at threats to our nation focuses on “four contingencies and one condition.” The “contingencies” include China and Russia, the high-end threats, and Iran and North Korea, lower-end threats, but nations with great instability. The “condition” is the long-term fight against global terrorism. Secretary Carter’s speech occurred almost two years ago. As we look at this completely new way that the United States considers the threat landscape, it’s worth asking, are things getting better or worse with these four contingencies and one condition? One way to look at this question is to look at the longstanding issues with these 4+1, and then see what has changed since 2015. Consider China. First, there are longstanding issues between the United States and China. Among the most prominent: • China’s self-declared “Century of Humiliation” at the hands of the West • China’s economic boom that is fueling a rapid military buildup • A strong belief that the United States is trying to “encircle” China • Regional ambitions that are enhanced and enabled by military capabilities But in addition to these longstanding issues, since the fall of 2015, China is behaving in ways that worry the United States. Among the biggest issues: • China’s aggressive actions toward smaller neighbors, some of them U.S. allies • China’s relentless military buildup on South China Sea islands, rocks and reefs • China’s demonstrated intent to flout international law, ignoring the Hague ruling • China’s deployment of a People’s Liberation Army Navy (PLAN) aircraft carrier to the South China Sea • China’s strong, negative reaction to SECDEF Mattis on the Senkaku Islands • The recent seizure of U.S. Unmanned Underwater Vehicle (UUV) in international waters of the South China Sea • The new administration has denounced China’s

Rotor Review #137 Summer ‘17

maritime bullying If there is one nation, and one leader, who makes it a practice to “poke” at the United States, it’s Russia’s Vladimir Putin. There has been an avalanche of media reporting on the fraught relationship between Russia and the West. There are longstanding issues between the West, especially the United States, and Russia. Among the most prominent: • Longstanding enmity against the West • Views the United States as the architect of containment • A deep, visceral desire to change the global order (zero-sum) • Demonstrated willingness to attack neighbors with kinetic or cyber-attacks: Georgia, Estonia, Crimea, Ukraine • Murders of political opponents and dissidents (Litvinenko) But in addition to these longstanding issues, since the Fall of 2015, Russia is behaving in ways that worry the United States. Among the biggest issues: • Overt support for Assad’s regime in Syria • Hacking of U.S. election returns • Recent stepped-up military incursions in Ukraine • Stepped up military exercises around NATO’s periphery (Baltics) • Confrontations with the U.S. military in Syria North Korea! As Adam Johnson noted in the Reader’s Guide for his Pulitzer Prize-winning novel, The Orphan Master’s Son, “It is illegal for a citizen of the DPRK [Democratic People’s Republic of Korea] to interact with a foreigner.” In a nutshell, this helps to understand why North Korea is the most isolated nation in the world and why that nation’s decision-making is often completely unfathomable. THAT is what makes North Korea so dangerous. Juxtapose this against the widely-heralded United States “Rebalance to the Asia-Pacific Region,” and you have the compelling ingredients for conflict—you don’t have to manufacture them. What North Korea does will continue to bedevil the United States—and the West for that matter—for the foreseeable future. The Hermit Kingdom remains the world’s most mysterious place. As a Center for Naval Analyses Study noted, “The Kim Jong-un regime has not completely revealed itself to the outside world.” Not to put too fine a point on it, North Korea would likely qualify as one of former Secretary of Defense Donald Rumsfeld’s, “Unknown unknowns, the ones we don’t

• Continued support for terrorist groups (Hezbollah) • Active harassing of U.S. Navy vessels in the Arabian Gulf • U.S. recently declared Islamic Revolutionary Guard (IRG) a terrorist group

know we don’t know.” There are longstanding issues between the West, and especially the United States, and North Korea. Among the most prominent: • Long-term enmity toward the United States (Korean War) • Favorable geographic position vis-à-vis South Korea • Leadership intentions have always been opaque • Economy can’t provide for population’s basic needs • Most closed society on the planet

The Islamic State (ISIL) is the “condition” that deeply concerns us. There are longstanding challenges that the Islamic State pose to the West, among them: • Dedicated to establishing a caliphate across the Middle East and North Africa • Unlike other terrorist groups, takes and holds territory • Intent on conducting attacks in the West as well as Middle East and North Africa • Demonstrated ability to reappear after territory is taken

But in addition to these longstanding issues, since the fall of 2015, North Korea is behaving in ways that worry the United States. Among the biggest issues: • A young leader still consolidating power • Developing enhanced ballistic missile capability • Sustaining an active Weapon of Mass Destruction (WMD) program – and exporting WMD • Increasing rhetoric against the West, especially the U.S. • Numerous new ballistic missile tests • Engine tests for proposed Intercontinental Ballistic Missile (ICBM) that can reach the United States

But it’s fair to ask, since the “4+1 construct” was posited a year-and-a-half ago, have things gotten better or worse vis-à-vis our ability to contain the Islamic State? It is worse, because: • Coalition fissures hamper coordinated military action against ISIL • Demonstrated willingness to hold civilian population hostage • Losing territory in Iraq and Syria has not ended violent extremism • More troops are being requested for both Iraq and Afghanistan • ISIL continues to hold on to portions of Mosul, Iraq • Difficulty marshaling coalition support to oust ISIL from Raqqa, Iraq • Mastered the use of social media for propaganda and recruiting • ISIL has carried out attacks in multiple European nations

There are longstanding issues between the West, especially the United States, and Iran. Among the most prominent: • Longstanding enmity toward the United States going back to 1953 • Vying with Saudi Arabia for dominant power in the region • Ability to block the Strait of Hormuz • Ability to threaten U.S. naval forces • Robust ballistic missile program But in addition to these longstanding issues, since the fall of 2015, Iran is behaving in ways that worry the United States. Among the biggest issues: • It is unknown how well nuclear sanctions will work, if at all • Marked increase in ballistic missile tests (flouted U.N. resolution) • Open and increased support for the Assad regime in Syria

In summary, the trend lines for these “four contingencies and one condition” are getting worse. The naval rotary wing community will likely need to up its game as our nation and our Navy deal with this new threat landscape.

U.S. Navy Hot Spots Graphic from Navy Times, May 2015

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HX-21 Quarterly Update: Digital Moving Map

Industry and Technology

Article by LT Tim Boyce, USN

very MH-60R or MH-60S pilot has had the experience during early familiarization flights in the Fleet Replacement Squadron (FRS) of quizzically depressing the “MAP” bezel key on the bottom row of the mission display and discovering, sadly, that the only result was a “FUNCTION UNAVAILABLE” alert. The inability to display digitized charts on cockpit displays has been a frustration for the Navy H-60 fleet since the aircraft’s introduction. Developed as part of a Situational Awareness Technology Insertion (SATI) program, digital map was actually added to the MH-60R/S software with System Configuration 14 (series). Air Test and Evaluation S quadron (HX) 21 conducted initial testing of digital map in 2013 using a custom hardware configuration, but the capability has remained dormant due to a requirement for a data transfer system capable of processing the quantity of data required for digital maps. With the addition of the high-capacity Advanced Data Transfer System (ADTS), this capability has now become a reality. With ADTS testing in full swing, digital map is also being put through its paces. The digital map, powered by the on-board FlightScene computer, is capable of displaying aeronautical charts from the 1:12,500 to 1:5 million scales, satellite imagery, and even customized “GeoTiff” images that users can create using any raw image file and known coordinates for points on the image. A prime application of the GeoTiff feature is the creation of digital FLIP approach plates that allow crews to visualize progress on an instrument approach in real-time (Figure 1). The new digital map also incorporates various overlays which further enhance situational awareness during various missions. Many of these overlays rely on incorporation of elevation and depth data for the earth’s surface which are an integral part of digital map. The bathymetric and slope-shading overlays, present operators with a graphical representation of deep water bottom topography for use during Anti-submarine Warfare (ASW) missions. The elevation banding overlay uses aircraft altitude to highlight all locations with terrain above

Figure 1: GeoTiff Display of an Instrument Approach Procedure

Figure 2: Elevation Banding Overlay

Figure 3: Navigation with Satellite Imagery using Heading Up, De-Centered Display Mode

Rotor Review #137 Summer ‘17

the aircraft and all terrain within a customizable “buffer zone” beneath the aircraft (Figure 2). The intervisibility overlay highlights regions where a landbased radar emplacement would have clear line-of-sight to the aircraft. These maps and overlays are integrated onto the mission display such that tactical symbols, route waypoints, etc. are displayed on top. Additionally, the moving map will incorporate a heading-up display mode with an optional de-centered own helo symbol position to allow pilots maximum forward

INDUSTRY AND TERCHNOLOGY

“look-ahead” and simpler geographical orientation during navigation (Figure 3). In addition to these two-dimensional presentations, digital map can also be displayed in a three dimensional mode which allows for either a first or third person view of the surrounding terrain. The third person view, with customizable “wingman” look position, is shown in Figure 4 using the elevation data base (gray color) with the contour line and elevation band overlays engaged. Recent testing of the moving map has focused on the overall appearance during both day and night conditions, operator interface, and integration of overlays and standard mission symbols during mission-representative flight regimes. Further testing, scheduled for the summer of 2017, will be conducted during upcoming software development testing. Figure 4: External 3-D View

Pacific Fleet Sailor Recognized for Innovation by Navy League

Article by CDR Thomas Ogden, U.S. Pacific Fleet Strategic Initiatives Public Affairs

he U.S. Navy League’s Scroll of Honor was presented to LCDR Christopher Keithley, USN on June 2, 2017 recognizing his efforts in developing a pair of concepts to use unmanned aerial and underwater vehicles in innovative ways at sea and in port. Jeff Brown, president of the U.S. Navy League Pacific Region, presented the award during the Commander, Pacific Fleet (COMPACFLT) Commanders Conference. This was the first time the Navy League has presented the award for innovation. Through the Bridge, a COMPACFLT program, Keithley developed the idea to use unmanned aerial vehicles (UAV) to increase timeliness, accuracy, and probability of finding a man-overboard from ships and submarines, and a concept for an unmanned underwater vehicle (UUV) system that provides situational awareness and protection in harbors and ports during LCDR Christopher Keithley, USN, pitches his idea about a new use for unmanned aerial vehicles to a the annual Pitch Fest. The Bridge started at Pacific Fleet as a way for its 140,000 panel of judges during the Pacific Operational Science Sailors take ideas from concept to reality by creating solutions to and Technology (POST) Conference. U.S. Navy photo by Mass Communication Specialist 1st Class Navy-specific challenges. Pacific Fleet Commander, ADM Scott Phillip Pavlovich, USN Swift, has championed this initiative that helps to guide Sailors as they take their ideas from concept to reality. “I cherish when Sailors actively seek out solutions and develop ideas that address challenges facing the fleet and that help us to ultimately be better warfighters,” Swift said. Keithley was selected as COMPACFLTs “Innovator of the Year” after he won best innovative idea during the 2017 Pacific Operational Science and Technology Conference. His efforts have been recognized by the Office of Naval Research, who is currently pursuing additional technical solutions to implement on a wider scale. The Scroll of Honor is the second highest award of the Navy League on the national level, and the highest award at the region, area, and council levels. It is awarded to government employees, uniformed or civilian, who have contributed in an outstanding manner to Navy League programs.

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Men of Mine Warfare Say Collaboration is Key to Expanding the Advantage By Dan Broadstreet, Naval Surface Warfare Center Panama City Division Public Affairs

ine Warfare (MIW) Executives Dr. Peter Adair, Stephen Hunt and David Everhart are working to establish a culture of collaboration among the U.S. Navy’s Research, Development, Test and Evaluation (RDT&E) community to help the United States maintain maritime superiority over our adversaries. Adair, who was appointed as Mine Warfare Director for the Naval Surface Warfare Centers (NSWC) on April 16, 2017, said one of the objectives of his newly-appointed role is to coordinate with all Naval Warfare Centers (WCs) on fleet engagement in the area of MIW, which includes Mine Countermeasures (MCM) and mining. A native of Panama City Beach, Florida, Adair works at the NSWC Panama City Division (NSWC PCD). “Collaboration is key,” said Adair. “Working with the U.S. Navy’s fleet, we will conduct mission engineering and analysis to identify MIW capability gaps against current and future threats. I will then partner with NAVSEA’s [Naval Sea Systems Command] Chief Technology Officers (CTOs), Rapid Prototyping Directors and experts across the technical community to find potential solutions to these fleet capability gaps. To achieve this, the Navy RDT&E community’s culture must evolve into one that begins to work collaboratively across all domains.” Everhart, appointed as NSWC PCD’s CTO on Oct. 2, 2016, said his primary objective is to lead change in PCD’s culture to enable more rapid identification of technologies and innovative solutions to address fleet capability gaps. “When I speak about finding potential technological solutions, I’m referring to emerging and mature technologies, and those found outside of our Navy’s traditional Mine and Expeditionary Warfare sources that can be rapidly configured to address urgent needs,” said Everhart. Hunt, appointed as NSWC PCD Distinguished Engineer for MIW Prototyping on Oct. 2, 2016, said he is responsible for collaborating with the entire Naval Research and Development Establishment (NR&DE) in search of technologies with the potential to be rapidly prototyped as solutions for fleet capability gaps. “I believe we are ushering in a new cultural shift, a new approach that encourages the NR&DE community to collaborate as an enterprise,” said Hunt. “Adair, Everhart and I are responsible for establishing liaisons across all Department of Defense (DoD) NR&DE domains. This includes Systems Commands like the Naval Air Systems Command (NAVAIR) and agencies like the Naval Research Laboratories.” Hunt said technology is rapidly advancing on a global scale and America’s adversaries are now able to obtain competitive technologies, which challenge the United States’ ability to maintain maritime superiority. “This trend is shrinking the gap between us and our adRotor Review #137 Summer ‘17

An MH-53E assigned to Helicopter Mine Countermeasures Squadron (HM) 14 Detachment 2A links to an MK-105 Magnetic Minesweeping System for Aircraft Mine Countermeasures (AMCM) exercises during Foal Eagle 2016. U.S. Navy photo by Mass Communication Specialist 3rd Class Jermaine M. Ralliford

versaries,” said Hunt. “This is why we’re formulating a new cultural shift toward unifying our NR&DE community into a collaborative enterprise. This strategy will also help us to rapidly field more prototypes, which will further expand America’s technological advantage.” Adair, Everhart and Hunt agreed that initiating an expanded network of collaboration across the NR&DE community will also require creating new tools to support collaborative work at different locations. “There is new legal language being introduced into our DoD’s acquisition processes which is empowering our community, not only to develop more innovative solutions, but also to field these prototypes to the fleet more rapidly,” said Adair. Everhart said by implementing collaboration at the NR&DE level, the Navy will be able to accelerate the fielding of solutions to keep pace with our adversaries. “The clock is ticking,” said Everhart. “Innovation doesn’t always mean inventing new technologies. It is also about finding more ways to combine proven technologies and integrating them into creative configurations to effectively counter threats and achieve military objectives.” “If we empower NSWC PCD’s 1,400-plus employees by giving them tools to collaborate more effectively across our command, just imagine the increase in innovative solutions we’re likely to achieve,” said Hunt. “It stands to reason by doing the same for the NR&DE community, we will expand the advantage over America’s adversaries on an exponential scale.”

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Tern Over and Fly

Article by Frank Colucci Reprinted from Vertiflite May 2017. Used with permission

DARPA and ONR envision a tail-sitting shipboard Unmanned Aircraft System that utilizes coaxial rotors for vertical launch and transitions to fixed-wing flight for cruise and loiter.

hough weight, span, speed and other specifics of the Tactically Exploited Reconnaissance Node (TERN) Unmanned Aircraft System (UAS) are not yet released, the benefits of a maritime sensor and weapons platform that transitions from rotary-wing launch and recovery to fixedwing cruise and surveillance are clear. “The first ones are radius and endurance,” explained Dr. Graham Drozeski, the Defense Advanced Research Projects Agency’s (DARPA) Tactical Technology Office program manager. “Next is altitude with TERN, you get [General Atomics MQ-9] Reaper-like capability off small surface combatants. We can take it to a radius hundreds of miles from the ship with a single system consisting of a couple of air vehicles.” DARPA and the Office of Naval Research (ONR) chose Northrop Grumman to build two tail-sitting TERN demonstrators, and expect an integrated propulsion system test this summer and first flight early next year. The agency is discussing follow-on efforts with the U.S. Navy and Marine Corps that would go beyond planned testing. The TERN Phase III demonstrator models an “Objective System” to carry a 600 lb (272 kg) payload 900 nm (1,666 km) from a smallship helicopter deck. “It’s sized to fit in a DDG [Navy destroyer] and the other small surface combatants,” Rotor Review #137 Summer ‘17

observed former Black Hawk pilot Drozeski. “In a sense, you could say the TERN system is sized to fit in the footprint of a folded-up MH-60.” Threshold payload and range are 500 lb (227 kg) to 600 nm (1,111 km), with a modified General Electric T700 engine. “Those were based on capabilities DARPA thought were achievable, and, inTERNal to DARPA, a survey of datalinks, payloads and munitions that would be desirable for projecting power from small surface combatants.” Drozeski added, “Since then, we’ve found the [U.S. armed] services seem to have come to similar mission-set requirements.” DARPA and ONR split TERN funding and work evenly. “It’s very much one team,” said Drozeski. “We haven’t broken technical aspects out between the two agencies.” Northrop Grumman in San Diego, Calif., is the TERN prime systems integrator responsible for the airframe, subsystems and vehicle management system. The company has ample experience putting unmanned helicopters on small ships. The MQ-8B Fire Scout, based on the 3,300 lb (1,500 kg) Sikorsky Schweizer 333, has been upstaged by the MQ-8C Endurance Upgrade based on the 6,000 lb (2,725kg) Bell 407. The vertical takeoff Unmanned Aerial Vehicles (UAV) provide intelligence, surveillance and reconnaissance (ISR) and targeting up to 150 nm (280 km) 20

INDUSTRY AND TECHNOLOGY from their launching ships, but compared to Reapers and other fixed-wing ISR platforms, the Fire Scout conventional helicopters are slow and short of timeon-station. DARPA and ONR wanted a TERN to fill the Medium Altitude Long Endurance slot in the Department of Defense’s UAS plans. A Broad Agency Announcement in 2013 launched a concept Phase II preliminary design which earned a Phase III demonstration contract last spring. Northrop Grumman’s Scaled Composites is building two TERN airframes for Phase Ill flight testing to culminate in takeoffs and landings at sea. “The risks in the program are related to the takeoff and landing on a small-deck ship underway, as well as the transition,” said Drozeski. “Operating in that wind -over-deck environment are risk-reduction activities planned in the program.” Northrop Grumman’s Scaled Composites is building two Tern airframes To put fixed-wing performance on a small ship, for Phase III flight training Photo taken by Northrop Grumman TERN revisits the old tail-sitting fighter layouts built for the U.S. Navy in the early 1950s. The Convair XFY-1 Pogo actually transitioned from rotorborne takeoff to Northrop Grumman subsidiary in Mojave, Calif. The integrated fixed-wing cruise in 1954. “Certainly by having a wing, you propulsion test stand at Scale Composites will tilt the fullachieve a much better lift-to-drag ratio when you’re flying on the scale rotors, engine and gearbox through all flight angles and wing,” said Drozeski. “When we looked at various solutions for sweep the controls at full speed. “That’s a major risk-reduction this mission space, lift-over-drag had to be higher than that of activity,” acknowledged Drozeski. The program is meanwhile a helicopter.” Small ship helicopter decks also called for a small conducting parallel component and subsystem tests leading rotor. “The aircraft really only performs like a helicopter on the up to the integrated propulsion system testing this summer. transition for launch and recovery... We’re not concerned with The full-scale TERN rotor, including hub and swash plate, helicopter maneuverability at 80 knots (150 km/h), etc.” Vertial has already been tested in the U.S. Air Force’s 40-ft by 80-ft Take-off and Landing (VTOL) power in a fixed-wing platform (12-m by 24-m) wind tunnel at NASA Ames Research Center. has another payoff. “The aircraft has an airspeed advantage over “It tilted in a couple degrees of freedom,” explained Drozeski. low-powered ISR aircraft by virtue of the power installed for “They could take it to different pitch attitudes, yaw attitudes, vertical takeoff and landing.” albeit turned 90 degrees.” A second wind tunnel test activity is planned for this summer and may be followed by a third, if Coax to Wing necessary. The GE T700 required modifications to accommodate tilting. Drozeski noted, “Making turbine engines tilt is Novel as the Pogo was, the VTOL fighter hanging on its big not something new, the V-22 does that. The CL-84 (Canadian coaxial propeller was difficult to fly, especially with a human tiltwing demonstrator] tilted a T53.” pilot inclined for a backwards landing. Wing control surfaces The TERN demonstrator inherits control hardware from deflecting the propeller slipstream were not particularly effective Northrop Grumman’s unmanned helicopters. “We use many for the XFY-1 in hovering flight. TERN fixed-wing control of the same systems that are legacy Fire Scout systems where surfaces are not used in vertical flight, and the UAS is more useful,” Drozeski said. The MQ-8B and MQ-8C, for example, helicopter-like on takeoff and landing. “This is not a rigid ro- both come back aboard a ship using the Sierra Nevada Untor,” noted Drozeski. It’s a conventional rotor in many ways.” manned Common Automatic Recovery System (UCARS V2). The TERN’s primary control effectors for hover pitch, roll and The radar-based recovery system provides precision ship-relative yaw are the coaxial rotors with differential blade pitch. “It’s a navigation for automated landings. A transponder on the helittle bit different from a tiltwing and tiltrotor. It’s a tail-sitter licopter helps shipboard radar determine aircraft position, and in the category of the 1950s and 60s, but this one has cyclic a Recovery Data Link gives the aircraft accurate range data to controls. It also has disc loading comparable to a helicopter, the moving deck. rather than the tail-sitters.” The flight test program for the first TERN demonstrator is TERN design and engineering efforts are led by NG Next, still being formulated and may or may not include tethered the advanced research, technology, design and demonstration trials. A flight test plan for the second vehicle is also under organization within the Northrop Grumman Aerospace development. Systems (NGAS) sector. The prime contractor chose engine maker General Electric and dynamics engineering house AVX Aircraft as major subcontractors. TERN assembly, integration and test are performed by Scaled Composites, a wholly owned

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USMC Pilot Program Tests Wi-Fi in Air Hangars to Improve Aircraft Readiness Article by Mathuel Browne, Marine Corps Systems Command

Cpl. Kendal Parish and Sgt. Arben Kupa, both Airframe Mechanics from Marine Fighter Attack Training Squadron (VMFAT) 501, reinstall a panel of an F-35B Lightning II Joint Strike Fighter after maintenance aboard the USS Wasp, May 24, 2015. The Maintainers from VMFAT-501 are aboard the Wasp to support maintenance of the F-35B during the operational testing period. Photo By Sgt. Remington Hall.

he Marine Corps is investing in secure, wireless connectivity inside aviation hangars that will give maintenance crewmembers continual access to manuals, parts, and information for improved aircraft readiness. Marine Corps Systems Command (MCSC) and Headquarters Marine Corps Command, Control, Communication and Computers (HQMC C4), started Wi-Fi installation in air hangers aboard Marine Corps Air Station (MCAS) New River, North Carolina, in Jan. 2017. The pilot program is intended to decrease time needed to order and receive parts, while increasing the range of access Marines have to online resources. By enabling access to areas without wired networking capabilities, Marines can execute aircraft maintenance tasks more timely and efficiently. “Currently, there are not enough Ethernet ports in air hangars for all crew members to use,” said Joni Ong, Marine Corps Enterprise Network - NIPR (MCEN-N) Wireless project officer for Marine Corps Network and Infrastructure Services at MCSC. “Users generally have to work offline when away from the ports, slowing the maintenance process for ordering parts, taking electronic notes, updating essential manuals and key tasks.” The wireless proof of concept will equip eight MCAS New River hangers with secure, high-speed access to the Marine Corps Enterprise Network – the Corps’ primary network. This will give Marines all the capabilities of the network, such as email, file sharing and access to secure websites. “When you are working wirelessly, it does not change the work that you need to do, just where you can do it,” said Ong. “Ultimately, Marines will have access to everything they would have if connected to an ethernet connection.” MCAS New River was chosen as the first location for the Proof of Concept because of a requirement for increased flightline readiness to support Marine Aircraft Group (MAG) 29, a Marine Corps aviation unit based at New River. HQMC C4 embraced the request as a viable option and took the lead to determine the policy and resourcing for the Rotor Review #137 Summer ‘17

project. MCSC is responsible for the acquisition and installation of the system. “A big reason that we wanted to support this project was to ensure that we are continually increasing Marine Corps readiness,” said Capt. Mary Beth Bloom, lead action officer for wireless at HQMC C4. “It was during a Marine aviation conference last year that MAG-29 shared a brief highlighting that Wi-Fi internet is a smart capability to increase speed and accuracy when maintaining aircraft.” Security has been a primary concern that has kept Marine Corps aviators from adopting wireless internet as a standard. With MCEN, only Marines with credentials have access the network. “Setting up wireless internet has always brought on the idea of security vulnerabilities,” said Bloom. “With our current security, we are able to use certificates authentication as a level of protection when verifying who the users are. We can also restrict laptops to a specific wireless network in order to prevent information from leaving the hangar.” Maintenance crew members will also receive rugged laptops, called Portable Electronic Maintenance Aids (PEMAs). These unclassified government devices are fielded by the Naval Air Systems Command and are preinstalled with electronic technical manuals and diagnostic applications crew members need to get working and submit repair requests. Wi-Fi installation at MCAS New River is scheduled for completion by summer 2017. Lessons learned from the Proof of Concept will assist in obtaining additional funding for implementation at more air stations as well as logistics and maintenance units. An additional 20 air and logistics units are lined up for wireless installation, with the goal of making Wi-Fi an enterprise solution. “Ultimately, there are a lot of crew members who would benefit from this capability,” said Ong. “We are taking incremental steps to ensure that Wi-Fi will be an enterprise solution across the Corps aviation community.”

INDUSTRY AND TECHNOLOGY

Let’s Get Digital: 2/6 Marines Train with MAGTAB at WTI Article by Cpl. Harley Robinson, USMC, MAWTS-1 Combat Camera

arines with 2nd Battalion, 6th Marine (2/6) Regiment, conducted Digital Interoperability (DI) training during the semiannual Weapons and Tactics Instructor Course (WTI) 2-17, at Marine Corps Air Station (MCAS) Yuma, Arizona, March 27. Lasting seven weeks, WTI is a training evolution hosted by Marine Aviation Weapons and Tactics Squadron (MAWTS) 1 which provides standardized advanced and tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness. The DI training introduced the Marine Air-Ground Tablet (MAGTAB) to the 2/6 Marines in preparation for their departure with the 26th Marine Expeditionary Unit (MEU). The MAGTAB is an interactive device, with easy to use apps which can be used for planning, to replace hard copy paper product plans. With all the MAGTABs linked on one network users can update plans on the go, and the network will update, making the changes available to all the MAGTAB users. “The whole concept of DI is to tie the Marine Air Ground

Task Force (MAGTF) together,” said Maj. Joseph Fry, rotary wing offensive air support specialists with the aviation development tactics and evaluation department (ADT&E) of MAWTS-1. “The applications on the MAGTAB are by Marines, for Marines. It will provide a more evolved, efficient battlefield with information shared quickly.” The real-time communication provides planning en route or units using the MAGTAB, enhancing situational awareness in objectives areas. “As a pilot, I’m flying with my MAGTAB, and I look down and see there are Marines on the ground but I can also see their position information on my map because we’re all on the same network,” said Fry. “Everything we do on our mobile devices now, like seeing blue dots on your cellphone for where you are when you navigate, we’re trying to get that same sort of capability to increase situational awareness to ultimately provide a better decision making process for Marines so they know who’s where and when. That’s the bigger picture of what’s going on.” This collaborative planning enables 20 MAGTAB users to simultaneously connect to a single Wi-Fi node and communicate to digitally plan. The tablets are effective for ground-to-ground and ground-to-air communication. “The ground Marines will be able to communicate to the aircraft, and Marines in the back of the aircraft are able to communicate with each other,” said Fry. “The timeline is continuously updating, and all the different applications are working together.” The 2/6 Marines got hands-on experience with the MAGTAB during WTI and the tablets will be part of their pack for the 26th MEU, but they won’t be the only Marines to use this device for deployments, according to Fry.

Marine Air-Ground Tablet

From the Paris Airshow: Further arming options are being considered for the U.S. Air Force’s special operations CV22 tiltrotor as Bell-Boeing plans where to take the variants of the aircraft next and manufactures long-lead items for the U.S. Navy long-range CMV-22B variant.

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useful Information

Use Military Base Activities to Save on Weekly Expenses by Craig Zabojnik and Chad Storlie Content provided courtesy of USAA.

oday, as you drive around your local military base, give your base, post, air station, fort or camp a new look to discover lots of areas to save throughout the week. The Commissary. The Commissary is a great place to look for savings on grocery items. To make a big impact quickly on groceries, find the 20 most expensive weekly items on your grocery list. Then, compare prices of those 20 most expensive items to similar items in the Commissary. If you found savings, great. Then look for the next 20 most expensive items on your list to compare to Commissary prices. If you find a price that is not less expensive in the Commissary, then ask the Commissary manager if they will match the price. Using a shopping list in the Commissary is essential so you stay on budget and don’t grab those impulse purchases (I skip the entire aisle with the German chocolate – my personal and everlasting weakness).

The Gym. Military base gyms are nothing short of awesome. Classes, lots of options for weights, and incredible options for cardio machines. One of the drawbacks for military gyms can be the crowds, especially around traditional physical fitness times in the morning. Instead, look for gyms in out-of-theway locations, on-base gyms tend to be less crowded on the weekend and after races, and classes less crowded during off-hours. These are all great ways to save. When off-post gyms can cost upwards of $100/month, the on-post gym is an incredible option to save. The Library. For decades, the on base library has been my place to save. On-base library hours have been reduced, but their book selections remain strong in the areas of business, history, children, and military history. On weekends, several bases offer story times for young children, and tutoring for older children can be available. Finally, almost all bases in the United States and overseas have access to audio books, videos, and eBooks. Lending Closets and Discount Stores. Everyone knows about Goodwill, but most military bases have their own lending closets and discount stores (thrift shop). These Rotor Review #137 Summer ‘17

are great places to go to for costumes, kid clothes, winter boots, or for jackets when you move to a base in a cold weather location. These locations may not have all the items that you need, but they probably have some of the items. Any savings are still big savings. Your Neighbors. We all need help sometimes for jobs around the house. Sewing a costume, snow shoveling, babysitters, tutors for the kids, or mowing the lawn. Instead of looking up someone on the internet, ask if a neighbor could help. Older children are a great source for babysitters and for basic lawn care. Sometimes, the best savings for jobs are literally right outside the door. Outdoor Recreation. Children’s parties, vacations, and summer activities can put a big dent in a weekly budget. The base Outdoor Recreation office is a great first stop to checkout outdoor rentals, RV rentals, tickets, ski lift tickets, summer festival tickets, and other outdoor event savings. Military bases are a great way to save on critical weekly expenses. The Commissary, the library, base gyms, and other activities are all incredible ways to save on a weekly basis. In addition to the on base savings, it minimizes gas expenses, saves time, and helps build a sense of community. Stay on base and save!

Useful Information

Retirement Comparison Calculator Officially Released

From Chief of Naval Personnel Public Affairs he Navy announced Tuesday in NAVADMIN 133/17, the official release of the Department of Defense (DoD) Blended Retirement System (BRS) Comparison Calculator on the Military Compensation BRS web page, and reminded Sailors to take the mandatory BRS Opt-In course on Navy eLearning. The BRS Comparison Calculator is designed to assist eligible service members in comparing the legacy military retirement system and BRS and used in conjunction with the mandatory BRS Opt-In Course. It can be found at http:// militarypay.defense.gov/Calculators/BRS/. Another tool for Sailors to help select which retirement system works best for them is the Navy Financial Literacy app. It’s designed to provide Sailors with access to both training and resources that are especially critical during the transition to BRS. The free app is available for download at the Google Play and iTunes app stores. To find the app, search “Navy Financial Literacy” in the app store or in your web browser. The decision to stay in the current retirement system or opt into BRS is an important and irrevocable decision that eligible Sailors must make based on their own individual circumstances. The BRS Comparison Calculator and the mandatory Opt-In Training are tools designed to help opt-in eligible Sailors make this crucial decision. Along with the BRS Opt-In training and Comparison Calculator, Sailors can seek financial information and counsel from their command financial specialists, or personal financial managers at Fleet and Family Support Centers. Military OneSource personal financial counselors are also available to assist on line at http://www.militaryonesource.mil/ or via telephone at 800342-9647. The mandatory opt-in training for those opt-in eligible members is available on Navy eLearning at https://www.aas.prod. nel.training.navy.mil/ELIAASv2p/ or Joint Knowledge Online (JKO) at https://jkodirect.jten.mil/html/COI.xhtml?course_ prefix=J3O&course_number=P-US1332 (course #: J3O P-US1332). Commands can also request no cost DVDs through the Defense Imagery Management Operations Center at http://www. dimoc.mil/customer/contact.html. In the order forms comments section include Course Title (J3OP-US1332 Blended Retirement System Opt-In (2hrs)), Pin Number 505679, quantity (provide justification if ordering over 50 copies), branch of service, and shipping address including name of person receiving the package. For the most up-to-date information on BRS and links to training go to the Uniform Services Blended Retirement web page at http://militarypay.defense.gov/BlendedRetirement/. NAVADMIN 133/17 can be read at www.npc.navy.mil.

Before You Buy - Tips to Save You from Buying a Broken Car Article by Mass Communication Specialist 2nd Class Jonathon Lockwood, Defense Media Activity

ant to avoid getting stuck with a broken car and an expensive loan? We sat down with Dwain Alexander, senior supervisory attorney at the mid-Atlantic regional Legal Service Office, and he shared some tips and tricks to help you in your car buying experience. Your local legal assistance department is more than willing to help you decipher the cryptic code of car buying. Here are a few things to keep in mind when starting your adventure to a new car: 1) Start with education, do your research, and become familiar with the buying process and with the car. Make the decision not on emotion or need, but on the facts that are in front of you.

2) Social media has a way of telling you what is going on and who is doing what. Research the dealership to ensure it’s reputable and the sales people are honest. You want to know what their reputations are. 3) As a service member, you have access to a legal assistance department of trained licensed attorneys who can give you guidance. 4) By federal law, you can bring your purchase contract or sales agreement to an attorney or your command financial specialist for review before you sign. These experts can offer advice on the price, the financing and the legalities in the contract. 5) The most powerful tool you have in consumer law is your legs: If you are not getting what you want, you can walk away.

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Features

The Helicopter Sea Combat Community and the Marine Air-Ground Task Force Article by LCDR Adam “SARA” Moffit, USN

LCDR Ryan Klamper and LTJG Jose Escobedo perform post-engagement checks in an MH-60S Seahawk helicopter assigned to the “Wildcards” of Helicopter Sea Combat Squadron (HSC) 23 on the flight deck of the amphibious assault ship USS America (LHA 6). during a composite training unit exercise off the coast of Southern California. U.S. Navy photo by Mass Communication Specialist 2nd Class Christopher Marshall

was directed to attend Marine Aviation Weapons and Tactics Squadron One (MAWTS) 1 Weapons and Tactics Instructor (WTI) Academics last fall as the prospective Officer in Charge (OIC) of HSC-25’s 3x MH60S Expeditionary Combat Element (ECE) aboard the USS Bonhomme Richard. This was an effort to build Blue-Green relationships and ensure a foundational understanding of Marine Air-Ground Task Force (MAGTF) organization, training, and operations. It ended up providing much, much more. Sending prospective HSC OICs to WTI Academics increases HSC credibility, provides continuity within the Aviation Combat Element (ACE) and ECE, and ensures a foundational understanding of MAGTF operations. The WTI academic curriculum was extensive and taught in a methodical way - similar to the syllabus taught by the Seahawk Weapons and Tactics Instructor (SWTI) cadre at the Naval Aviation Warfighting Development Center (NAWDC) Rotary Wing Weapon School (RWWS). It provided a graduate level understanding of aviation tactics, MAGTF and joint operations, integration of the six functions of Marine Aviation, training

Rotor Review #137 Summer ‘17

management, and instructional techniques. The course emphasized the ACE’s role in supporting the Ground Combat Element (GCE) scheme of maneuver. In the context of the USMC doctrine “centralized command, decentralized control,” the Marine Air Command and Control System (MACCS), or C2 structure, the rapid response planning process (R2P2), air assault operations planning sequence, and the aircrew qualification structure all work together to achieve the Ground Force Commander’s intent. The course also focused on high-end fight topics, including digital interoperability (ANW2 network, software reprogrammable payloads, and KILSWITCH) and electromagnetic spectrum operations (spectrum warfare, navigational warfare, and electronic warfare). MAWTS-1 has an in-house CNA Research Scientist that collects, processes, and disseminates Precision Guided Munitions (PGM) and Forward Air Controller (Airborne) (FAC(A)) effectiveness data and provides recommendations for improvement. They provide a quantitative and qualitative analysis that is used to inform decision making and develop Tactics,Techniques and Procedures (TTPs). Having this data establishes a realistic and measurable performance level, helps to maintain accountability, 26

FEATURES and can build confidence for personnel who aren’t familiar with the platform or weapon’s capabilities. All prospective WTIs (PWTI) received briefs describing intent and best practices using Marine-SHARP, T/M/S training and readiness (T&R), and SOPs. Discussions began with Navy Mission Essential Task Lists (NMETLs) and proceeded to touch on all T&R requirements to ensure everyone had a common understanding of why it was written the way it was. The UH-1 Division received briefs from OPNAV N98, HQMC Requirements, PMA-272, PMA-276, VMX-1, and HX-21. These briefs provided a clear picture of how new ideas become requirements, receive funding, undergo developmental and operational test, and then become fielded to the fleet. They emphasized the importance of speaking with one voice, understanding the process and knowing who to call with questions/concerns, and “The MH-60S is strikingly absent from MAWTS-1 briefs. Although the focus of WTI is MAGTF operations, other non-USMC platforms are frequently briefed (including U.S. Air Force and U.S. Army aircraft.”

been multiple discussions about why HMLA and HSC squadrons don’t train together until workups begin for the MEU, i.e., in the “off-season.” Training could include lectures, briefs, or simulators, not just flight events. Multiple instructors have offered to provide “fleet support” – to brief our squadrons on their particular SME area. With formal, long-term touch points at the HSC Wings and Weapons Schools, this type of Blue-Green training could be easily scheduled. A direct exchange program with the RWWS in Fallon, NV would be most beneficial, but creating an exchange at HSC Weapons School Atlantic that mirrors the relationship that HSC Weapons School Pacific has with the USAF Weapons School would also be valuable. The MH-60S brings unique capabilities to the Amphibious Ready Group (ARG)/MEU. Its ability to operate in the Link-16 network, tune SATCOM, DF using DALS, stream FMV, and carry 8-12 fully loaded Marines or fly armed with APKWS/UGR, HELLFIRE, and crew served weapons sets the MH-60S apart. For those WTIs and PWTIs that I spoke with, MH-60S detachment integration was not standardized and was often times confusing because of a lack of education on the helicopter. Formalizing the MH-60S detachment capabilities and limitations at an operational level for the LHD CO, the PHIBRON CDRE, and the MEU CO and integrating with the USMC at lower levels will provide significant “expectation management” and reduce the inconsistencies that the current personality-driven integration produces. The HSC ECE detachments should be integrated into ARG planning and leading missions like Defense of the Amphibious Task Force (DATF).

participating in the various conferences and meetings where decisions are made (i.e., TMT, NARG, OAG, etc.). Although the academic curriculum was informative and thought provoking, the greatest benefits of this course proved to be the relationships formed with the PWTI for each T/M/S in the 31st MEU and with the MAWTS-1 instructor cadre. Based on discussions with PWTI and instructors alike, much of the integration of the MH-60S detachment with the Marine Expeditionary Unit (MEU) is based on personalities within each specific underway. Each MEU develops its own standard operating procedures (SOP) throughout workups and therefore establishes how it will operate during deployment. Those of us that are headed to the 31st MEU for the fall patrol are a few steps ahead of our peers because we share a common perspective and have established professional and social relationships. Understanding what’s important to the MAGTF is a fundamental part of operating with it. The MH-60S is strikingly absent from MAWTS-1 briefs. Although the focus of WTI is MAGTF operations, other non-USMC platforms are frequently briefed (including US Air Force and US Army aircraft). Likewise, from my experience at HSCWSL and with the RWWS, Helicopter Sea Combat (HSC) community lectures lack sufficient detail regarding MEU/MAGTF perspective Staff Sgt. Abel Contreras, communications chief with the 31st Marine and operations. Though I was able to provide Expeditionary Unit’s Force Reconnaissance Platoon, waits to board a Navy perspective in my class, an exchange an MH-60S Seahawk helicopter aboard the USS Bonhomme Richard program should exist to ensure both branches before launching for vessel Visit, Board, Search and Seizure training, provide more accurate and realistic academic June 15, 2017. Photo By: Lance Cpl. Amy Phan and flight training, while also developing and maturing necessary relationships. There have 27

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Kotroni Guards

By Carlo Kuit and Paul Kievit/ Bronco Aviation

ince 1986, Kotroni Naval Air Base has been the heart of Hellenic Naval Aviation. The small airport is situated south of Marathon village in Greece. It is home to the fleet of Sikorsky S-70s and Augusta Bell AB212 ASW’s currently in use with the Hellenic Naval Aviation (Elliniko Polemiko Naftiko). The two Alouette III’s on strength are currently withdrawn from use (since Summer 2013) and are awaiting their fate. In 2012, additional Agean Hawk Squadron flight training was conducted on this type to bridge the gap for 2013-2014 in which no new student pilots will be trained. In 2015, flight training on the Alouette III would commence or the decision would be made to join forces with the Hellenic Army Flight School at Stefanovikio Air Base for initial flight training. From the early days, the Hellenic Naval Aviation helicopters were based at Hellinikon Athens International Airport. With the completion of Naval Air Station (NAS) Amphiali in 1977, all operations moved to this airfield. Amphiali consists of one helipad, one ramp and one hangar and would therefore become too small after the arrival of the AB-212 helicopters. Deliveries of the AB-212’s helicopter started in 1979. To facilitate the new helicopters a new airfield was built in the Marathon area on the northeast side of Athens. NAS Kotroni was finished in 1986 on top of the Kotroni hill. With the arrival of all thirteen AB-212s, the Navy Aviation School was founded in 1992 to train aviation professionals with a special focus on naval operations, and is also housed at Kotroni. The flying squadron was divided into two flights called Sminos. Sminos Alouette-3 and Sminos AB-212. Further modernizations started in 1994 with the delivery of the first S-70B-6 ‘Aegean Hawk’ helicopters which were at first allocated to Sminos Aegean Hawk. Deliveries commenced till 1998. In 2007 an additional three S-70Bs were delivered to the unit. Currently, Command Hellenic Naval Helicopters (COMHELNAVHEL) is the overall organization for all naval aviation operations and is also based at Kotroni. Under its command there are three divisions and two squadrons. The first division is NAS Kotroni, responsible for all logistic and technical support. Secondly, there is NAS Amphiali, which is available as a back-up airfield. The third division Rotor Review #137 Summer ‘17

Agusta Bell AB-212

FEATURES is the Navy Aviation School (Scholi Elikopteron Naftikou, SEN). The majority of student pilots start their training on the Alouette III, but this type is also used for the conversion to the AB-212 or the S-70B-6. Some students follow their initial flight training at the Army Camp at Stefanovikio. The sensor operators are also training at SEN. Furthermore, all maintenance personnel and all ship’s helo teams receive their training at SEN. First Squadron (1st Mira Elikopteron Naftikou, 1 MEN) provides the personnel, facilities and assets for the AB-212s, where 2nd Squadron (2nd Mira Elikopteron Naftikou, 2 MEN) does the same for the S-70s. COMHELNAVHEL also has the operational and administrative command over the Coast Guard Helicopters Squadron although this is an independent organization belonging to the Hellenic Coast Guard General Staff.

crews are trained are night flying, Search and Rescue, VERTREP (Vertical replenishment), fast roping and MEDEVAC missions”. For night flying operations no night vision goggles are being used. “With the decommissioning of the AB-212EW some years ago the electronic warfare capabilities were taken over by the S-70 fleet as of 2005. These are equipped with advanced electronic intelligence capabilities and provide valuable information to the Naval Forces at sea. Also the S-70 is able to provide quickly an EOB (Electronic Order of Battle) which is crucial for the Naval Forces at sea” according to CDR Stavropoulos. “Currently, one of the AB-212s has been equipped with an experimental in-house developed system which consists of a moving map and GPS to show the position of the helicopter. Inputs are received from sonar, radar and AIS in order to combine a holistic view of the battlefield. Furthermore a new Sapphire II Forward Looking Infrared (FLIR) system has been installed” according to 1 MEN Commander, Savvatis. “The main difference on training compared to the Air Force or Army is that our Naval Aviators are specialized in operations in a maritime environment. This particularly includes shipboard operations and special training in earlier mentioned ASW and ASuW operations. The first stage of training doesn’t differ from training in the other two branches of the armed forces. The ship borne operations focus on land-launch operations, hoisting, fast roping, VERTREP Sikorsky S-70 firing Penguin missile and ASW and ASuW operations, especially night operations. To conduct these exercises

“First squadron is responsible for the operational training of aircrews and the maintenance of the eight AB-212 ASWs currently on strength” according to Commander of the Hellenic Navy Helicopter Command Stavropoulos “The second squadron is responsible for the operational training of aircrews and the maintenance of eight S-70B-6 and three S-70B helicopters. “Our helicopters are capable of performing multiple tasks. Of those hunting enemy submarines and surface targets (Anti-Submarine Warfare-ASW/Anti Surface Warfare- ASUW) are high on our tasks lists”. The ASW tasks can be performed by both the AB-212 and by the S-70s. Both are equipped with medium frequency variable depth sonars. Three S-70Bs are equipped with the Low Frequency Helicopter Long Range Active Sonar (HELRAS). Last but not least, both helicopter types can deploy the MK-44 and MK-46 torpedoes” as CDR Stavropoulos highlights. Looking at the ASUW tasks, both AB-212 as S-70Bs are equipped with surface surveillance radar and Automatic Identification System (AIS) tracking system for detection of enemy surface targets. Additionally, the S-70s can conduct passive electronic warfare, attack surface targets with Penguin or Hellfire missiles by which target acquisition is supported by an infrared system. Other capabilities in which

“The trainings path consists of two stages” according to Commander of 2 MEN Theodoros Tsiros. “All Naval Aviators start with the Basic Pilot Training on the Alouette III. Upon successful completion, the training will continue to the next stage with either the AB-212 or S-70. we are using SOPS (Standard Operational Procedures) manual in order to conduct these trainings” explains Kotroni Naval Air Station Commander Bekiaridis. He is the first non-pilot in this position. Previously he has been ASO/TSO on the S-70. The helicopter units are either stationed at one of the ‘Meko 200 HN’ Frigates which can host one helicopter or at one of the ‘Kortenaer (Elli Class)’ Frigates which can host one S-70 or two AB-212s. Currently, March 2014, one of the ‘Meko’ Frigates consisting of an S-70, two pilots, two co-pilots, four sensor station operators (SENSOs) and ten maintenance crew are involved in operation ‘Atalanta’ according to 1 MEN Commander ‘Vas’ Savvatis.

www.navalhelicopterassn.org

Hellenic Coast Guard Dauphin “Currently there are about eighty pilots connected to the units at Kotroni. In practice, this means we have two flight crews per helicopter available. In order to meet our operational requirements we train on average two to three new pilots each year, except for 2013-2014 in which we have no Alouette III available for initial training” concludes Commander Stavropoulos. “The trainings path consists of two stages” according to Commander of 2 MEN Theodoros Tsiros. “All Naval Aviators start with the Basic Pilot Training on the Alouette III. Upon successful completion, the training will continue to the next stage with either the AB-212 or S-70. Both stages will consist of a ground school element and flight training. Especially in the second stage the student pilot receives advanced naval operations training on every type of warfare being conducted. These trainings will commence both during the day and night. The naval pilots are mainly trained for night flying under multiple threats and high level of stress in Visual Flight Rules (VFR). “Students train eighty hours on the S-70 in order to qualify as a co-pilot. After around five hundred flying hours a co-pilot can transfer to status of pilot after an additional eighty hours of training” according to Commander Tsiros. “Based on our requirements we can further train pilots to become an instructor”. Every six months a mandatory training has to be conducted by all pilots for night operations. Each pilot will go through this so-called six month cycle in which 20 hours night flying is combined with hoisting exercises. Another cycle will consist of dipping and ASW operations. The level of difficulty is tailored to the experience of the pilots. Training of the S-70 pilots starts on the ‘older’ S-70B-6 version; to achieve operational status on one of the three S-70Bs and additional 50 hours of training will be required. Furthermore, both units cooperate on regular basis, simulator training, with their counterparts of the Spanish Navy (SH-60s at Rota) and in Dubai and Sweden for the AB-212. “This has proven to be a cost-effective way of training our pilots” according to Commander of 1 MEN Vasileios ‘Vas’ Savvatis. The Coast Guard squadron was established in 2006. The unit currently operates six Dauphin helicopters. Despite the squadron being subject to Navy Helicopter Command by means of administrative and operational control, it actually Rotor Review #137 Summer ‘17

constitutes an independent organization belonging to the Hellenic Coast Guard. Due to the fact there was no previous experience concerning helicopter operations for the time being, the Hellenic Navy is providing training to flight crews and maintenance personnel. Its main tasks are search and rescue, pollution control, fishery protection and prevention of illegal immigration. The first Aegean Dolphin arrived

in February 2004 at Tatoi-Dekelia AB. The Hellenic Coast Guard (HCG) Helicopter Squadron was commissioned here and fully operational in June 2004. In Dec. 2005, the HCG Heli squadron moved to NAS Marathon and was placed under the operational command of the COMHELNAVHEL in order to expand its operations with the expertise of the naval counterparts. There is a combined training program installed to ensure that the HCG Helicopter Squadron is ready to take full advantage of the Dauphins capabilities. “The plan of the Hellenic Naval Aviation is to establish a broadened Hellenic Naval Aviation Command under the Fleet Command. This will included both helicopter as fixed-wing operations. Furthermore, there is an ongoing procedure for the acquisition of new training helicopters. The ambition for the next five years are to maintain and boost operational availability and integrate the fixed-wing aircraft into a squadron under a Naval Aviation Command” concludes Commander Stavropoulos.

Squadron Mascot

FEATURES An MH-60S Seahawk helicopter prepares to land during a training mission at Marine Corps Base Camp Pendleton, California. U.S. Navy photo by Photographer’s Mate 2nd Class Scott Taylor.

Watching Junior Officers Innovate Landing in the Dirt with “Habu” and “Feather” Article by CAPT Ben Reynolds, Commander, HSC Wing Pacific

he approach to our landing was absurd. Instead of looking through my night vision goggles and single-handedly flying the helicopter to the deck like I had trained my entire career, I hunched over and stared at the small acceleration gauge in front of me. Instead of looking through my night vision goggles, I made tiny control changes while three people gave me precise instructions. What’s more bizarre, I “gave” the other pilot the collective, and I just controlled the cyclic. That’s like asking your car passenger to push the gas and the brake while you hold the wheel. And making it worse was the environment. We had progressed to more and more challenging conditions—a no-moon night to the sandiest, crummiest landing zone we could find in the Southern California desert, not the type of night the crusty old commodore would normally seek out for currency. We were landing in the toughest degraded visual environment (DVE), and I couldn’t see a thing. In fact, I was so intent on my gauges, I was surprised when the ground came up to meet my tail wheel first and then my main landing gear. LT Alexander “Feather” Campbell, my weapons and tactics instructor (WTI), reduced the collective, and the aircraft was safe on deck. “Great—let’s take it around again, sir,” he said. In 2014, naval aviators crashed four MH-60 Seahawk aircraft landing in DVEs. Every service has struggled with DVE mishaps, crashing dozens of helicopters in DVEs over the last decade. We were crashing aircraft in a specific maneuver, and we needed solutions. Naval Aviation attacked the problem by making several changes to training and doctrine. We even secured Naval Air Systems Command’s permission to fly the aircraft with the doors off, a very effective way to improve visibility close to the deck. But the most effective—and most 31

radical—change has been adopting two innovative approaches: the “DVE Steep,” in which the aircrew flies the aircraft down a steep glideslope to the deck on gauges, and the “DVE Hover,” the control-swapping maneuver in which the crew brings the aircraft to a hover above the dust storm we create and then lands vertically through the cloud. Today, the Department of Defense is encouraging a culture of innovation, an often challenging concept in a large organization. Yet these new approaches Feather taught are exactly the type of incremental “small-ball innovation” that drives us forward and makes a significant impact in our helicopter community. While we value innovation, change is often difficult to embrace. A few years ago, several Army and Air Force special operations commands started introducing similar DVE approaches, but they never reached wide acceptance in any service. Aircraft differences and a lack of communication between organizations halted the progress. These approaches are not embraced because they are radically different from how helicopter pilots have always been trained. Most commanders don’t even get beyond the PowerPoint description of the maneuver before they dismiss the idea completely. But Helicopter Sea Combat Weapons School Pacific, where Feather was a pilot, developed an environment that allowed strange ideas to grow. They cultivated an innovation lab from an existing organization without requiring a new structure or additional resources. They work out of an old building; they don’t have floor-to-ceiling windows, beanbag chairs or an indoor jump-around gym. But they keep coming up with good ideas that are just a little bit different and are ready to embrace change if it improves their tactics, techniques and procedures. www.navalhelicopterassn.org

Maj. Chris “Habu” Walker, a U.S. Air Force exchange pilot, fit right into this environment. He came to the weapons school and described a radically different way to land the helicopter. The weapons and tactics instructors listened. They asked a million questions. Then, young aviators Feather and Habu took a couple of field trips to visit Army and Air Force commands. They decided, after a few adjustments to fit our aircraft and tactics, this radical idea could pay huge dividends for Naval Aviation. Leading Innovation: Where We Can Help Our Navy is hungry to tap into the innovative talent of 350,000 minds. We often pursue innovation by carving out distinct “change” organizations, but it doesn’t seem to work when we put 10 people in a room and tell them to deliver quarterly updates on innovative ideas to win wars. The simplest way for us to encourage innovation is to create an environment within our existing squadrons and ships where good ideas can germinate. But this isn’t easy, and it’s even harder to maintain this initiative over time. For the helicopter community, this weapons school continues to be that special place. From developing new joint exercise opportunities on a shoestring budget to rebuilding our tactics and procedures for the maritime fight, the school repeatedly proved their incremental innovation is not a lucky break, but a sustained environment where good ideas grow. Feather and Habu’s example demonstrates a few simple innovation principles for leaders at every level to consider: set a vision, cultivate an innovative environment, wrestle with the risk and follow through. We must do all these things for a new idea to take root. Set a Vision As leaders, we must set clear intent without constraining how our people meet that intent. There are times we need to give narrow guidance. When possible, however, we should make the boundaries wide and be prepared for new approaches and different solutions. This isn’t easy. Feather, Habu and their fellow WTIs feel free to attack issues with a clear understanding of our purpose. But, they often come up with a different solution that wouldn’t occur to me or our commanders. Cultivate the Environment “Most ideas die under the pressure of the big, grinding organization before they have a chance to show their benefit. ADM Scott H. Swift, Pacific Fleet commander, calls this “the frozen middle”—the level of bureaucratic leadership that resists change and stifles potential innovation.”

school only considered his idea because leaders spent precious time cultivating an environment where initiative is valued. It’s just as hard for leaders within an organization to provide this space as ideas percolate. Most ideas die under the pressure of the big, grinding organization before they have a chance to show their benefit. ADM Scott H. Swift, Pacific Fleet commander, calls this “the frozen middle”—the level of bureaucratic leadership that resists change and stifles potential innovation. The frozen middle repeats itself at every layer of our large organization. Wrestle with Risk Grappling with risk isn’t merely an academic concept within our Navy. In our organization, risk has a real cost measured in mission failure, dollars and lives. As leaders, we must confront risk continuously. We also must continue to develop our capacity to tolerate risk if we want our people to innovate. In this situation, we continue to wrestle with risks as different squadrons and different pilots learn the new approaches Feather taught me. Follow Through We struggle most with follow-through. All too often, those of us who generate change and innovation are too quick to move on to the “next great idea.” We see countless promising ideas and “lessons-learned” that don’t take hold. These new ideas are fragile and need to be shepherded into practice. This requires sustained effort and persistence to codify a new approach into an institution that prefers to rely on trusted practices. Our Navy has a rare opportunity. Our senior leaders today genuinely encourage innovation and are willing to accept risk associated with innovation. Young men and women join the Navy today to make a difference, and they are ready to contribute. We should embrace this rich resource of human ideas. As leaders, it’s our responsibility to provide a vision, cultivate an environment for ideas, confront risk and ensure the new, fragile ideas don’t die before they take root. At the end of the flight, Feather and I sat in the aircraft and ran our engines as our maintainers finished the water wash. We were tired. Feather told me about his recent visit to the Naval Academy where a few midshipmen remarked cynically that it’s hard for junior officers (JOs) to make a difference in a big bureaucratic organization. Feather disagreed. He was a JO on his second tour. He was a part of a great organization. He was training pilots to fight and win in combat. Feather was clearly making a difference for his nation, and he was also part of a special organization that kept coming up with crazy, incremental improvements that rippled through our big, ungainly organization. Feather is an innovator.

Cultivating and maintaining an environment for innovation takes untiring, focused effort. It is often less efficient in the short run. We have to create habits of an innovative culture by constantly testing ideas, citing examples and embracing innovative solutions. Habu’s idea was unusual. The weapons Rotor Review #137 Summer ‘17

Editor’s Note: CAPT Ben Reynolds is Commander, Helicopter Sea Combat Wing Pacific.

Mine Warfare: Ready and Relevant

Article by CDR Ron Martin,USN ith four active conflicts in the Central Command area of responsibility, the Navy continues to be a ready and relevant force at our nation’s call. Recent events off the coast of Yemen, the site of one of those conflicts, have put a spotlight on a little-understood but vital warfare specialty. In early March, media reports told the world about the Houthi rebels laying mines off the coast of Yemen 1 . Due to Yemen’s location in relation to the Bab Al-Mendeb strait any threat of mining is a concern. While each of the mine countermeasure squadrons (as well as COMCMDIV 31) prepare for a quiet battle against this scourge, U.S. 5th Fleet continues to train and operate in support of the free flow of commerce. With an estimated quarter-million mines in the world’s inventory, the men and women that make up the Mine Warfare Triad must maintain the highest level of readiness to execute their mission to preserve the freedom of navigation. “It’s a credible threat,” said VADM Kevin Donegan, commander of U.S. Naval Forces Central Command and U.S. 5th Fleet. “Those mines are indiscriminate. They do not care what kind of a ship runs into them. They do not care what damage occurs to the environment, or what challenge they pose to the flow of commerce. The act of laying maritime mines is relatively easy for any nation – or non-nation state – but the safe discovery and neutralization of mines is a really difficult challenge.” The world’s navies today are clearly focused on the threat of mines and the events of the past few months with mines being laid as part of the Yemeni civil war demonstrating the need for mine countermeasure capabilities. Additionally, while these mines have been deployed near the port of Mokha and not in the critical Bab Al-Mandeb strait, they could potentially break loose of their moorings and drift into critical shipping lanes, endangering even more innocent mariners. Such events are timely reminders that Mine Warfare continues to be an important capability in the Navy’s arsenal.

Legacy versus emergent technology Today, aging aircraft and ships continue to hold the line against ever-increasing mine numbers and capabilities. The Helicopter Mine Countermeasures (HM) community, supported by MH53E aircraft, combined with aging Avenger class Mine Countermeasure ships, have become the trusted work horses of the fleet. Here in 5th Fleet, these ships and aircraft work side-by-side with coalition Mine Countermeasures (MCM) partners from the United Kingdom and France as well as regional partners during exercises. While our legacy aircraft and ships continue the fight, 5th Fleet is becoming the crossroads of technology. Unmanned Surface Vessels (USVs), Unmanned Underwater Vehicles (UUVs) and soon-to-be-added Unmanned Aerial Vehicles (UAVs) will take Naval Mine Warfare into the future. 33

As part of the support for future capabilities, Task Force (TF) 52 hosted the Airborne Light Mine Detection System (ALMDS) developmental testing and evaluation. TF 52 continues to engage with and support testing and fielding of cutting-edge systems fielded by expeditionary MCM units leveraging the latest UUVs alongside the Navy’s first USVs operated by 5th Fleet’s Mine Hunting Unit (MHU). Eventually, Littoral Combat Ships will begin to take the lead and project mine warfare into the future. These ships, coupled with unmanned aircraft such as the MQ-8 Fire Scout and MH60S, will assume the watch and stand ready to ensure freedom of navigation and access to vital points for the maritime trade and transportation of commerce. Legacy coupled with future technology ensures shipping will remain free of mine threats. As rotary wing aviation is just one leg of the triad, its influence is crucial to the success of this mission. As Commodore Eric Wirstrom said in his speech during the TF 52 change of command in March, the dedicated men and women of the HM community supporting the mission to “Find and Kill Mines” makes this a relevant and enduring warfare area.

References 1.http://www.maritime-executive.com/article/yemeni-coast-guardvessel-strikes-mine-near-mokha. http://english.alarabiya.net/en/News/ gulf/2017/03/11/Naval-mine-kills-Yemeni coastguards-in-Bab-alMandeb.html. http://english.alarabiya.net/en/News/gulf/2017/03/06/ US-warns-of-underwater-mines-planted-by-Houthis-in-Bab-alMandeb.html

Editor’s Note: CDR Ron “Chadwick” Martin is a MH60R pilot and formerly held the MQ-8 Air Vehicle Operator qualification. At the time this article was written he was MCMRON FIVE/TF 52 Chief of Staff. www.navalhelicopterassn.org

Bye Bye Lynx, Welcome Wildcat

Text and photographs: Joan le Poole and Sander Meijering – Naviation.nl

fter forty years of operation with the Royal Navy, the end of the good old Lynx is in sight. After years of frontline operations, the Lynx will be replaced by the Wildcat. Naviation got a chance to visit the last operational Royal Navy Lynx squadron and talk with its people. Transition It’s cold on the tarmac of 815 Naval Air Squadron (NAS) at Royal Navy Air Station (RNAS) Yeovilton in Somerset. Both flight crew and engineers are working together to get their helicopters airborne. On the left side of the tarmac are two Wildcats running while a third is starting up its engines. On the right side of the platform are two Lynx helicopters being prepared for their flight. Operating two helicopter types at the same time is quite a challenge for the 250 men and women from 815 NAS. As Commanding Officer CDR Philip Richardson explains: “We’ve got seven Lynx aircraft and seven Wildcat aircraft at the moment. With the end of Lynx in sight, we are replacing Lynx aircraft with Wildcat aircraft and we transition at the same time. We are changing the qualifications of our Lynx maintainers into Wildcat engineers and that’s a long process with all the procedures they need to learn. But the challenge at the moment is to run those two aircraft types simultaneously next to each other. As you can see in the hangar, the Lynx goes to this side and the Wildcat to the other, and never do the two engineering procedures meet because there are different greases, oils and procedures for both types of aircraft. We kept them completely separated but run them concurrently”. History It is possible to do a transition on different ways but the Royal Navy has chosen a slower transition without stopping The history of the Lynx helicopter goes back to the flying. As Richardson continues: “We looked really carefully mid-sixties. The British manufacturer Westland Helicopters on how we wanted to do the transition. Did we want it to began with the development of the WG13, a helicopter inbe a steep loss of capability were we to just stop everything tended for civil and maritime use. Early in the development for a year and retrain? No, we kept all our commitments project both the Army and Navy showed interest for replacto operations going in at the moment and also retrain on ing the Westland Scout and Westland Wasp. In 1967, France the Wildcat. That whole transition process is taking three and Britain agreed on a package deal. Westland would team years.” Even though the Lynx retires officially on March 23, up with the French company Aerospatiale to design three it doesn’t mean the end of the transition period. “It takes new helicopters. Aerospatiale would design the Gazelle and another year after we finish flying Lynx together before we all Puma and Westland worked on the WG13, now called Lynx. walk out trained”. As the commander of the Lynx-Wildcat The prototype of the Lynx made its maiden flight in March Maritime Force, Gus Carnie explains: “The Lynx is a very 1971. The test flight revealed a fast and highly maneuverable impressive piece of machinery. The Lynx has been our proven aircraft. Powered by two Rolls-Royce Gem engines which weapon carrier in the last forty years.” drive a four blade rotor, the Lynx was a compact and modern aircraft. Especially the design of the rotor head and gearbox made the Lynx design revolutionary. Due to the powerful engines and lean design, the Lynx could fly extremely fast. The Lynx set its first world helicopter speed record in 1972 followed by a second one in 1986. During the second world record, the Lynx flew 400.87 km/h which is the absolute speed record for helicopters and still holds today. In the development stage both an army and navy version were developed. The navy version differs from the Army version with its folding tail, foldable rotor, and hook for flight deck landings. Another difference is that the army version was equipped with skids while the naval helicopters have wheels. Only the latest AH9 model, in service since 1990, Rotor Review #137 Summer ‘17

FEATURES the evacuation of British citizens from Beirut, and protecting British interests during the Iran/Iraq war. This made 815 NAS so busy that some of the flights got transferred to 829 NAS in 1986. The nineties were very busy for the Lynx. During the Gulf War the Lynx saw a lot of action in the Persian Gulf. Lynx crew even sank two vessels under Iraqi command with Sea Skua missiles. In March 1993, 829 NAS disbanded and handed over its duties to 815 NAS. In the same year, the final Lynx upgrade program started which saw most of the helicopters upgraded to the HMA Mk. 8 version. This program was a major update which outfitted the Lynx with a new tail rotor, repositioned the Seaspray radar and replaced the nose structure which allowed the fitting of the Sea Owl Passive Identification Device. During the upgrade, both 702 NAS and 815 NAS moved back to RNAS Yeovilton in 1999. The new century gave the Lynx even more action in countries like Sierra Leone, Northern Ireland and Somalia. It also showed the age of the Lynx and the need for a replacement.

has a wheeled undercarriage. After development production of the Lynx started with an order of 60 aircraft for the Royal Navy and 113 aircraft for the Royal Army. The first aircraft went into service by the Royal Navy in 1976 followed by the Royal Army in 1979. Soon, many other countries followed the British example and acquired the Lynx for themselves. Especially the naval version of the Lynx became very popular worldwide. With over 400 helicopters built, the Lynx is sold to more than sixteen countries. Some of the bigger operators are countries like France, Germany, the Netherlands, Oman, Brazil, and South Korea. Lynx and the Royal Navy The first squadron to operate the Lynx is 700L Naval Air Squadron (NAS) at RNAS Yeovilton. This Anglo-Dutch squadron is an Intensive Flying Training Unit (IFTU) which learns how to fly and operate the Lynx HAS Mk. 2. After an intensive period of training and testing, the Dutch Navy went back to the Netherlands and 700L NAS was decommissioned at the end of 1977. The remains of 700L squadron were recommissioned at RNAS Yeovilton as 702 NAS in Jan. 1978. The second squadron to operate the Lynx became 815 NAS, which was commissioned on RNAS Yeovilton in 1981. Both squadrons moved to RNAS Portland during the summer of 1982 with their upgraded version of the Lynx HAS Mk. 3. It didnâ&#x20AC;&#x2122;t take long before the Lynx could prove itself in combat. The first Lynx helicopters went into action in the South Atlantic during the Falklands War in 1982. After that, the eighties gave the Lynx many other chances for action like

Development of the Wildcat Already in 1995 the Ministry of Defence (MoD) announced it wanted to replace the Lynx helicopter. It took until 2002 before the MoD gave AgustaWestland the opportunity to do a study for the possible remanufacturing of the Lynx, known as the Future Lynx. Then it took until 2006 before the MoD awarded AgustaWestland a contract to build 70 Future Lynx helicopters. It took years of designing and testing before AgustaWestland came up with a proto-

Lynx

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type, known as the AW159 Wildcat. This prototype made its maiden flight on Nov. 12, 2009. After so many years of designing, the Wildcat was a completely new helicopter which no longer had much in common with the Lynx. To prepare the Royal Navy for Wildcat operations 700W NAS was formed. This squadron was the operational evaluation and testing squadron for the Wildcat. However it took until 2013 before 700W NAS received the first five Wildcat HMA 2 helicopters. After another year of training, the Wildcat was ready to enter operational service. So the decision was made to merge both 700W NAS and 702 NAS into 825 NAS making it the first operational Wildcat squadron. It took until April 2016 before 815 NAS received its first Wildcats, operating those along with the Lynx until March 23, 2017.

sticks and poles will take six months. If you drive a car you can drive another car but you need to know how to start it [the Wildcat, ed.], you need to know how to operate it and crucially you need to know how to fight it.” Fighting with the Wildcat is a bit different from the Lynx. “The role of the Lynx versus the Wildcat is very different” according to Richardson. “In a Lynx you are on low level, you got a weapon system on the side of the aircraft, a Sea Skua for example, and you would be used as a probe asset to go around to collect a recognized maritime picture. Yet on the Wildcat you are collating that picture and then you are sending that to another unit, which can prosecute it. For example the observer’s role within a Lynx is exactly the same in a Wildcat but he has got a whole new sweet of next generation sensors. The observer becomes a system manager”.

From one workhorse to another

Future

The main purpose of the Lynx is to operate shipboard. The Lynx operates independently from a Royal Navy vessel so it is deeply integrated in both frigates and destroyers. CDR Richardson explains: “We have got sixteen flights on 815 NAS now that are going to all different corners of the world and operate completely independently.” To make this way of operating possible, a Lynx flight contains more than only the aircrew. As LT Max Cosby explains: “A Lynx flight will always have two aircrew. One will be the pilot and the other one will be the observer. The senior of the two will be known as the flight commander while the other will be respectively the flight observer or the flight pilot. The aircraft is looked after and maintained by the SMR (Senior Maintenance Rating). The SMR is supported by six persons equally split into two different trades, the mechanical trade and the avionics trade. And finally the aircraft controller, or the AC, is the person who keeps the helicopter integrated with the ship while it’s in the air”. The current way of operating a Wildcat will not differ much from the Lynx. The only difference is a fourth avionics engineer because the Wildcat has much more electronic components. Although the way of operating a Wildcat will not differ much from the Lynx the transition course will still take six months. CDR Richardson explains: “The actual flying syllabus of the Rotor Review #137 Summer ‘17

The future will bring even more changes to the Wildcat. Richardson explains, “When the FASGW (Future Air-toSurface Guided Weapon) comes into service, the Wildcat will have the weapon system, so it can find, fix, strike all in itself.” The Wildcat will also get a role on the new Queen Elizabeth-class carriers, as Richardson continues, “With the reconnaissance and ISTAR (Information, Surveillance, Target Acquisition and Reconnaissance) capabilities that it has, we are working to integrate that into the carrier strike group. The Wildcat is a giant leap forward compared to the Lynx.

CDR Philip Richardson is the current commanding officer of 815 NAS. He started his career as Naval Gunnery Officer on board of HMS ships. After two years, he began flight training and qualified as a Lynx helicopter pilot. He flew in several regions around the globe before returning to the fleet. In 2010 he went back to flying the Lynx and became Senior Pilot of 815 NAS. He assumed command of 815 NAS in April 2015. He has currently 2200 flying hours on the Lynx.

Wildcat

FEATURES

OFFICIAL RULES FOR THE 5TH ANNUAL PHOTO AND VIDEO CONTEST Eligibility 4th Annual Rotor Review Photo and Video Contest is open to all Naval Helicopter Association (NHA) members. NHA National and Regional Officers, Board of Directors, NHA Staff and Rotor Review Editorial Staff, including their immediate families, (spouse, parents, siblings, and children) are not eligible to enter. Entry Period The 5th Annual Rotor Review Photo and Video Contest began at 12:00 a.m. PST on June 30, 2017 and ends Aug. 30, 2017 at 11:59 p.m. PDT (the “Entry Period”). Entries submitted before or after the Entry Period will not be eligible. What to Enter Acceptable photo entries must be high resolution images with a 300 dpi or more without photo manipulation (no photoshopping with the exception of cropping). Acceptable video entries need to be in standard format (for example: .mpg, .mov, .avi). If music or any other audio is included in the video, it must be royalty-free or have proof of authorization for use to prevent copyright violations. Include a brief description of your photographic process. Also, all entries must meet the following guidelines: • Media does not display any classified information or material. • No depictions of sensitive actions or personnel. • No “outside” NATOPS maneuvers or actions that violate standard operating procedures. • All submissions shall be tasteful and in keeping with good order and discipline of the Navy. • All submission should portray the Navy, Marine Corps, and Coast Guard and individual units in a positive way. • Any entries that don’t meet the guidelines above will be disqualified. Judging NHA members will judge the entries of the 5th Annual Rotor Review Photo and Video Contest. All votes will be cast on the NHA website or NHA’s Facebook page (with WooBox). The voting process will begin 12:00 a.m. EDT on Sept. 1, 2017 to 11:59 p.m. PDT on Oct. 15, 2017. Prizes NHA will give out the following prizes for winning photos and videos in 1st, 2nd, and 3rd place categories: • 1st Prize: $250.00 Visa Gift Card • 2nd Prize: $150.00 Visa Gift Card • 3rd Prize: $100.00 Visa Gift Card The 1st Prize Photo submission will be placed on the cover of the Rotor Review. The 1st Prize Video submission will be featured on the front page of the NHA website. Authorization of Release Entry into this contest authorizes the Rotor Review Editorial Staff and NHA authorization to publish in Rotor Review and any other NHA media.

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BHM: Training to Fight, Training to Win Article by LT Chris “Snowflake” Meyer, USN

ention helicopter air-to-air combat in a room full Now for the real jaw-dropper: helicopters had an astounding of rotary wing Naval Aviators and you’re sure to 5:1 kill ratio against fixed wing adversaries in close-in gun engageget some helicopters were found to be just as capable of air ments. In a low-altitude, turning fight, the advantages that fixed combat against rotary wing adversaries as fixed wing fighters wing fighters usually enjoy (massive power advantage, more and are against fixed wing adversaries. By precisely studying the better weapons, radar systems) were negated by terrain, maneulimitations of their opponents, the “blue” helicopter crews vering, and the wider lookout provided by a crew. That’s right: were able to gain and maintain tactical advantage allowing the study proved that helicopters have an inherent advantage crew-served weapons to be brought to bear in close-in over some fighters due to lower speed, higher maneuverability, engagements. In fact, during blank stares, nervous chuckles, or multiple crew stations providing lookout, and the ability to rancorous words on the subject. As multi-mission helicopter mask in a variety of terrain features. Our aircraft also have a aircrew, we’re pre-conditioned to think that aerial combat is plethora of weapons at their disposal including forward firing the realm of the Fighter, Fighter/Attack, or even the Attack ordnance, laser guided munitions, and off-axis crew served Helicopter community. This thinking is not only outmoded weapons that allow for employment against enemy aircraft from and wrong but negates an undeniable advantage of rotary wing several kilometers to just a few meters away. These advantages aviation in the aerial combat arena: our aircraft and crews are in armament were not shared by the helicopters involved in formidable adversaries in an air-to-air fight. In fact, not only J-CATCH, but only goes to further the case of our ability in are we formidable, we this arena of combat. can be decisive tactical The findings of the platforms against a J-CATCH program itself variety of adversaries still have great applicabilfrom jet aircraft ity today, as helicopters and helicopters to are a major part of most converted civilian military aviation organipropeller planes. Our zations across the globe capabilities in the and represent a plausible air-to-air arena have adversary for both Rowide application in meos and Sierras. The our current missions results of the helicopter from intercepting low versus fighter portion of slow flyers and drones J-CATCH, though nearto defeating adversary ing the end of its useThree UH-1N Iroquois from the 20th Special Operations Squadron aircraft in defense fulness due to advances “Green Hornets” participating in J-CATCH of a strike group or in fixed wing radar and operating area. This weapons technology, rearena of combat operations even comes with a historical mains valid for many possible legacy adversary platforms across precedent: helicopters have been successful against air threats the developing world. Training to employ against both fixed in every war since Vietnam. We would do well to hone this wing and rotary wing threats must be a priority in the MH valuable combat skill set! community just as the F/A community trains against fighters. The lessons of Vietnam, the Iran-Iraq War, the Balkans conflict, and the last 15 years of OIF/OEF/OIR, offer us a clear picture of what it takes to win as rotary wing aviators in the air J-CATCH combat arena: a complete understanding of our aircraft, an inIn the 1970s, the US Army and Air Force participated in a nate ability to fight our aircraft, and a forward-leaning approach program exploring engagements between fighter aircraft and to tactics that is always adapting to the changing battlefield. attack helicopters. The program, dubbed Joint Countering It is not enough to simply understand the doctrine and tactics Attack Helicopters or J-CATCH, matched different types/mod- written in our various publications: one must be able to apply els/series for a variety of air combat profiles. The results of the them effortlessly in a diverse range of combat scenarios and study, now nearly 40 years old, should be common knowledge environments. Air to air engagement against fixed and rotary for our MH aircrews but is rarely discussed and understood, wing aircraft is a reality of yesterday, today, and the future. As except by a vanishingly small portion of our community. Over professional and competent aircrews, we must train to win the course of the program, the event, most “red” crews were the air combat fight not just for the sake of air-to-air combat, unaware they had been successfully engaged until tape reviews but because it will also improve us in every other facet of our and event reconstruction in the debrief! profession as Naval Aviators. Rotor Review #137 Summer ‘17

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Growing a Fighting Culture In the rotary wing community, a great amount of focus is rightly put on developing the skills required to fly an inherently unstable platform requiring constant adjustment, attention, and focus from head to toe. For the majority of Navy rotary wing aviators, that platform is the MH-60. We spend literally hundreds of hours mastering the application of quasi-magical theories of aerodynamics in a whirling, moving, vibrating cacophony of opposing forces in delicate balance. Our fixed wing brothers will claim that nothing is more difficult than landing a jet on the deck of a pitching carrier: a Sierra pilot, hovering just feet above a suspect vessel during a night MIO sortie, will tell you that they’re wrong. Flying a helicopter requires a constant, thorough, and elastic understanding of power management, maneuver envelopes, and employment criteria as all three change based on configuration, gross weight, and environmental conditions. We spend most of our time in the HTs, the FRS, and even in our squadrons perfecting the basic air work required to fly from point A to point B, hover, and land safely. So how do we guide our young aviators to an understanding and appreciation of not only what it takes to safely fly these aircraft but to effectively fight them as well? The answer is to grow a fighting culture that not only understands the NATOPS and NATIP envelopes that we operate in, but how to operate effectively and exploit our advantages within them over our adversaries in combat. Simply put, the way to be a fighter is to fight. Fighting your platform is the surest way to gain a comprehensive knowledge of that which the aircraft is capable. The fixed wing community of the Navy and Air Force keeps their culture alive during Basic Fighter Maneuver sorties that pit one pilot and aircraft against another in a test of talent and proficiency that sharpens each aviator’s skills. As iron sharpens iron, so one

person sharpens another. In the HSC and HSM worlds, we have the ability to square helicopter crews against each other in oneon-one sorties that not only develop the skills and proficiency of the crews, but also teach valuable lessons about helicopter power margins, maneuvering, and envelope management that cannot be gleaned from a single aircraft handling characteristics flight during the FRS. This is not to say that the AHC card is not valuable or that there is nothing useful to be learned during such a flight. On the contrary: the AHC card introduces the discussion and performance items that make Basic Helicopter Maneuver sorties talon-sharpening exercises in air combat war fighting. Executing a BHM flight against a similar airframe simulating a specific adversary aircraft allows us to test our skills, challenge each other to be better, and gain an invaluable advantage that may just save our lives one day in the future. These sorties also force refinement of the crew resource management concept that is so crucial to successful rotary wing employment in our wide variety of mission areas. If a crew can plan together, execute together, and debrief together as a singularly focused organism, they have elevated CRM from the conceptual plane to actualization. Basic Helicopter Maneuvering makes this possible more than any other combat training sortie. The demands required to win in a helicopter versus helicopter fight must be understood, shared, and overcome by the combatant crew. Information must flow throughout the aircraft in a direct and concise manner to enable split second decisions about maneuvering, using Integrated Self-Defense (ISD) systems, or employing weapons. Those decisions must come from an encompassing knowledge of aircraft and crew capabilities and an inherent trust in the aircraft, pilot, and crew. The confidence that comes with planning and executing a complex and high-demand mission cannot be duplicated in a simulator or by reading a tactics manual. These sorties should be scheduled and flown by the fleet to develop the fighting spirit of young aviators and aircrew.

An MH-60R from the “Blue Hawks” of HSM-78 fires chaff flares during a training exercise near the aircraft carrier USS Carl Vinson (CVN 70). U.S. Navy photo by Mass Communication Specialist 2nd Class Sean M. Castellano

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BHM For Dummies BHM sortie against a simulated adversary. Yes, this does put more onus on the scheduled crews to plan, brief, execute, and debrief, but it puts the fighting spirit of Naval Aviation back in the forefront, where it should be. This mindset also forces crews to understand how to defeat an adversary aircraft before they ever leave the deck. Finally, focus on the training that matters in winning the next battle that arises: dynamic, combat-centric sorties that demand the full attention of each crewmember from flight planning through the debrief. We have the weapons systems, aircraft capability, and most importantly the human capital requisite to be effective air-to-air combat platforms: all we have to do is use what we’ve got!

Navy helicopters have been painted into a corner by the conduct of the War on Terror: the vast majority of squadrons have been ship based as essentially SAR detachments or land based as logistics detachments. The lucky few squadrons and aviators that were able to conduct combat sorties in Iraq or MIO missions in the Arabian Gulf are the exception and as time wears on, their stories and experience are lost to retirement. There is an entire generation of helicopter aviators who have known nothing but plane guard or vertical replenishment and have succumbed to the mindset that those are more than simply core competencies to our community. We’ve also suffered from a notoriously spotty collective memory and don’t have the type of hero folklore that we should, considering the exploits of aviators like LTJG John Koelsch or CDR Clyde Lassen. Luckily, the culture in rotary wing aviation has been pivoting away from the tired old “HC Bubba” mindset toward a more combat centric mentality that embraces the warrior spirit. The truth has been hiding in plain sight since the Sierra was introduced to the fleet as a replacement for the CH-46: the MH-60S is a combat aircraft, purpose built for CSAR, ASUW, and SOF support. Each one of those missions, as well as secondary missions such as Low Slow Flyer intercept, SAR, VERTREP, VOD, et cetera, will directly benefit from BHM sorties against simulated adversaries. I propose a three-step program to develop the nascent Warrior Ethos in our community and grow the fighting spirit that is essential in war fighters. First, teach basic helicopter maneuvering as an advanced lecture during the FRS syllabus and teach the BHM card as a culminating “capstone” event so the principles introduced on the AHC card are understood in application. This lecture and the AHC card would be the foundation on which the rest of our maneuver-based tactics are built. Calculating, understanding, and flying the Ps numbers should be second nature to our crews as it allows us to fly to the edge of our capabilities and exploit the deficiencies of other airframes. Second, schedule BHM sorties as part of standard squadron operations. Every two hour day familiarization flight would be made infinitely more enjoyable, practical, and useful if it was scheduled as a

Fly, Fight, Win In a future war, our ability to efficiently VERTREP tons of ordnance or provide continuous surface surveillance coverage or provide on-demand SAR will be important components to our success. However, each of those core competencies, along with all of our other missions and skill sets, will benefit greatly from a renewed emphasis on combat tactics and the air-to-air fight. Our aviators and aircraft already have the skills, knowledge, and capabilities to take advantage of this untapped realm of our fighting potential. History tells us that the next war will be won because we have won it now, by leaning forward, seeking out the critical training opportunities where they are most beneficial, and focusing on fighting our aircraft in the service of our Nation. Thus it is that in war the victorious strategist only seeks battle after the victory has been won, whereas he who is destined to defeat first fights and afterwards looks for victory. The time to win future wars is now and the path to victory lies in sharpening our selves, our crews, and our aircraft through renewed combat focus!

Editor’s note: LT Meyer flies with HSCWSL.

“Dusty Dogs” of HSC 7, a squadron assigned to the aircraft carrier USS Dwight D. Eisenhower (CVN 69) fires an MK 149 Flechette unguided rocket during a live-fire exercise. U.S. Navy photo by Mass Communication Specialist 2nd Class Michael R. Gendron

Rotor Review #137 Summer ‘17

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NHA Welcome Reception

SYMPOSIUM 2017 MULTIMISSION SUPERIORITY

Article by LT Jonathan Feazell, USN

his year’s NHA Symposium was kicked off with a Welcome Reception hosted by Airbus. The reception was held in Mission Beach at The Pennant and had over 300 members in attendance making it a great time for all. There was a flash mob style performance by Pensacola’s Naval Air Training Command Choir who broke out in song early in the evening on the rooftop bar, setting the mood for the festivities for the remainder of the evening. Thank you for all who attended and we look forward to having the event at The Pennant for future NHA symposiums!

Good Times at the Pennant

Thanks to Airbus

Opening Ceremonies National Anthem Performed by Naval Air Training Command Choir

Rotor Review #137 Summer ‘17

SYMPOSIUM 2017

Symposium Debrief: A Deputy’s Perspective Article by Captain Matt Schnappauf Deputy Commander, Helicopter Maritime Strike Wing, Pacific

he Naval Helicopter Association’s May 2017 “Multi- sentiment was that disassociated and post-command sea Mission Superiority” Symposium provided an tours offer challenging, but extremely rewarding, leadership exceptional opportunity for community leaders, officer and opportunities. These experiences provide aviation officers enlisted operators, and industry partners to exchange ideas exposure to the surface naval community while filling critical and receive updates about relevant issues affecting the naval “at sea” billets. CAPT Jason Burns (Commanding Officer rotary force. The event also served as a valuable networking of USS Essex) commented that these positions provide a opportunity during multiple social events and professional unique opportunity for junior officers to serve as the face briefings. I would like to take this opportunity to commend of the helicopter community by effectively advocating for the NHA staff and industry sponsors for producing a truly community interests and clearly articulating capabilities to memorable and valuable symposium. leadership and other communities. We w e r e The Junior Officer Roundtable included Junior Officers e x t r e m e l y serving on LHAs, LPDs, and CAG staffs. Similar to what fortunate to we heard in the Waterfront Perspective Roundtable, this panel have the Air touched on the diverse experiences provided by disassociated B o s s k i c k sea tours. The members generally found their experiences off the event to be rewarding, with all panel members valuing diverse w i t h h i s exposure to other communities and many placing a premium keynote ad- on the leadership opportunities presented by these tours. The dress. During Enlisted Panel included Master Chiefs from both HSC and his address, HSM communities, as well as detailers and placement officers VADM Shoe- from Millington. The Enlisted Panel was extremely thought m a k e r d i s - provoking, touching on various topics that included venues Keynote speaker, VADM Shoemaker c u s s e d t h e for aircrewmen to voice their ideas, shore duty detailing, current state retention challenges and training. of our rotary force as well as considering its future potenThe symposium culminated on Thursday with the Comtial. He laid out current budgetary priorities: readiness in Fiscal Year 2017, wholeness in Fiscal Year 2018 and improved lethality in Fiscal Year 2019. Specific to the HSC community, he touched on Airborne Mine Counter Measure capability and support to Special Operations Forces. HSM topics included anti-submarine warfare and the community’s emerging role in electronic warfare, noting The Commodore/CAG Roundtable that effectiveness in both mission sets requires Special Access Program access. He also modore/CAG roundtable, Captains of Industry Panel and commented on the relevance of manned-machine teaming always highly anticipated Flag Panel. The Commodore/CAG and reinforced the importance of investing in future netted roundtable included discussion regarding the gravity of an capabilities, such as Tactical Targeting Network Technology integrated, distributed, and maneuverable combined rotary (TTNT), throughout the rotary community. Lastly, he ex- force. A recurring theme during this panel was the need pressed a commitment to developing a new rotary training to refocus on the maritime domain, specifically within the system to replace the TH-57. anti-submarine warfare (ASW) and surface warfare (SUW) Professional briefs included updates from the PMA-299 mission sets. CAPT Osterhoudt, the panel’s CAG rep, also program office, OPNAV 98 requirements office, PERS-43 stressed the importance of electromagnetic warfare and the team, HX-21, PMA-266 unmanned systems program office, need to effectively operate in an emissions controlled envias well as pertinent safety briefs and tactical debriefs. An en- ronment. Commodore Leavitt noted that MQ-8 Firescout gaging panel of senior officers from the waterfront discussed should be considered an integrated extension of the MHtheir experiences and provided post command and major 60S and MH-60R weapon systems, as opposed to viewing command ship’s company tour perspectives. The general 43

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unmanned operations as an independent mission set of its own. The Captains of Industry articulated a commitment to maintain alignment with the customer and their requirements. Such a commitment is critical when considering Service Life Assessment Program (SLAP), Service Life Extension Program (SLEP) and required mid-life upgrades. Mid-life upgrade remarks touched on both mission system enhancements and air vehicle performance The Captains of Industry Panel enhancements. These improvements will be necessary to ensure the aircraft are capable of performing their assigned thinking that starts in our Warfare Development Centers missions, while meeting emerging threats through the life and Weapon Schools, led by junior officers and enlisted of our current aircraft. Panel members identified barriers to aircrewmen. As the panel wrapped up, RADM Miller stated his personal belief that the best qualified individuals with the right experience should be placed in key jobs such as command of big deck amphibious ships, aircraft carriers, Expeditionary Strike Groups, and Carrier Strike Groups. The SWO Boss followed by declaring his desire to extend Littoral Combat Ship command opportunity to helicopter pilots. A recurring theme communicated by senior officers throughout this year’s The Flag Panel symposium was the importance of innovative thought. The concept of “Multi-Mission Superieffective partnering, such as delayed decision making, long ority” presents unique challenges as our rotary community periods of time between acquisitions and new programs, seeks to seize and maintain the tactical advantage across and lack of access to offer potential procurement solutions a wide spectrum of mission sets. Commodore Reynolds’ to fill requirement gaps. recent article “Watching Junior Officers Innovate” in the The Flag Panel was moderated by Rear Admiral ChatSpring 2017 issue of Naval Aviation News highlights the field and included VADM Shoemaker (Commander, Naval commitment that rotary leadership places on innovative Air Forces), VADM Rowden (Commander, Naval Surface initiative . Fortunately, there has also been a recent surge Forces), VADM Grosklags (Commander, Naval Air Sysof junior and mid-grade officers publishing works considtems Command), RADM Miller (OPNAV N98), RAM Bull ering the future of our rotary community. For example, a (Commander, Naval Air Training Command) and RADM group of HSC pilots published an article in the May 2017 Wade (Commander Naval Surface and Mine Warfighting issue of Rotor Review that discussed the HSC community’s Development Center). The Air Boss opened by highlighting warfighting vision and made recommendations regarding readiness as the biggest challenge affecting the aviation force today. VADM Grosklags echoed the focus on readiness “ I believe we may have missed an opportunity while also stating a desire to get capabilities to the fleet during this year’s symposium to have included a faster. VADM Rowden discussed the uncertainty of emerging threats and the importance of the surface community’s specific forum dedicated to exchanging innovapartnership with naval aviation, particularly commenting tive ideas across the rotary force.” on how helicopter capabilities are beneficial to the surface force. Rear Admiral Miller highlighted the challenge of future acquisitions. Additionally, an HSM department head balancing near term readiness with long term modernization published an article in the June 2017 issue of Proceedings and emphasized the need to invest in integrated capabilities. that considered capabilities and requirements for future RADM Bull discussed the CNATRA Vision 2020 initiative MH-60R and MH-60S replacement aircraft. and RADM Wade reiterated Navy’s focus on maintaining sea Along these lines, I believe we may have missed an opcontrol through advanced training and tactical development. portunity during this year’s symposium to have included a Similarly, RADM Miller discussed the value of innovative Rotor Review #137 Summer ‘17

specific forum dedicated to exchanging innovative ideas across the rotary force. Such a forum could have been leveraged to share current HSM/HSC integrated best practices, highlight challenges and/or potential areas of friction, identify shortterm opportunities to improve rotary integration, and consider how the rotary force might look in the future. In addition to contemplating how we might improve rotary force integration and effectiveness today, such a round table could also inform conversations regarding future investments. For example, we might consider whether the future force needs two rotary communities or would a single rotary community with expeditionary and CVW elements be a more effective and/or efficient model? What mission areas should the U.S. Navy rotary force focus on? How many airframes should we have in the future? How do we envision future rotary manned-machine teaming? Where can future rotary systems effectively integrate into the greater “kill web?” As we reflect on a phenomenal symposium this year and look forward to celebrating 75 years of naval rotary aviation during next year’s symposium, I believe there would be significant value to including a round table discussion specifically dedicated to improving integration across the rotary force. This forum would provide a rare opportunity to promote innovative thought through meaningful exchanges between aircrewman, junior officers, mid-level and senior leadership, and industry partners. This engagement could be leveraged to openly discuss current best practices, consider areas for near-term rotary force integration improvement, and also explore ideas for long-term navy rotary force evolution. I am personally looking forward to the innovative conversations that will undoubtedly take place during this October’s Gulf Coast Fleet Fly-in and next year’s symposium in Norfolk. In the meantime, we are fortunate to have a professional Naval Helicopter Association organization that publishes Rotor Review, a forum where we can share our stories and engage in such discourse on a more frequent basis.

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The Symposium Panels have always served as an open forum for the the naval rotary wing community as a whole to address signficant issues with senior leadership. This year all of the panels and a number of the briefs were livestreamed giving members who could not attend the ability to ask qurestions in real time. The Symposium is over for this year but the events can still be viewed at https://livestream.com/wab/nha or on NHAâ&#x20AC;&#x2122;s website; www.navalhelicopterassn.org JO PANEL

The Junior Officer Panel was a great opportunity for post-production tour helicopter pilots to answer honest questions regarding their current tours. The communities represented were Carrier Air Wing (CAG) representative, CVN shooter, as well as air boss on amphibious ships. The discussion was lively for the event despite being the last panel of the day. Attendees got a real honest picture of life post-shore duty, with valuable leadership advice on how to work with large divisions and other junior officers (JOs) of other designators. Ultimately, the panel conveyed a sense of appreciation for their current duties and encouraged others to benefit from the experience. LCS PANEL

The Littoral Combat Ship (LCS) Panel was an opportunity for attendees to get a glimpse of the budding LCS community and their operational outlook. Among the panel members were the Commanding Officer (CO) and Officer-in-Charge (OIC) of the first LCS operational detachment. Lessons learned as well as community trajectory was covered in brief detail. The LCS Panel was sponsored by General Dynamics NASSCO. WATERFRONT PERSPECTIVE The Waterfront Perspective, which was sponsored by General Dynamics NASSCO was an opportunity for several ship Commanding Officers, Executive Officers and Air Bosses to discuss various issues regarding helicopter operations on their various platforms. Many questions asked were pertinent to the MH-60S footprint on amphibious deployments. Attendees got a solid perspective from former helicopter pilots now in command of ships, and what their various concerns facing the future would entail.

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FOCUS - MULTIMISSION SUPERIORITY

AIRCREW PANEL

The Aircrew panel was comprised of: AWRCM David Crossan – CHSMWL, AWSCM Todd Deal – CHSCWP, AWSCM Greg Ott – CHSMWSP, AWSCM Jeff Smith – HM-12, AWSCM Mike Carr – SARMM, AWSCM Rob Hoffmann – CNAP Aircrew Training, AWRCS Brandon Fullmer – PERS 404, AWR/S Detailer, AWSC Chris Adams – PERS 4013, Rating Specialist and AWRCM Justin Tate – CHSMWP (moderator) The panel was an opportunity for community leaders to give all the Aircrewmen the chance to ask all the questions that they have with the experts in one place. This year there was a wide range of great questions asked by all different paygrades. Some of the questions were: How can information from the partners of industry get down to the junior personnel better? How can there be better oversight on personnel distribution and how many are sent to non DNEC billets? How come there are no AVOPS CWO’s/LDO’s in the communities? How can we get more NCEA for gun shoot requirements? How does a young Sailor track to become an AW(X)CM? These were just some of the great questions that were asked and answered by the subject matter experts for all to hear. This was an amazing venue for anyone to ask whatever rating, community, detailing, SARMM, aircrew Training questions they had. It was great to see all the personnel who came out to the Aircrew Panel this year. Make sure to take advantage of all these consummate professionals in one place next year to get your questions answered.

PANEL MODERATORS

RDML CHATFIELD

CDR ROCHELEAU

CAPT HERR

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CNAF/CNAL Awards

Admiral Jimmy S. Thach Award. Awarded to HSM-71/CVW-9. Presented to CDR Brian Holmes, Commanding Officer (L) by Mark Zavack (R) of Lockheed Martin Rotary and Mission Systems

CAPT Arnold Jay Isbell Award. Awarded to HSC-23. Presented to CDR David Collins, Commanding Officer (R) by Mark Zavack (L) of Lockheed Martin Rotary and Mission Systems

CAPT Arnold Jay Isbell Award. Awarded to HSM-35. Presented to CDR Brian Murphy, Commanding Officer (R) by Mark Zavack (L) of Lockheed Martin Rotary and Mission Systems

CAPT Arnold Jay Isbell Award. Awarded to HSC-26. Presented to CDR Aaron Taylor, Commanding Officer (L) by Mark Zavack (R) of Lockheed Martin Rotary and Mission Systems

CAPT Arnold Jay Isbell Award. Awarded to HSM-72. Presented to CDR Brian Binder, Commanding Officer (L) by Mark Zavack (R) of Lockheed Martin Rotary and Mission Systems

Battle “E” Award (HSM Expeditionary): Awarded to HSM-49. Presented to CDR Barr Kimmach, Commanding Officer (R) by CAPT David Walt, Commodore (L) of COMHSMWINGPAC

Battle “E” Award (HSM Expeditionary): Awarded to HSM-71. Presented to CDR Brian Holmes, Commanding Officer (L) by CAPT David Walt, Commodore (R) of COMHSMWINGPAC

Battle “E” Award (HSC Expeditionary): Awarded to HSC-23. Presented to CDR David Collins, Commanding Officer (R) by CAPT Kevin Kennedy, Deputy Commodore (L) of COMHSCWINGPAC

Battle “E” Award (CVN): Awarded to HSC-8. Presented to LT Joe Fitzgerald (R) and LT Grace Carlson (L) by CAPT Kevin Kennedy, Deputy Commodore (M) of COMHSCWINGPAC

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CNAF/CNAL Awards

Battle “E” Award (HSM CVW): Awarded to HSM-48. Presented to CDR Shon Brown, Executive Officer (R) by CAPT Mike Burd, Commodore (L) of COMHSMWINGLANT

Battle “E” Award (HM): Awarded to HM-14. Presented to CDR Derek Brady, Commanding Officer (R) by CAPT Alan Worthy, Deputy Commodore (L) of COMHSCWINGLANT

Battle “E” Award (HSC CVW): Awarded to HSC-22. Presented to CDR Mike Hoskins, Commanding Officer (R) by CAPT Alan Worthy, Deputy Commodore (L) of COMHSCWINGLANT

CNAL Enlisted Aircrewman of the Year: Awarded to AWR1 Johnnie Kelley (L) of HSM-72 “Proud Warriors” by Mr. David Dearie (R) of USAA

Battle “E” Award (HSC CVW): Awarded to HSC-5. Presented to LCDR Dan Thomas (R) by CAPT Alan Worthy, Deputy Commodore (L) of COMHSCWINGLANT

CDR James R. Walker Award: Awarded to HSC-21. Presented to CDR Roy Zaletski, Commanding Officer (MR) accompanied with CAPT Kevin Kennedy, Deputy Commodore (ML) of COMHSCWINGPAC and given by Mrs. Walker (R). The award is sponsored by Sikorsky-Lockheed Martin

Order of Daedalians Award: Awarded to Landslide 10 of HSC-3 “Merlins” and presented to LT Bob Lennon (R) and LT Jimmy Robillard (M). Not shown AWR2 Joe Conant and HM3 Jonathan Winter presented by CAPT Steve White (L)

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NHA National Awards

Aircrew of the Year Award (Non-Deployed) Awarded to Trident 620 Aircrew of HSC-9 Tridents. The award received on behalf of Trident 620 by CAPT Alan Worthy, Deputy Commodore (R) of COMHSCWINGLANT and presented by Mark Zavack (L) of Lockheed Martin Rotary and Mission Systems

Aircrew of the Year Award (Deployed) Awarded to Red Stinger 107 Aircrew of HSM-49 Scorpions. Presented to LCDR Bret Whalter (R) and LT Kylie Hahn (M) by Chuck Deitchman (L) of Sikorsky, A Lockheed Martin Company Rescue Swimmer of the Year Award

Pilot of the Year Award: Awarded to LT Andrew Lund of USCGAS Sitka (R) by Tom Hills (L) of Rolls-Royce Corporation

Shipboard Pilot of the Year Award: Awarded to LCDR Christopher Salmon of USS Iwo Jima (LHD-7) (R) by Richard “Vinny” Caputo (L) for L3 Technologies Communication Systems-West

Training Pilot of the Year Award: Awarded to LT Ryan W. Miller of HT-8 “Eight Ballers” and accepted on his behalf by CDR Steve Audelo (R) and presented by Neal Kuyatt (L) of CAE

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Instructor Pilot of the Year Award: Awarded to LT Ian Gill of HSC-3 (R) by Chuck Deitchman (L) of Sikorsky, A Lockheed Martin Company

(Non-Deployed) Awarded to AWS2 (AW) Christopher Proffitt of HSC-9 Tridents. Award received on the behalf of AW Proffitt by CAPT Alan Worthy, Deputy Commodore (L) of COMHSCWINGLANT and presented by Richard “Vinny” Caputo (R) for L3 Technologies Crestview Aerospace

Aircrewman of the Year Award: Awarded to AWR2 (AW) Alexander Hewett and accepted on the behalf by LCDR Brett Walther (R) and presented by Jeff Bracken (L) of Robertson Fuel Systems

Instructor Aircrewman of the Year Award: Awarded to AWR1 (AW) Joshua Laurin (R) and presented by Kevin Kenney (L) of CAE

NHA National Awards

Maintenance Officer of the Year Award: Awarded to CW03 Pablo Dominguez of HMH- 436 “Pegasus”. The award was accepted on his the behalf by NHA Chairman RADM Bill Shannon (R) and presented by Bob Novak (L) of BAE Systems

Senior Enlisted Maintainer of the Year: Awarded to AECS Greg Lowery (R) of HSC15 and presented by Bob Novak (L) of BAE Systems

Junior Enlisted Maintainer of the Year: Awarded to PR2 Juan Ramirez (R) of HSM49 and presented by Bryan Delia (L) of Breeze-Eastern

CAPT Bill Stuyvesant Best Scribe Award: Awarded to LT Patrick Brice (L) of HSC-85 “Firehawks” for his article “Moving Map System for the MH-60 in Winter 2017, RR135 and presented by NHA Chairman RADM Bill Shannon (R)

RADM Steven Tomaszeski Commanding Officer’s Leadership Award: Awarded to CDR Joseph Cortopassi, former Commanding Officer of HSC-14 “Chargers” and accepted by CDR Thomas Lansley (R), current Commanding Officer of HSC-14 “Chargers”. Presented by RADM Steve Tomaszeski (M) and Paul Croisetiere (L) of GE Aviation.

Service to NHA Award: Awarded to CAPT Shawn Bailey (R) of HSC3 and presented by Chuck Deitchman (L) of Sikorsky, A Lockheed Martin Company

Lifelong Service Award: Awarded to CAPT George Barton (R) and CAPT Paul Stevens (M) and presented by Chuck Deitchman (L) of Sikorsky, A Lockheed Martin Company

Corporate Leadership Award: Awarded to Sergei Sikorsky (R) presented by CAPT Greg Hoffman (L) and sponsored by Sikorsky, A Lockheed Martin Company

Winging: ENS Elena Whitton (M) and ENS Jordan Riley (L) received their wings of gold by CDR Steve Audelo (R)

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MAX BEEP Active duty members are the backbone of this organization and provide countless volunteers that assist the NHA National Office in hosting events every year. You are appreciated!

Continuing the success of last year, we had many squadrons submit reports for MAX BEEP. Those squadrons reporting 85% and above: HSC-4, HSC-6, HSC-11, HSC-21, HM-14, and HSM-46. A special thank you to the following squadrons: HSC3, HSC-8, HSM-75, & USS ESSEX which boasted 100% squadron membership. MAX Beep Award: Awarded to HSC-3 with 100% participation. Presented to CDR Sean Rocheleau (R), Commanding Officer and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award: Awarded to USS Essex (LHD 2) with 100% participation. Presented to LT Mike Hearon (R) and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award. Awarded to HSC-4 with 85% or more participation. Presented to LT Seffred Olona (R) and presented by John Rees (L) of SkillMil, Inc.

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MAX Beep Award: Awarded to HSC-8 with 85% or more participation. Presented to LCDR Kelly Middleton (R) and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award. Awarded to HSC-6 with 85% or more participation. Presented to CDR Josh Ellison(R), Commanding Officer and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award: Awarded to HSC-75 with 100% participation. Presented to CDR John Kiefaber (R), Commanding Officer and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award. Awarded to HSC-11 with 85% or more participation. Presented to LTJG Chris McMichael (R) and presented by John Rees (L) of SkillMil, Inc.

. Awarded to HSC-22 with 85% or more participation. Presented to CDR Michael O’Neill (R), Executive Officer and presented by John Rees (L) of SkillMil, Inc.

Awarded to HSC-21 with 85% or more participation. Presented to CDR Roy Zaletski (R), Commanding Officer and presented by John Rees (L) of SkillMil, Inc.

MAX Beep Award. Awarded to HM-14 with 85% or more participation. Presented to CDR Derek Brady (R), Commanding Officer and presented by John Rees (L) of SkillMil, Inc.

ANA AWARDS

ANA Fleet Support / Special Mission Award Presentation to ENDGAME 6019 from HITRON, Jacksonville, FL. The aircrew from left to right: CDR Patrick M. Lineberry, USCG (Mission Co-Pilot); AMT2 Craig A. Harris, USCG (Aviation Mechanic); AET2 Sean T. MacDuff, USCG (Aviation Electronic Technician) and LT Jason A. Neiman, USCG (Aircraft / Mission Commander). (crewmembers not shown in this photo are LT Joseph S.White, USCG (Mission Co-Pilot); AET1 Tyler S. Michael, USCG (Precision Marksman) and AMT1 Eric F. Burns, USCG (Plane Captain). Award was given by CAPT (Ret) David Kennedy (far left)

ANA Helicopter Aviation Award Presentation to HSC-5 “Nightdippers” which was presented from left to right to LCDR “DT” Thomas, USN and LT Jason McCabe, USN. Award was presented by CAPT (Ret) David Kennedy (far left)

ANA Presentation of ANA Enlisted Aviation Maintenance Award to AM1 (AW/SW) Joshua Quenga (R), USN of HSC-8 “Eightballers.”

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Mark Star Award Article by LT Jessica L Phenning , USN

n May 9, 2017, HSM-40 flew one MH60R to Orlando Sanford International to award CAPT Richard Roberts, USN (Ret.) with the 2017 NHA Mark Starr Pioneer Award. The award was presented in front of CAPT Roberts’ family and friends, the Orlando Channel 4 News, and the Mayor of Altamonte Springs, Florida. CAPT Roberts, a 103-year-old WWII veteran, saw action in eight major Pacific theater engagements aboard the USS San Jacinto (CVL-30) as a ship’s officer. An experienced and battle-tested pilot, CAPT Roberts was selected to be Commanding Officer of Helicopter Utility Squadron (HU) 1, the Navy’s first ever operational helicopter squadron. CAPT Roberts became the longest-sitting CO of HU-1, and guided the squadron through the Korean Conflict. Following his command tour, CAPT Roberts continued his service in the intelligence community across the world. The CAPT Roberts receives a shadow box containing an Airwolves Mark Starr Pioneer Award, named for the NHA flightsuit from CDR Rich Whitfield founder’s pioneering spirit, is given to individuals who have made significant contributions to the growth of Naval Aviation. CAPT Roberts -- a true pioneer within the helicopter community -- is a proud and deserving recipient of this prestigious award. The presentationof the award to CAPT Roberts can be veiwed on the NHA website as part of the livestream capture of the Awards Ceremony att the 44.20 mark (https:// livestream.com/wab/nha/videos/156412793).

Golf Tournament

Article by LT Corey Sheeron, USN

he Symposium Golf Tournament capped off the week’s events with resounding success, as nearly 100 golfers took to the links of the Sea ‘N Air Golf Course on Naval Air Station (NAS) North Island for a good oldfashioned scramble. Clear blue skies, freshly cut grass and a crisp ocean breeze greeted the field for the 8 o’clock shotgun start. Players made their way across the course and found three hole-in-one contests for $10,000, generously sponsored by Airbus, the USS Midway Museum, and the Association for Naval Aviation. Other competitions included a longest drive won by Ben Smith, who secured a new putter to complement a 325-yard drive reminiscent of a young John Daly in his prime. Closest to the pin on hole #11 furnished the winner Brian Haskins with a new $400 driver. Not to be outdone, John Kipper stroked a 25-foot double-breaker from just inside the fringe A particularly jovial JOPA foursome comprised of Doug Stahl, to take home a Titleist wedge for the longest putt on hole Ian Sciford, Adrian Andrade and Bob Lennon take a brief pause #18. from the competition and have a put off on #14 As the players rolled in from the course around noon, they were greeted on the shaded patio of the 19th Hole by a BBQ buffet and beers, kindly sponsored by General Electric. As the scores posted, it became clear that almost 20 strokes under par would be the round to beat. With that superb round of 51, the team of Nick Haubrich, Bobby Zubeck, Ben Smith and Jim McNamee took home the $300 prize and the esteem of the field. The applause of the gallery was a fitting wrap up to another memorable Symposium week.

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Aircrew Challenge

1st Place - HSC-85 AWR1 Mason Flynn, AWR2 Steven Ryan AWS2 Pablo Olvera, AWS2 Anthony Jackson

2nd Place - HSM-46: LT Arnsberger, AWR2 Magda AWR3 Murphy, AWR3 Lima

3rd Place - HSM-35: AWR2 Kristjon Reuling, AWR2 Zachary Dodd AWR3 Anson Lindberg, AWR3 Samuel Guthrie

Exhibit Halls

One very noticable difference bewteen this year and previous Symposiums was the two exhibit halls. The Bahiaâ&#x20AC;&#x2122;s campus gave NHA the opportunity to have a space just outside the main briefing hall and much larger area better suited for bigger displays such as Bellâ&#x20AC;&#x2122;s new cockpit, a Fire Scout and a full-scale prototype of the S-97.

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They Called It Naked Fanny Book review by LCDR Chip Lancaster, USN (Ret.)

Book Review

arly in the 1960’s the air war in Southeast Asia was expanding into Vietnam and surrounding countries. The United States and its allies lost more than 4,800 aircraft during Vietnam. From the U.S. escalation in 1961 to the fall of Saigon in 1975, both fixed and rotary wing aircraft losses from the H-1 to the B-52, from aircraft as simple as the O-1 Birddog to the sophistication of the SR-71 Blackbird went down in flames. Aircraft can be replaced, aircrew are tougher losses and often irreplaceable. As early as 1962, aircraft were going down in North and South Vietnam, Laos and Thailand. The U.S. Air Force Air Rescue Service went into action to recover downed airmen. Such is the subject of Scott Harrington’s Naked Fanny, an account of his combat search and rescue (CSAR) detachment at Nakhon Phanom (NKP), and hence the name. Scott’s unique book covers this action from chopping airstrips and bases out of the jungle to setting up radar control facilities and helicopter rescue detachments. His book is unique in that it’s not just a story, but it’s told in terms of first person accounts of the men who were involved, with Scott’s narrative tying the accounts together. While this form of storytelling is sometimes repetitive, it is never boring. The first person accounts are not only from those pilots and aircrew in his detachment, but also from the pilots they rescued and the pilots flying control and close air support for their missions. The crews and maintenance and ground support personnel were pulled on short notice from stations in the continental U.S. (CONUS). They, for the most part, had no previous combat experience and were using an aircraft not designed for combat. Scott tells the reader how they prepared and got there, how they set up their bases and facilities, often faced with supply problems and shortages. You learn how they prepare their HH-43B Huskies to improve their capabilities and make them more suitable to sustain combat. No helicopter CSAR had been done since Korea, which was neither well-documented nor were procedures developed and disseminated. It’s up to these crews to develop techniques and procedures to not only make their aircraft more survivable but make their missions successful. Scott’s book takes you into the action from base set-up and numerous mission-to-mission accounts through successes and losses even into accounts in the Hanoi Hilton. It is highly readable and informative with the accounts giving a vivid recounting, even to the point of including several appendices and a glossary. It guarantees to keep you googling the numerous places and aircraft models. If you don’t know what it’s like to fly a 1950’s vintage helicopter with wooden rotor blades and who or what Air America was, They Called It Naked Fanny will tell you. It’s a great read and worth more than the price of admission; check it out.

HH-3 Jolly Green

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The Night Stalkers by Michael J. Durant and Steven Hartov By LT Mallory Decker, USN

anti-surface syllabus. The Night Stalkers were chosen for Operation Prime Chance over Marine Cobras and Navy LAMPS helicopters because they were the only aviation unit in the military at the time both trained on night vision goggles and armed for possible interdiction, but every modern helicopter squadron now flies almost exclusively on night vision goggles (NVG) at night, and the MH-60S has become increasingly weaponized. Should the United States ever have to worry about enemy minelaying in the future, our Naval helicopter squadrons will not have to cede the mission to our Army brethren, but we can learn from their past. Finally, despite the number of secret missions the 160th has conducted and continues to conduct, the majority of the pilots and aircrew profiled in The Night Stalkers echoed many of today’s Naval aviators in their itch to get to the fight, and their frequent bad timing in getting there. Some pilots trained for decades and stood alert after alert only to be told to stand down at the last minute. Army medic Cory Lamoreaux attended every possible medical course available to him and spent years trying to develop the 160th’s CASEVAC capabilities before Operation Enduring Freedom finally proved his argument to include medics on missions. Regardless of community, the drive and motivation found among type-A personalities is the same, and the patience and discipline required from those who never seem to be in the right place at the right time isn’t unique to special operators. Like the Night Stalkers, we would do well to remember that it is our training that allows us to answer the call, and thus our training that makes American pilots and aircrew the best, whether that’s to fly a nap-of-the-earth insert/extract or a routine search and rescue alert. Naval rotary wing aviation already has more than enough of its own sea stories to compare with those found in The Night Stalkers. But as a single aviation unit, the 160th has set the standard for skill and courage across aviation, and across Special Operations. No one can control for timing or luck, but with hard work and a “never quit” attitude, aviators and aircrew from any community can in turn echo the famed Night Stalkers of the Army’s SOAR(A).

n this post-OIF, post-OEF world, the Rotary Wing community’s perpetual state of training often grates upon aviators chomping at the bit for real world experience. It can be difficult to imagine a controlled Strike Coordination and Reconnaissance grade card off the coast of sunny San Diego as a theoretical swarm attack in the Strait of Hormuz. And although Helicopter Sea Combat Squadron (HSC) 5 did conduct a real Combat Search and Rescue mission recently, flight hours spent training on Close Air Support (CAS), Casualty Evacuation (CASEVAC), and TERF landings occasionally draw cynicism from young junior officers who missed the chance to deploy on the now-defunct air ambulance detachments in the Middle East. For any such helicopter pilot suffering from unrequited dreams of rotary wing glory, read The Night Stalkers. Admittedly, it recounts the history of an Army helicopter unit, but the book touches upon a number of themes - and mission areas – from which Naval aviators and aircrew can find common ground, motivation, and inspiration today. The Night Stalkers, written by Michael J. Durant and Steven Hartov with the help of retired 160th pilot Lt. Col. Robert Johnson, is a compilation of daring missions conducted by the Army’s Special Operations Aviation Regiment (Airborne), or SOAR(A), also known as Task Force 160. Their participation in unlucky operations in Mogadishu, Somalia, and Robert’s Ridge in Afghanistan are well known at this point, but for the majority of their history, their exploits were kept better under-wraps than those of the “customers” they infilled and exfilled under cover of darkness. Formed in the wake of 1980’s disastrous Operation Eagle Claw, the Night Stalkers early cemented their reputation as special operators in their own right during missions in Grenada and Panama, only returning to base after their aircraft were riddled with bullet holes and their special operations forces “customers” were safe. Their motto, “Night Stalkers Don’t Quit,” has become so ingrained in their ethos that one pilot who barely survived the gunfight at Robert’s Ridge remarked he never got PTSD because he had “NSDQ.” Of all the Night Stalker stories the book tells, Operation Prime Chance has perhaps the most carry over into Naval rotary wing aviation. In 1987, towards the end of the IranIraq War, the Iranians began mining the Persian Gulf. The Night Stalkers were first put on Navy ships, and then on a mobile sea base jerry-rigged out of an old barge, to conduct nighttime reconnaissance and execute attack missions on Iranian minelayers. By October of that year, the H-6 Little Birds had flown enough fruitless search patterns to sympathize with today’s plane guard aircraft, until one night they chanced upon an Iranian Boghammer and two Boston Whalers that immediately opened fire. What followed was a surface-to-air fight and weapons employment against Iranian fast attack craft that in itself proves the worth of today’s 59

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Helo History

U.S. Navy Helicopter Combat Support Squadron Seven (HC-7) Sept. 1, 1967 – Sept. 1, 2017 50 YEAR ANNIVERSARY

“Seadevils “Combat SAR prevents POWs” Vocal Call Sign = AAAUUURRRHHHAAA ! (hc7seadevils.org)

Compiled / written by: Ronald “Lil Ron” D. Milam, HC-7 Historian and 2013 Mark Starr Awardee Robert E. McGowan, HC-7 Web Master Introduction A tribute and remembrance for the HC and HS helicopter squadron members who shared their experiences and losses during the establishment of HC-7. BLESS YOU and THANK YOU. Documentation from HC-7 historical collection obtained from the SeaDevil brotherhood and many government sources - known facts.

everal PRC radios are screaming; Phue Phue Phue Phue!! “Mayday, Mayday, Mayday. This is War Paint 304. We have four aircrewmen in the water. Approximately five miles north and two miles west of Point 2, 4, Point 2. 4.” Command Information Center (CIC) aboard USS Halsey (DLG-23), sounds the Combat Search and Rescue (CSAR) alarm. The “Big Mother” 72’s crew scrambles to the helo on deck, and launches. The “Clementine” crew, readies to push the H-2 from the hangar as BM-72 lifts off. Six minutes have passed, the two CSAR helos are enroute to the downed pilots. BM-72 enters a inland river, taking fire when a new vector is given, turning 180 degrees, to locate pilots 1000 yards off shore, under artillery fire. BM and Clem pause to deploy their rescue swimmers, and depart the area to drop diversionary smoke. Artillery is close concussioning in the water, the Rescue Combat Air Patrol (RESCAP) works on the gun emplacements. All six members picked up and the crews depart for the safety of the Halsey. These actions are a condensed version of the lifesaving efforts conducted to save military personnel from the Gates of Hades (North Vietnam). Sept. 1, 1967, marked the beginning Rotor Review #137 Summer ‘17

of one of the most storied periods in U.S. Naval Aviation history with the establishment of Helicopter Combat Support Squadron (HC) 7, the “Seadevils.” The next seven years and nine months were filled with no finer examples of dedication, professionalism and heroic acts (continuously stationed in the Gulf of Tonkin from Sept. 1, 1967, to Sept. 24, 1973 (Squadron, 2216 total days – Det 110, 2046 total days). HC-7 Seadevils received the highest decoration (Medal of Honor), and was one of the most highly decorated Naval squadrons in Vietnam. In July 1971, HC-7 was awarded “Presidential Unit Citation” (PUC) dated Sept. 1, 1967 to April 30, 1969, for extraordinary heroism. The ceremony was held at HC-7 in Imperial Beach, Calif. The following information is about the personnel (over 1700), machines and missions of the squadron that supported the war to preserve the independence of the Republic of South Vietnam and support the operations of the U.S. Seventh Fleet. HC-1 was reorganized to create several additional helicopter squadrons. The existing HC-1 Detachment Atsugi based at Naval Air Station (NAS) Atsugi, Japan (21 miles southwest of Tokyo) was redesignated HC-7. The squadron was established with sixteen officers and seventy-five enlisted plank owners. Upon establishment, HC-7 was tasked with multiple missions including Logistics, Vertical Replenishment (VERTREP), Seventh Fleet Flagship, Aerial Mine Countermeasure, Oceanography, Search and Rescue (SAR) and CSAR. It didn’t take long before the Navy realized that the CSAR mission deserved the complete attention of the unit and all other 60

missions were tasked to other squadrons (mid-1971). This left HC-7 as the Navy’s “only” active duty squadron dedicated to CSAR to ever exist. The CSAR mission was not new; it was being accomplished by HC and HS squadrons as an additional duty. HC-7, however, turned the lessons learned by the other units into a functional CSAR doctrine that would be its sole focus. Training intensified, volunteer crewmen attended Combat Aircrewman Rescue School, Jungle Environment Survival Training (JEST), Survival, Evasion, Resistance, Escape (SERE) school, combat swim school, and additional training consisting of: aerial gunnery / weapons employment, medical training, hand-to-hand combat, and helo rescue swimmer deployment. HC-7 owed its success to the establishment of the training instructors of Paramedic Rescue Team One, Cubi Point, PI. Many personnel who had trained together at technical schools and other helicopter squadrons before orders to HC-7 were often deployed on different detachments that precluded them from seeing each other again during their entire tour. They spent years apart. This historical information is also dedicated to the families of the men who served so proudly in HC-7. These wives and families were in the unique position of often “standing alone” while their husbands and fathers rotated individually in and out of Detachments 101-116, Yankee Station and various small boys of the Seventh Fleet. These women did what had to be done, set the standard for the “can-do” model and managed to smile through their tears as they waited at home.

HISTORY HC-7’s insignia’s central focal point was Cerberus, one of the most feared creatures in Greek and Roman mythology. Like Cerberus, HC-7 rescue helicopters are guardians of the Gates of Hades (North Vietnam or possible death at sea). The three heads attached to a single body aptly symbolize the three basic missions of the squadron, that is rescue, vertical replenishment and utility. Approved in Aug. 1968, the gold circle surrounding the insignia represents a halo, hence the downed aviators reference to the rescue helicopter as an “angel.” HC-7 provided on call 24 hour SAR, MEDEVAC, and VIP transportation at home bases – NAS Atsugi Japan (Sept. 1967 to March 1971), NAS Imperial Beach, Calif. (March 1971 to June 1975), and Cubi Point, Republic of Philippines (Sept. 1967 to Aug. 1974). HC-7 Began with two detachments, increasing to a high of sixteen during 1969 then back down to one (110) in 1971 due to a change in requirements. HC-7 crews rescued 150 persons, 130 of which were within the Vietnam combat zone of being potential Prisoners of War (POWs). Two pilots were even rescued twice. In brief, five successful rescues took place deep within North Vietnam (feet dry), and numerous rescues occurred along the coast (feet wet) within range of heavy enemy artillery. Many attempted rescues took place during the war, but the Viet Cong were efficient in capture and decoy. Quick identification, location and pick-up were to be the success of POW prevention. The crews received small arms fire, artillery shelling, and missile launches. Below are brief descriptions of a select few of the heroic missions. For in-depth information visit the HC-7 web site. HC-7 helicopter armament included P-38 pistols, M-16 rifles, M-79 grenade launchers, and M-60 machine guns. 1970 “Big Mothers” H-3s were modified to install a mini gun (GAU-2B/A) upon an armor plated mount in the right rear aft cargo door. The HH-2C arrived, having a chin mounted mini gun, which adversely proved to be dangerous for the flight deck director. The gun would not clear the chamber and inadvertently fired upon landing. The barrels were quickly replaced with broom handles.

The H-3s were tested with mini gun pods mounted aft, which proved to be too heavy for the existing climate of the war zone. So, there were no forward-looking guns. The crew had to turn sideways to shoot which presented a larger target for the enemy. The primary mission was CSAR, not a fire fight. Rescue issues included the following: incorrect vectors, clobbered communication channels, insufficient rescue cable length and cable failure, insufficient hoist speed, the lack of forward firing weapons, jammed guns, loss of ICC, excess strobe lights, no forest penetrator onboard – used a sling with tie down chain instead, enemy traps disguised as farmers, lost rescue swimmers, lack of night flares, close artillery fire and enemy missiles - causing the swimmers to receive concussions, and many many more. In Jan. 1969, HC-7 developed CSAR Operations and Procedures that included checklists and procedures that prepared crews for the unexpected. CSAR assets would not go into a hostile environment until the survivor was located and identified. The RESCAP had to be available throughout the entire mission. the aircraft would fly no lower than the highest column of exploding enemy ordnance. Swimmer deployment techniques incorporated a “10 and 10” profile (10 feet altitude creep at 10 knots). Smoke canisters were deployed as a diversion for artillery shelling. Jinking reduced the probability of battle damage. In Oct.

1974, HC-7’s experiences were compiled within a “Combat Search and Rescue Tactics” manual and the lessons learned still supplement CSAR training today. The Vietnam War was coined as the “helicopter war.” Reports state that approximately 11,000 helicopters operated and over 5,000 were destroyed. Within the war zone, HC-7 lost a total of six helicopters: three UH-2A/Bs (one - combat shot down, one - self shot down, one due to fuel starvation), two H-46s (each having engine failure), and one SH-3A (tail system failure). An adage “A helo has 50,000 moving parts and it is the responsibility of the maintenance personnel to keep them in order.” Total aircraft losses synopsis: • H-2 crashed during rescue demo in Subic Bay • H-46 Lost an engine, crashed in Tonkin Gulf • H-2 (self ) shot down due to faulty M-60 (Golden BB) • H-2 crashed due to loss of directional control • H-2 crashed due to a loss of ground cushion • H-2 lost power, gear up landing • H-3 loss of landing gear, landed on jack stand • H-2 fuel starvation as a result of incorrect vectoring; ditched • H-46 night VERTREP - lost engine; ditched • H-3 quick turn, tail rotor hit building • H-3 hit trees – crippled to DaNang

Det-113-RH-3A

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• H-3 chased by big gun – broke transmission – Flying crane to DaNang • H-3 rotor blades hit gun turret • H-3 lost tail rotor; crashed • H-46 backing hit Marine H-46 – cut in half • H-3 engine failure, landed with tail wheel off deck • H-3 engine failed; crashed on golf course •H-3 wind shifted 180° on final approach; crashed •KA3 from VAQ-130 landed too far to the right - destroyed three Big Mothers. Transportation of the Seadevils was completed by any means possible. Most detachments traveled in small groups, from 10-30 personnel, except for Det 110 who traveled mostly as individuals. At Atsugi, detachments deployed aboard respective ships from harbors in Sasebo, Yokosuka, and Yokohama. From Det Cubi, to catch the host carrier, several rode oilers, ammo, and cargo ships then to HIGH LINE to duty station. The Clementine crews infrequently crossdecked. on one occasion the crew was placed aboard a whale boat, when the DLGs left the area to pursue a MIG – would they be found later or become Prisoners of War? Example: depart Det Cubi on a C-130, arrive in DaNang, Vietnam, catch a COD to a carrier – tail hook, next day Big Mother provides flight to DLG off North Vietnam coast, cross-deck with helo, as prior crew rotates to Det Cubi. Only five locations in two days. Seadevils’ mail became a valuable commodity when it finally caught up to the crew – where are they? Rest and Relaxation (R&R): The Seadevils pushed R&R to the limits; having their own helo bar at the Rufadora (one of over 500 bars) - Olongapo, PI, a Bonka Boat (MP-69) and an exclusive squadron private party location at Paradise Beach. Creating a few foggy memories from the consumption of MOJO and San Miguel (Japan – Akadoma wine). What happened in the “O” stayed in the “O”. Several detachments handed off their helo to a rotation crew to ride their ship to other exotic ports of call. At the three main bases, competitive Seadevils took championships in several intramural sports.

Rotor Review #137 Summer ‘17

Aircraft: • 19 – Kaman UH-2A/B (Sea Sprite) • 33 – Sikorsky SH-3A-G (Sea King) • 12 - Sikorsky HH-3A (Sea King) • 3 - Sikorsky RH-3A (Sea King) • 12 - Boeing UH-46A-D (Sea Knight) • 1 - Sikorsky UH-34 (Sea Horse) • 5 - Kaman UH-2C (Sea Sprite) • 7 - Kaman HH-2C-D (Sea Sprite); 92 total. Detachments Detachment 101 – UH-2A/B – (1970 UH-2C) Sea Sprite – “Blackbeard One” – aboard flag ships USS Providence (CLG6) and USS Oklahoma City (CLG-5) primary flights for Commander of Seventh Fleet. (VIP, non-VIP, mail transfer flights) 10 Seadevils, rotation of 30-60 days. (Sept. 1, 1967 to 1971) Detachment 102 – H-46 – Sea Knight – Vertical Replenishment – aboard USS MARS (AFS-1), two H-46s, 22-24 Seadevils, rotation of 30-60 days. Continued operations Sept. 1, 1967, departed April 27,1970 to HC-3. Recorded operations of a 1968 cruise, 79 ships supplied with 943 tons of stores. Also, transporting supplies to inland bases located at Vung Tau, South Vietnam. Detachment 103 – Oct. 1, 1967, HC-7 assumed duties from HC-1 Det Cubi, Jan. 1, 1968, Det 103 Cubi assumed station SAR for NAS Cubi Point, PI. Sept. 1, 1968, redesignated “HC-7 Det Cubi” (configuration / repair / training center, Staging area for CSAR detachments) – Republic of Philippines. A previous seaplane base, located 300 yards southeast of the northeast end of Cubi Point air field. The only permanent detachment. Beginning with two officers & 25 enlisted. Last muster entry Aug. 8, 1974. Detachments 104, 105, 106, 107, 108 & 109 – UH-2A later HH-2C –(Sea Sprite) “Clementine” – Combat Search and Rescue (CSAR). (Sept. 1, 1967 to 1971) Stationed aboard small boys (DLGs & DDs) – North and South CSAR stations off the coast of North Vietnam. eight to ten Seadevils, 30-60 day rotation. Cross-decking on a minimal time frame. Also, deployed during the North Korea incident – EC-121 shoot down (April 15, 1969). 62

FACTS: Det 110 and 111 stationed aboard the Yankee Station host carrier. From Feb. 18, 1968 to Sept. 24, 1973. These detachments were continuously (2,045 days) stationed in the Gulf of Tonkin. Formed from HS-6’s six helicopters aboard USS Kearsarge. They, “Cross-Decked” – the operation to relocate the Big Mother crew from the departing host carrier to the arriving host carrier. Normally five to six helicopters and 35-55 men, with all repair equipment, tools, gear, taking four to five flights each. Det 110/111 completed 142 cross-decks. Big Mother’s pre-positioned prior to air strikes and co-existed with the Clementine helo crews aboard North and South SAR. Nick-named “Orphans of the Seventh Fleet.” Had a new home (some pleasant, some not) on average every 14 days. Home for as short as two days with a maximum of 42 days. Sleeping in locations such as condemned compartments, the brig, chain locker, sick bay, torpedo room, spud locker, fo’c’sle, hot racking. No lockers, living out of parachute bags. Detachment 110 – HH-3A Sea King “Big Mothers” – Combat Search and Rescue (CSAR), approximately 35-55 Seadevils, and five helos, (three CSAR and two Logistic) From Feb. 18, 1968 to Sept. 25, 1973. Detachment 111 – SH-3A SeaKing “Protector” – logistics flights aboard host carriers (with Big Mothers), also deployed (Jan. 23, 1968 to March 4, 1968) as a separate crew in response to the Jan. 23, 1968, capture of USS Pueblo (AGER-2) by North Korea. Helos were tropical equipped; crews had to improvise for the winter conditions. Detachment 112 – H-46 - Sea Knight– Vertical Replenishment – aboard USS Niagara Falls (AFS-3) with two H-46s, 22-24 Seadevils, on a rotation of 40-60 days. Commenced operations Jan. 1, 1969, and departed Sept. 6, 1970 to HC-3. Detachment 113 - RH-3A – Sea King – Aerial Mine Counter Measures – aboard USS Catskill (MCS-1) with two helos,

HISTORY 32-36 Seadevils, on a rotation of 30-60 days. The “Mine Manglers” Arrived Feb. 19, 1969, and departed for HC-5 Aug. 12, 1970. They provided aerial mine sweep operations throughout Southeast Asia, and SEATO exercises. Being the only helicopter mine countermeasure operation in WESTPAC. Detachment 114 – No recorded data. Detachment 115 – H-34 – Sea Horse - logistic support aboard oceanographic ship, USS Maury (AGS-16)– South Korea, three deployments during the Spring and Summer of 1969. Detachment 116 – SH-3A – Sea King - North Korea incident – VQ-1 EC-121 shoot down (April 15, 1969). Timeline 1967 (14 rescues [3 combat, 11 others] - seven helos (1220 flight hours) Oct. 4, Combat Day - Diverted from an inland attempt, – Clementine crew rescues a pilot amongst the cargo ships within Haiphong Harbor. The next day, Oct. 5, three attempts to grab inland pilot, code word “LAMB”, pilot captured, crew shot down – helo ditched - crew rescued. Oct. 14, Combat Day - Just off of the coast, helo crew beats out many sampans, picked up one like text book, second still in raft, helo pilot uses rotor wash to trap raft, crewman drops horse-collar in his lap. Dec. 16, Day Rescue – 12 miles off shore – LCDR Hernandez (first time), Clem launches – 15 minutes to recovery, HS-6 H-3 showered with flak. 1968 (42 rescues [17 combat – 25 others] Staffing – (July) 66 officers – 399 enlisted – 12 helos (6,950 flight hours) April 15, Combat Day – heavy artillery, four crewman rescued, swimmers use D-ring, hoisted pilot and self with one lift. ON the RUN. BUG-OUT. April 28, Combat Night Rescue – four miles off shore – LCDR Hernandez

(second time), Clem observes day smoke, both pilots in rafts, picked up, use M-60 to sink rafts.

Note: USS Lassen (DDG-82) guided missile destroyer - Commissioned – April 21, 2001. Motto: “From Courage, Life”

May 8, Inland Day Combat Rescue -18 miles inland - 45 minutes feet dry, over dense jungle, pilot could hear the helo, all hell broke loose, suppressive fire, no forest penetrator, several tries with horse collar, added tight-down chain, Young crewmen - “10 feet tall and Bullet Proof.”

1970 (19 rescues [13 combat (classified) – six others] Staffing – (July) 80 officers – 492 enlisted – 35 helos (2,660 flight hours) (1,017 VIPS)

June 19, inland night Combat Rescue – seven miles inland – 58 minutes feet dry, dense jungle, mountain side, continuous enemy fire, two low hovers in rice paddy, one attempt in tree tops, hit tree, flares cease, again to rice paddy, lights on, success – missile launch, aboard ship, five minutes of fuel remaining. Aug. 30, inland day Combat Rescue – 120 mile round trip (seven miles from Laos) 30 miles inland - (straight) 70 minutes feet dry – LCDR Eikel (first time), flight along ridge tops, avoid SAM sites, heavy AAA fire entire flight, heavy jungle, crewman held M-16 on hoist cable, WHO was coming up? – RESCAP indispensable. M-60s jam several times. Copilot M-16s expended rounds hit pilot in face. A-4s suppress flak. “They saved our skins.” Sept. 6, inland night Combat Rescue – 3.5 miles inland – 20 minutes feet dry, power descent, find strobe, first pilot in river off island, area well lit by nearby military base, green tracers everywhere – got him, second pilot upon island, helo turns on light, enemy has him, two more attempts, heavy automatic fire, intensifies, A TRAP. Head feet wet, POW. Nov. 1, Bombing halt over North Vietnam – Peace is in the works. 1969 (No command report available) (13 rescues [0 combat – 13 others] Staffing – (July) 105 officers – 562 enlisted – 24 helos Jan. 16, LT Clyde E. Lassen, (June 19, 1968, Combat night rescue) presented Congressional Medal of Honor by president L.B. Johnson,

Aug. 12, First (and only) rescue by HC-7 HH-2C – routine day – helo airborne before pilot hit the water, a routine pickup using NATOPS procedure. Just like we had trained to do repeatedly (over and over again and again). Naval helicopter squadrons utilize maintenance facilities at HC-7 Det Cubi. HH-3A helos arrive at Det Cubi, having design problems, were not operational by years’ end. Date unknown – Inland (classified) rescue/recovery of nine South Vietnamese nasty boat crewmen – sunk boat. Three wounded, three dead, three scared to death of helo. Landed on carrier while ship celebrated its birthday. “It almost seemed like it couldn’t be real, but a look at our passengers and our two boyish gunners quickly brought me back to reality.” From a portion of Ken Kirkpatrick’s autobiography. 1971 (1 rescue [1 combat – 0 other] Staffing – (July) 54 officers – 306 enlisted – 47 helos Dec. 30, Combat day Rescue – heavy shelling – badly injured pilot “Your beautiful people” just off enemy island, deploy swimmer, assist pilot, North Vietnamese boats, RESCAP strafed, exploding artillery, large track gun appears from cave on island, rescue hoist cable BROKE, was debris in field, helo lands in water – recovered swimmer, pulled him in, vertical lift, dodging explosions. Search for second pilot unsuccessful, many boats, forced to exit. 1972 (58 rescues [45 combat – 13 others] Staffing – (July) 49 officers – 277 enlisted – 25 helos (4,951 flight hours)

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April 9, CSAR flights doubled – two to four helos launched to prepositioned locations for each air strike

HC-7 maintained two helos for worldwide CSAR to be dispatched on a 48hour notice

1974 (0 rescues [0 combat – 0 others] Staffing – (Jan.) 53 officers – 262 enlisted – 23 helos

April 12, mini detachment sent from U.S. to Tonkin Gulf aboard USS Kitty Hawk

Continued development of rescue techniques (Special Projects): chaff and flare dispensing systems, N2 Laser/Dye Marker search system, Emergency Low Visibility Approach System, new snap link and rescue swimmer check list, mini gun syllabus, anti-aircraft fire control warning, voice encryption, electronic location finder.

May 21, Det Cubi sends aircraft and personnel to NALF Imperial Beach – closing HC-7’s part in the Vietnam War. HC-7 IB continues mission readiness and training.

1973 (2 rescues [0 combat – 2 other] Staffing – (July) 56 officers – 242 enlisted – 25 helos

Apr 8, Last rescue – NAS Fallon, Nev., While conducting SAR training an F-8 pilot ejected. The Big Mother crew, a joint squadron team, HC-7, HC-1 and HC-2. A fitting end to HC-7, by those who were to inherit the CSAR mission.

May 9, Operation Line-backer I began, bombing of North Vietnam. Within 10 days – four helos and 138 personnel deployed to WestPac. ALL Navy HH3As transferred to HC-7. To expedite, an Air Force C5-A air-lifts two helos to Det Cubi. May 10, water Combat Day Rescue – ACEs Cunningham & Driscoll, three Big Mothers launch from USS Okinawa, bad vectors, RESCAP good vectors, visual two smokes, fin broke-no fins, swimmer away, cut survivor loose of raft, hook hard to open, eight to ten SAMs fired at RESCAP, second pilot hooked up wrong, hoist manual over-ride only. May 24, water Combat Day Rescue LCDR Eikel (second time), found wreckage, RESCAP gave vector 50/1, continued, day smoke, swimmer dropped, drop coiled cable, “D” rings attached, pick-up, frayed cable seriously injured crewman’s hand, directed to nearest ship for medical attention. May-June, Operation Thunderhead – potential POW recovery (Top Secret), flight path along North Vietnam coast line, within estuaries, searching for agents, two weeks, lost SEAL teams from USS Grayback found and rescued, No POWs. Canceled.

Jan. 14, Last CSAR mission. Jan 28, Cease Fire. February-March, Det 110 provided SAR backup for the Haiphong harbor mine clearing operations and plane guard flights for host carrier. The “LAST” Cross-deck - Sept. 24, USS Coral Sea, departs the war zone, steaming east to Subic Bay. Sept. 25, Det 110’s two helos launch to join two helos from Det Cubi. The helos flying in formation, the crewmen pop a day smoke and say farewell. Det Cubi has started a bodacious blow-out party – Seadevil style! Helos land and all crewmen join. Det Cubi – continues Combat Search and Rescue contingency readiness and training.

Aug 7, inland Combat Night Rescue – LT Lloyd - nine miles inland- 45 minutes feet dry, five hours evading the enemy, “rescue, death or capture”, give us a strobe, first strobe THERE, intense barrage of ground fire, enemy fires pencil flares, helo lands, crewmen fire on advancing troops, 50 feet distant, Lloyd puts on horse collar, then runs to helo, crewman yank him in, FULL power vertical lift off, 21 miles to feet wet, two missiles streak by. Jim Lloyd – 2006, “HC-7 guys – Thanks for your heroic efforts throughout the war. There are a lot of us who are alive because you were all willing to risk it all for us.” Rotor Review #137 Summer ‘17

1975 (1 rescue [0 combat – 1 other] Staffing – (Jan.) 31 officers – 167 enlisted – 8 helos

May – Message 0616262 – HC-7 to be disestablished. June – transfers of men and equipment completed. Disestablishment June 30, 1975 “The most turbulently colorful, unique and intensely proud unit in the history of Naval Aviation locked the doors and terminated service.” The Legacy of the HC-7 SeaDevils – Lives ON – Thank you Brothers and Sisters.

HC-7 “Big Mother” CSAR

HISTORY Memorial

A special dedication for four SeaDevils, (RIP Brothers ) MAY 14, 1968

LT Terry Lee Smith, AE1 Robert Harold Dabel and AO3 Carl Delbert Martin: flight crew, perished when their UH-2A helicopter crashed at HC-7 Det Cubi - NAS Cubi Point, RP FEBRUARY 20, 1970

AZ3 Scott Ferris Moore, Jr: passenger, perished when an SH-3A helicopter crashed near USS Constellation (CVA-43), Tonkin Gulf, MIA, BNF (AZ3 Moore was the only Seadevil lost in the Vietnam War)

Commanding Officers CDR Lloyd L. Parthemer - Sept. 1, 1967 to Sept. 24, 1968 CDR Ronald N. Hipp - Sept. 24, 1968 to Sept. 16, 1969 CDR Donald G. Gregory - Sept. 16, 1969 to Sept. 11, 1970 CDR Gerald L. Glade - Sept. 11, 1970 to Aug. 4, 1971 CDR John E. Woolam - Aug. 4, 1971 to July 6, 1972 CDR David J. McCracken - July 6, 1972 to July 27, 1973 CDR Billy C. Lamberth - July 27, 1973 to July 26, 1974 CDR Walter B. Lester - July 26, 1974 to June 30, 1975

Five quotes that will assist in forming an accurate perception of HC-7 • “It is easier to ask forgiveness than it is to get permission” - RADM Grace Hopper. • “McHale’s Navy with Helicopters” - Unknown • The “Orphans of the Seventh Fleet” - Flag Officer • “Heroes are not born nor made, they are victims of circumstance wherein they perform beyond any calling.” - L. Parthemer • “Helicopters can’t fly, they just beat the air into submission” - Robert “Todd” (Combat) Conlin A Section of HC-7 Det Patches

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Meet the Aviators 2017

Article by LCDR Chip Lancaster, USN (ret.)

“G

ood morning, welcome to the H-46 Sea Knight which most people called the Phrog …”. Every Memorial Day the USS Midway aircraft museum has an annual tradition called “Meet the Aviators”. This year, some 10,000 to 20,000 visitors came aboard the Midway during the Memorial Day weekend. This special event took place on Sunday and Monday of the Memorial Day weekend. The Midway flight deck was spotted with over 30 aircraft. Many of these aircraft were accompanied by aviators, retired and active, who had flown these airframes while in service. These aircraft ranged from WWII vintage F-4U Corsair and F-4F Wildcat to Korean War F-9F Panther and HO-3S Dragonfly to Vietnam era F-4B Phantom and CH-46D Sea Knight to Persian Gulf F/A-18 Hornet and SH-60F Sea Hawk. Many of the aviators were dressed out in flight suits and/or flight jackets and equipped with extensive knowledge of the aircraft and the era it served. The visitors of all ages were not only from San Diego and the States but from all over the world, from India and China in the east to Italy and the Ukraine in the west and Sweden and Norway in the north to Australia and Argentina in the south. Questions and sea stories went back and forth all day as the Phrog. The best helo display by far, accommodating hundreds crowd swarmed the flight deck. Visitors were even able to go with its flow-through stand-up-in cabin. Manning the Phrog inside many of the aircraft like the C-1, C-2, H-3 and H-46. along with me was CAPT Mike Reber, USN (Ret.), the first There was plenty to see and do, not only on the flight deck skipper of HC-11, the predecessor squadron to HSC-21. The but also on the hangar deck and various spaces throughout the squadron’s historical lightning bolts emblazoned the Phrog’s tail. ship from the signal bridge to the engine room. Of particular If you haven’t been aboard the Midway, you have to go. If note to the aviation buffs were the fixed and rotary wing ready you haven’t seen “The Bridges of Toko-Ri”, you have to watch it. rooms where they were able to sit in briefing chairs and view Both are the best and worth more than the price of admission. briefing charts, pubs and videos. The Midway’s helo collection is getting larger every year. Their current inventory includes the HO-3S, HUP, UH-1, H-34, SH-2, SH-3, CH-46 and SH-60. Of particular note is the HO-3S Dragonfly (Sikorsky model S-51) piloted by an aviator in a green top hat, representing Mickey Rooney’s character in the “Bridges of Toko Ri”. The “Fly’s” restoration is also underway aboard the ship with new wooden rotor blades under construction on the hangar deck. Of particular and familiar note to this writer was the H-46 Sea Knight or

HO3S

CAPT Reber and LCDR Lancaster

Rotor Review #137 Summer ‘17

SH-3F

KAMAN’S UH-2A TOMAHAWK: An Army Gunship with a Navy Pedigree Article by C. Sundiata Cowels, CTS

otable for its mand and control duties. maneuverability, But as a gunship, it was speed, and stability in all too lightly armored and regimes of flight, Kaman’s too slow to protect the H-2 Seasprite served the craft it was tasked to esU.S. Navy with distinction cort. and was well received by In fact, the losses that the aircrews that flew it the Army’s Air Calvary from its first flight in 1959 were sustaining in the until its retirement from increasing commitment service in 2001. of the Vietnam War, It is a testament to Kapushed McNamara to man’s engineers that the give the U.S. Army a Seasprite was able to be waiver on his cost effecmodified several times over Kaman’s UH-2A Tomahawk was poised to be the U.S. Army’s tiveness doctrine and the course of its operation- interim gunship until the winner of the AAFSS program could be de- gave permission to seek al life to not only expand ployed in strength. Photo courtesy Kaman Aerospace via Tony D. Rita a more effective solution its performance envelope for their specific needs. but also to assess one-off prototypes. comprised of the Bell UH-1 Huey, then, In March 1963, the Army announced The most successful of these proto- according to their logic, the Air Force, the Advanced Aerial Fire Support Systypes was also fated to have its produc- Coast Guard, Marines and Navy could tem or AAFSS competition, for the cretion thwarted by politics just when the make do with the same aircraft regard- ation of a purpose-built escort/attack Navy, Army and Kaman Aircraft needed less of mission parameters. helicopter. it most. Understandably, this simplistic deciThe requirements for AAFSS were so Almost twenty years after the end of sion making did not sit well with the advanced compared to the technology World War II, the U.S. armed services Army or Navy. and manufacturing processes available maintained an inventory of mission speFor the U.S. Army, having just pro- at the time, that the Army soon realized cific aircraft and vehicles, in an effort to cured the Boeing-Vertol CH-47A Chi- that even if everything went perfect on fulfill every conceivable combat, logisti- nook for assault transport and heavy lift the project, it would still take a minical or training need in any future war. capability, Bell’s UH-1B/C models were mum of ten years before the new heliTo support such a vast array of unique revealing themselves not be effective es- copter could be deployed in strength. weapon systems, several different train- corts. Modified in the field to become Concurrently, The Kaman Aircraft ing schools, manuals, supply depots, stop-gap gunships, the Huey was, at its Corporation, like many of the smallmaintenance teams, and fuel types had core, a utility helicopter - perfect for er defense contractors of the time, was to be provided for. The loss of one weap- transport, medical evacuation, and com- struggling to stay in business under the on system did not readily mean that another could replace it. To the newly elected John F. Kennedy administration, and in particular for Secretary of Defense Robert S. McNamara, these continued weapons programs were expensive and wasteful. Initiating Mr. McNamara’s program of “Cost effectiveness”, the Department of Defense (DoD) set out to make the armed services inventory more interchangeable. When it came to rotorcraft, the Department of Defense determined that since the U.S. Army had the largest heThe UH-1B Huey was at its core a utility helicopter and not a purpose licopter fleet of all the armed services, built gunship. Photo courtesy U.S. Army Transportation Museum] 67

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HISTORY new edicts of the DoD. According to his unpublished memoir “Kaman Our Early Years”, Charles Kaman approached the U.S. Navy for financial and political assistance to stay solvent. The Navy was Kaman’s largest customer, having purchased many of their designs including the most recent, the H-2 Seasprite. Mr. Kaman found a sympathetic ear with the Navy, who were no more eager to replace all of their mission specific helicopters with UH-1’s than Kaman was in going out of business. The Navy was also worried that if Bell did get all of the armed services helicopter contracts, then that would mean all helicopters would come from one manufacturer, in one state. If anything happened, such as a natural disaster, accident or even sabotage, all of the armed forces would suffer. Thinking out of the box, the Navy representative related to Mr. Kaman the difficulties that the U.S. Army was having with the Huey as an escort gunship, and suggested that Kaman modify the

Seasprite landing on deck.

Photo courtesy of U.S. Naval Air Museum

were mounted to both sides of the fuselage to mount either fuel tanks, 19 shot 2.75 inch LAU -3A/A rocket pods or a combination of both. The wings had the added benefit of offloading the rotors a high speeds and improving upon the already exceptional stability the aircraft provided. Lastly, an M-60 machine gun was installed in “The Navy was also worried that if Bell did get all of the the doorarmed services helicopter contracts, then that would mean all way for a helicopters would come from one manufacturer, in one state. If third crewanything happened, such as a natural disaster, accident or even man to opsabotage, all of the armed forces would suffer.” erate. W h e n the UH-2A was evaluated on Oct. H-2 for the same duty. With the H-2’s 1963, the U.S. Army decision makers inherent stability, greater range and fastwere skeptical. What could Kaman Airer speed, it would sure catch the attencraft, a small company that specialized tion of the Army. in shipboard rescue and utility helicopAnd indeed it did. Within one month of the suggestion, ters, offer that Bell, Boeing-Vertol and the Navy arranged a loan of two air- Sikorsky could not? Much to their surprise, the Army Aviframes for modification and evaluation ation Test Board was duly impressed. and these modified H-2A’s became the The UH-2A was a helicopter that in formidable purpose built gunships. many ways was exactly what the Army Kaman’s engineers replaced the wanted and needed. Test pilots constandard H-2 nose with a new streamfirmed stability in all regimes of flight lined design accommodate a dual twin and accurate weapons fire from both 7.62mm M6 machine gun turret system rockets and machine guns. Sea level that was linked to a pantograph sight. and high-altitude tests were conducted Both turrets could fire in unison or be operated independently by either pilot. at Fort Rucker, Ala., and Pikes Peak, Armor plating was added to the cockpit, Colo., respectively, with no detriment to performance in either environment. engine and transmission. The only concerns regarding the UHIn addition, 4 foot 9 inch stub wings

Rotor Review #137 Summer ‘17

2A were the fact that the side windows were not made of bullet proof glass, the instrumentation lighting was not equipped for night flying and the support rods on the wing structures created unnecessary drag. These were minor problems that were addressed quickly by Kaman’s engineering team. Having impressed the Army’s Aviation Test Board, it was decided that in order to discover if the UH-2A was in fact what the Army wanted then it would have to stand on its own in an official fly-off. In November that same year, the Army conducted the interim AAFSS competition which would ultimately decide what helicopter would fulfill the role of the combat escort and close air support, until the winner of the AAFSS program became operational. Now given the designation of “Tomahawk”, the UH-2A gunship was to be measured against the Bell Model 209, Boeing-Vertol’s ACH-47A, Piasecki’s Model 16H-1A and a modified Sikorsky S-61 in a fly-off at Edwards Air Force Base. The ACH-47A, although in actual combat evaluation trials in Vietnam, was eliminated early from the competition due to its checkered performance in terms of accidents battle damage. Piasecki’s advanced 16H-1A, unique due to its ducted pusher tail fan, was also excused because it was considered an untried technology, regardless of the potential advantages it may have had to offer. Bell, Kaman and Sikorsky were the final contestants in a battle to lay claim to the title of interim gunship. The Army needed something that was ready to go – an off-the-shelf solution that could be put on the battlefield no later than a year after a winner was announced. Bell’s design, a tandem seat, slim fuselage creation, had stub wings with two hard points each for a variety of armament, a chin mounted mini-gun turret and utilized the engine and transmission of the UH-1 which would have the added benefit of maintaining the supply lines that were already in place. Little is known about the exact configuration flown by the Sikorsky S-61

contender but it is stated that despite its size, it put on an impressive performance, with surprising maneuverability and accurate weapons fire. After a rigorous series of tests, the U.S. Army still preferred the UH-2A Tomahawk and within a few days of the contest it was declared the winner. Congress approved the purchase of 220 airframes. For Kaman and the Navy, their gamble had paid off. Kaman had earned the reUH-2A Tomahawk. spect of the U.S. Army and Photo courtesy the U.S. Army Aviation Museum gained a much needed contract. The Navy would be allowed to retain its stable of mission pected to carry additional weapons and specific helicopters and the Army would armor plating with the same engine? have a second supplier for its expanding There was also an argument that the rotorcraft needs. Tomahawk would not have been able to But just five days later, President John perform well in the hot, humid environF. Kennedy was assassinated. ment of Southeast Asia. In the political turmoil that followed, In response, these same arguments the interim AAFSS contract was revoked could have been applied to the UHfrom Kaman and re-awarded to Bell 1B/C model Hueys, and yet they were Helicopter, which would go on to mod- not as fast, nor did they have the range ify and further improve the Model 209 of the Seasprite. Also, the Tomahawk prototype to become the now legendary was based on a naval requirement so AH-1 Cobra series of attack gunships. humid/wet conditions were normal. While the decision to re-award the In addition, the problems regarding contract to Bell was no doubt politically its limited power under load and short motivated, there were also considerable range must be attributed to the fact logistical and practical issues to consider. that the Seasprite was designed to be a Bell, Boeing-Vertol and Sikorsky fac- plane guard â&#x20AC;&#x201C; to travel between ships of tories were working double if not triple a fleet and rescue down aircrewmen who shifts just to keep up with the demands crashed close to the carrier. It was not of the U.S. Army for the Vietnam War. designed for long range ship-to-shore There was concern that Kaman, a overland rescue. Reborn as the Tomamuch smaller company, would not be hawk, the limitations of range would beable to scale up its operation sufficiently come moot since the helicopter would in time to meet the demand. be operating from a land-based forward Furthermore, the logistical train for operating base (FOB). It would not be Bell was already in place and to have picking up troops or casualties to add to to replace it and retrain maintenance the weight on return to base. Operating crews, would have added further time to solely as a gunship, weight would be less the Tomahawk adoption. of a problem as it expended rockets and As for performance critiques, many ammunition to suppress enemy combatnaysayers point out that even though ants. the Tomahawk was a strong contender, The two airframes that the Navy for most of its operational life within the loaned to Kaman for the Tomahawk Navy ranks, the Seasprite on which it prototypes were eventually returned to was based was underpowered by its sin- the Navy that same year, putting an end gle turbine engine. How could it be ex- to the promise of the UH-2A. 69

So, if world events and politics had taken a different course back in 1963, would the Tomahawk have earned a record as lengthy and impressive as the AH-1 Cobra? The past canâ&#x20AC;&#x2122;t be changed any more than the future can be predicted. More than likely the Tomahawk, after some early teething problems would have excelled in its mission and made a name for itself in the annals of warfare. An interesting final note regarding the Tomahawk reflects the game changing innovative design that Bell Helicopter had utilized for its Model 209. Kaman had plans to further improve the UH-2A if production had proceeded as intended. This future Tomahawk would have been a complete redesign, with tandem seating, fixed wing-mounted rocket launchers at the ends of fuselage-mounted stub wings that would incorporate retractable landing gear, and additional propellers mounted externally of the engine/transmission housing to increase speed. Testimony to the fact that even though Kaman had earned an ill-fated victory with the UH-2A, their engineers realized how much more effective the design of the Model 209 was for its intended role. Although it was denied its place on the field of battle, Kamanâ&#x20AC;&#x2122;s UH-2A Tomahawk does not deserve to be erased from history. Created in response to a seemingly shortsighted political doctrine for weapon system commonality, proving itself to its greatest skeptic and formidable competitors, it was ultimately forgotten because the death of an American president. Tomahawk: An Army gunship, with a Navy pedigree. ABOUT THE AUTHOR: C. Sundiata Cowels, CTS is an award-winning videomaker, certified technology specialist, and an American Helicopter Society International member. He is currently in production on a self-produced documentary about the UH-2A Tomahawk.]

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The Mail Buoy

Article by LCDR Tom Phillips, USN (Ret)

ummer of 1973. Problem: the Navy is assigned a classified and discreet mission requiring aircraft in the far reaches of the South Pacific. Too discreet for carrier aircraft to be involved in, since the area of interest was off the beaten path of deploying aircraft carriers, and the world watches the wanderings of aircraft carriers. Also too remote for fixed wing to perform the mission, discreet runways in that section of the Pacific being non-existent, and mission length being beyond the practical capabilities of Air Force tanking. Solution? In an admirable example of jointness back when joint operations were just done without it being a big deal (when public affairs officers didn’t salivate every time two different uniforms were observed in the same room together), the Navy would embark a detachment of H-3s aboard an ARMY ship, some kind of ancient auxiliary, whose function in the Army was unclear, but which featured helicopter pads fore and aft. It was manned by a civilian crew. The Navy provided the Rotor Review #137 Summer ‘17

helicopters because the Army didn’t have instrument-certified helicopters with the range necessary to discreetly do the job. The old rust bucket (hereafter referred to as Rust Bucket) was so far down in the U.S. order of battle that its absence from its normal duties would escape the attention of Soviets, allies, Greenpeace, the Press, or anyone else. It was nondescript enough not to draw attention to itself in transit, and would provide a discreet base for the embarked H-3s to do their thing. So HS-6 secretly (meaning that everybody at Naval Air Station (NAS) Imperial Beach knew about it except the illegal aliens streaming across the runway every night) embarked in Rust Bucket for an Emissions Control (EMCON) transit to the sunny South Pacific. No radio transmissions and no mail during transit until they returned from their little secret expedition. It would be a long, slow trip, avoiding the shipping lanes. Lots of solitary, lonely, time at sea. ENS Jack Thompson, nugget Redskin and nugget husband as well, was loudest among the many who expressed indignity at the scheduled lengthy absence of mail. His sad countenance and cries of lament in anticipation of his first separation from his bride, Paula, aggravated by the prolonged absence of mail, came to the attention of some of the more senior “Raunchy Redskins”, who would be stoically sharing the same deprivation as Jack, with a bit more resigned acceptance than him, if not less heartache. Imagine Jack’s delight the next day when he found a message on the squadron message board announcing Operation Hercules, a mail buoy drop for Helicopter Antisubmarine Squadron (HS) 6. The message, in the most official and technical of navalese, detailed how a long-range aircraft would deploy a mail buoy in the path of the Rust Bucket. It chronicled latitude and longitude locations of the drop, identification features and operation of the mail buoy, The drop would be made far enough away from the ship to preserve the covert nature of her transit, hence the requirement for a submerged buoy which would be caused 70

to surface by a voice radio signal when the ship arrived in the area, so no one else would stumble on the mail buoy by accident while the ship was closing the area. (“Ahoy, the buoy!” was the activating phrase according to the message... really. Well it WAS written overnight!) Frequencies and procedures to be used for activating the mail buoy dye marker and light beacon (to aid in visual location in the vastness of the sea), were carefully detailed. (One couldn’t be too careful when security was involved could one, eh Jack?) Unfortunately for posterity, a copy of this historic message has not survived for examination, for it was a thing of beauty as far as apparent authenticity was concerned. So much so, that many Redskins were taken in by the ruse in addition to Jack, the primary target. All officers and enlisted men were eagerly anticipating Operation Hercules, both those eagerly awaiting the mail and those who had already seen a mail buoy. The message explained how the wives, sworn to secrecy, were informed of this one-time, one-way opportunity to communicate with their husbands. Wives only, of course, no junk mail, no bills. There was mention in the message of the possibility of an abort, should undesirable elements somehow tumble to the plan. To allow flexibility and a chance to reschedule should there be some type of delay, a window of several hours was established within which the delivering aircraft would select the opportune time when the coast was clear to deploy the buoy. If no radio broadcast of “Operation Hercules, Operation Hercules” was copied during the appointed communications window, it was critical that HS-6 refrain from an unauthorized breaking of the strict EMCON, futilely trying to call up a buoy which had not been deployed,

HISTORY and risk radio interception by those who wished harm to the United States (not an exact quote). Recall that there was a real EMCON for this real mission. A radio watch would have to be set to monitor the assigned frequency to receive the blind broadcast from the airplane that Operation Hercules had been executed according to plan. It seems the radiomen of the Rust Bucket did not have enough radios to monitor this radio frequency and also monitor all the other radio frequencies required by the Operation Order for actual mission. It would be necessary for HS-6 personnel to be equipped with a specially modified PRC-90 survival radio in order to monitor for the critical code transmission from the delivery aircraft. Squadron Commanding Officer (CO), John Daly, directed that this be done. It was agreed that, in order to have the best all around reception, unimpeded by deckhouses and masts and other nautical things festooning Rust Bucket, the radio watch would have to be posted on the forward flight deck, which provided the best field of reception ahead, from the direction of the expected transmission. The Operations Officer assigned ENS Jack Thompson to come up with a watch bill. Jack, desperately wanting to be a key player and all around hero in the proper execution of Operation Hercules, immediately began studying the problem of just how he could be sure to be THE ONE who would activate the mail buoy. It was all a matter of timing involving Jack’s best guess of the time of the communications window, clearly a function of the progress of Rust Bucket along track. So Jack went to the bridge to check the progress of the ship, and to determine the proper time. Venturing onto the bridge and into the realm of the civilian Master of U.S. Army Ship Rust Bucket, a Captain Ahab type ancient mariner if there ever was one, Jack got the help of the quartermaster of the watch to plot the coordinates of Operation Hercules and compare them with the track of the ship. Gasp! These coordinates, (having been researched by the conspirators from a National Geographic without benefit of the actual track of Rust Bucket), did not lie on the

track! They were at least a hundred miles off! Jack discussed this catastrophe with the quartermaster, who, to Jack’s surprise, had no idea what Jack was talking about. This incompetence would not do! It must be brought to the attention of the Master at once! Perhaps this mere quartermaster was not privy to the details of Operation Hercules. So Jack marched up to the serene Master who was quietly drawing on his Meerschaum and surveying his domain with content. He, of course, had noticed this young pup in khakis who had been over in the corner by the chart table in ernest conversation with his quartermaster, and had

was welcomed by a quartermaster, and waved onto the bridge by the Master. He suspiciously approached the chart table. On the table was a chart which showed an altered course and speed which would bring Rust Bucket to the appointed place at the appointed time. All in order. The Master came over, put his arm around Jack, (to the consternation of the bridge watch), and explained that the previous evening had all been a misunderstanding, which had been cleared up by CDR Daly. He was welcome to the bridge as long as he called ahead to make sure that the bridge watch was not too busy to receive him (and to give them time to switch to

“After about 30 seconds of increasing hysterics from this noisy child, the Master had Jack forcibly removed from his bridge, advising him never to come onto his bridge again without permission.”

tolerantly dismissed him as being of no consequence. Mistake. Jack tried to explain the problem to the Master, but got uncomprehending frowns in return. When the Master tried to dismiss the whole thing as not within his purview, Jack got upset, agitated, and vocal. After about 30 seconds of increasing hysterics from this noisy child, the Master had Jack forcibly removed from his bridge, advising him never to come onto his bridge again without permission. Jack, thoroughly cowed by the wrath of the Master, but at the same time outraged at the bums rush given him by the boatswains mate of the watch (an able seaman, QUITE able to remove Jack from the bridge without his feet touching the deck again), stalked off to go find his CO, CDR Daly. The Master, considering the mystery just played out for him, decided to call CDR Daly. The phone call beat the Ensign. Daly assured the Master that he would explain all shortly, thanked him for the heads up, and was ready for Jack, upon his arrival. He calmed the Ensign, promised to clear things up, and sent him to his room to get ready for dinner. Next morning, a self-important Jack returned to the bridge at the direction of CDR Daly, who had assigned him to keep an eye on the track of Rust Bucket. He leaned through the hatch, and 71

the specially prepared chart, kept just for him). From that time on, Rust Bucket tracked unerringly to the rendezvous point with incredible precision under the watchful eye of ENS Jack Thompson, representative of CDR John Daly. That small matter taken care of, Jack proceeded to write the watch bill. It was published by the Operations Officer with some minor modification as a senior watch officer is wont to do. Jack was horrified. He had written the watch bill to place himself in the position of most likely honor. How could the Ops Officer have changed it? Ops protested innocence of any hostile intent. He had not known that Jack’s position on the draft watch bill was so important (butter wouldn’t have melted in his mouth during this Oscar winning performance in front of an admiring group of his peers. There was not a dry eye in the place). No, he could not switch the watches around now that it was published over the skipper’s signature, but Jack could, as always, make his own arrangements with the other watch standers. The officer who had “the watch” was reluctant to switch. Negotiations and jockeying for position on the watch bill began in ernest and lasted for days. Quantities of money changed hands.

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the mail buoy 282.8 MHz which, Jack was assured, had already be on been changed to the Operation Hercules the ship? Just monitor frequency. Of course, it had exactly what is not been changed, they had only told the going on here? watch that it had been changed. Neither, He had already significantly, had the other frequency of been down to the PRC-90, international Military Air supply in search Distress, UHF 243.0 Mhz, commonly of rotor wash called Guard, and also known in the a n d r e l a t i v e Navy as Air Force Common). All that bearing grease, was missing from the traditional mail and was begin- buoy watch regalia, was the boat hook; ning to get a lit- the flight deck being much too high for tle suspicious of that piece of equipment to be plausible. Behind Jack, in a stateroom with open the good intentions of some portholes facing the flight deck, were of the senior assembled the conspirators, smugly conofficers in their gratulating themselves on having kept the little tasks they mail buoy ruse going for so long, despite had for him several opportunities to compromise the t o p e r f o r m . secret, not least of which had been the Something was bridge incident with the Master of Rust SH-3H Sea King with MAD Bucket, and the incident down in the fishy here. One of the metalsmith shop with the red, white, petty officers and blue certified replica of a real mail Meanwhile, some of the more salty looked him in the eye and said, with a buoy. They were listening on their own PRC-90’s. sea dogs were lending their expertise and complete matter-of-fact tone: The exact facts surrounding the events “It’s a replica of the mail buoy that the talent to the continuation of the plot. Down in the airframes shop, a couple of Skipper is having us make for recognition which follow are still not known. Like wheels (first class tin benders) were busy training Mr. Thompson.” The other petty the “shot heard round the world,” which building a mail buoy. It was designed to officer eyed Jack carefully while desper- fomented the battles of Lexington and float, had an antenna, and was painted ately trying to come up with something Concord and launched the American red, white, and blue. There was a vague to add which might help to sell the story. Revolution, no one knows just who plan to use it for an, as yet undefined, If ENS Thompson didn’t buy it, they keyed the radio on 282.8 that fateful day. finale of the running mail buoy fraud, were both going to regret their lax secu- But someone did. Two clicks of squelch which was beginning to take on its own rity when the Chief life, there not being much else to do on found out about it. “Jack was shaking the PRC-90 in the time honored “Good idea men. the transit. Security for the metalsmith’s method of troubleshooting hand-held military project was more lax than it should have Nice work. Looks equipment the world over.” been. In walked ENS Thompson, their authentic all right... branch officer, unannounced and without well carry on.” He turned and left. The “men” got right on break, hiss.. hiss.. warning. Jack tensed. He turned to block the “What’s this, men?” (Jack always called the phone and filled the Skipper in on the the troops “men”. He could have called incident. By the time Jack wandered into wind across the deck and pressed the these two “Uncle”, and the age difference the ready room, recognition training had PRC-90 against his ear. Was there a would have made it plausible. He also been added to the Plan of the Day for the radio transmission there? Had he missed it? Oh God! He didn’t hear the words. tried to lower his voice an octave when next day. It was a big success. Came the day. ENS Jack Thompson Seconds passed. Nothing more. addressing the men.) The conspirators were choking with The “men” jumped up in surprise, was on the forward flight deck wearing caught red-handed. Jack’s eyes narrowed a Kapok life jacket, with lookout binoc- suppressed laughter, trying not to make in suspicion. This looked like a mail ulars around his neck. Sound powered noise. Tears flowed. Jack was shaking buoy, or at least Jack imagined that a phones, rigged to connect to the ready the PRC-90 in the time honored method mail buoy might look like this, for he had room, were perched on his head covering of troubleshooting hand-held military never seen one. Red, white, and blue. He one ear, a PRC-90 survival radio held at equipment the world over. Back to his wouldn’t have thought it would be red, the other (set to the international Search ear... still nothing to be heard (not even white, and blue, but it seemed to fit, now and Rescue frequency position, UHF the muffled laughter from behind). His that he thought about it. But, how could Rotor Review #137 Summer ‘17

HISTORY mind raced through the possibilities. If it WAS the signal and he missed it, no one would get their mail, including HIS mail from his beloved Paula. They would kill him. Keel hauling was a distinct possibility, and not unjustified. Could the mail buoy ever be recovered? Would he lose his mail forever? He could not let this happen. He was in a situation not covered by standing instructions; he was on his own with no time to call the senior watch officer, the CO, or any other higher authority who could tell him what to do! He must act. Jack keyed the radio: “Station calling, repeat your message... I say again, station calling, repeat your message, over.” That should be generic enough to be safe, he thought. He listened intently. Nothing (not even the slightly elevated choking and snuffling from behind him). Oh dear lord, what to do? The plane could be flying out of range! The conspirators nearest the portholes saw him fiddling with the radio. What was he doing? Not sure. Volume? No... he was switching to... “This is Indian Gal on Guard, Is this Operation Hercules? Is this Operation Hercules? If so, acknowledge on Guard. Standing by for commencement of Operation Hercules, over.” Holy cow! (I think it was the word “cow” that was used) What have we done? Bodies flew out the door of the

stateroom and down the passageway which led to the flight deck. “Jack! Jack! What the heck are you doing? Get off the air! Cease transmitting! Knock it off!” came the cries from the porthole. Jack spun around in confusion. Unfazed by several faces at the porthole, or officers bursting out of the hatch to the flight deck and running for him. They didn’t understand the gravity of the situation. “But Operation Hercules, I think it’s happening! We’ve got to get confirmation before he flies out of range.” Jack was quickly disarmed. The conspirators had forgotten one of the basic “Laws of the Navy”, in their little scheme. There is nothing quite as dangerous as an Ensign with a clipboard, or with a radio. As the poem goes about the “Laws of the Navy”, unwritten and varied they be, he who is wise would observe them, going down in ships to the sea. The violation of total radio silence by HS-6, secretly embarked on the U.S. Army Ship Rust Bucket, was apparently not noticed by World Communism, or anyone else, except perhaps a solitary albatross following the ship. The secret mission proceeded without further incident to the greater (classified) glory of the Indians of HS-6. No mail buoy was recovered.

The reputations of the several Ensigns taken in by the mail buoy scheme were undamaged of course, for an Ensign is, by definition, without reputation and, furthermore, not responsible for his actions. He is, after all, only an Ensign, the responsibility of officers and chief petty officers, and all others senior to him (which, unofficially, includes almost everyone), a blank slate upon which those in responsibility write with care, until, one day, the miraculous transformation to Lieutenant Junior Grade takes place, as it inevitably does, given the Ensign can fog a mirror at the appointed time. (It is a little known fact that promotions to LT(jg) are approved by BuMed, not by BuPers). The Ensigns went on to further honorable service, moving up the ladder to wisdom and seniority. Two have since had command. So write with care upon the blank slate. Be a little more careful than the conspirators in this true story (keep Ensigns away from radios unsupervised). Teach them well the traditions of the service, and remember the Laws of the Navy, and while you’re at it, don’t fail to teach them about mail buoys, sea bats, rotor wash, relative bearing grease, the golden rivet, and how to jump start a helicopter if you misplace the keys. It is your solemn duty.

Interested in having a reunion?

We can help. Contact NHA’s Retired and Reunion Manager, Mike Brattland; (619) 435-7139 or email retiredreunionmgr@navalhelicopterassn.org 73

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USS San Diego (LPD 22)

USS Nimitz (CVN 68)

Change of Command

CAPT Kevin Lenox,USN relieved CAPT John Clinton Ring USN on Jan. 12, 2017

HX-21 BLACKJACK

HSC-2 FLEET ANGELS

CAPT Peter Collins, USN relieved CAPT Carl Meuser, USN on Feb. 2, 2017

HSM-49 SCORPIONS

CDR Christopher W. Gavin, USN relieved Lt Col. Richard E. Marigliano, USMC on June 23, 2017 CDR Joseph Torian, USN relieved CAPT Ryan Keys, USN on June 23, 2017

HSM-79 GRIFFINS

CDR Joe Davidson, USN relieved CDR Marcos Cantu, USN July 14, 2017

Rotor Review #137 Summer â&#x20AC;&#x2DC;17

CDR David J. Wilson, Jr., USN relieved CDR Robert B. Kimnach, USN July 13, 2017

CHIEF OF NAVAL AIR TRAINING

HSM-46 GRANDMASTERS

HSM-41 SEAHAWKS RADM James Bynum, USN relieved RADM Dell Bull, USN June 23, 2017

HSC-11 DRAGONSLAYERS

CDR Michael Oâ&#x20AC;&#x2122;Neill, USN relieved CDR Chris Richard, USN May 4, 2017

HSC-8 EIGHTBALLERS

CDR Bannon Bickel, USN relieved CDR Christopher Herr, USN June 8, 2017

CDR Jeffery McGrady, USN relieved CDR Stephen Merritt, USN June 22, 2017

CDR Jeremy Clark, USN relieved CDR Kelly Middleton, USN May 25, 2017

HSC-21 BLACK JACKS

CDR Nicolas B. Leclerc, USN relieved CDR Roy M. Zaletski, USN on July 6, 2017

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RADIO CHECK

“In your opinion, what makes a good pilot? Crew Chief?”” From Bill “Red Dogg” Moss AFCM (NAC/AW), USN (Ret.) In the SAR environment there are several traits that make a good pilot and a good crew chief: the HAC must have the ability and cognizance to recognize that NATOPS is a guide and no replacement for common sense. Though performing within the guidelines as directed by NATOPS he must have the ability to understand that “flying up and sticking our noses in it” to have a look around and see what parameters are best suited for the evolution will dictate that evolution and each evolution will be different with a different set of procedures. He and he alone has the final say as to what procedures will be utilized and he is responible for the safety of the entire crew. As long as he recognizes that fact the entire crew will follow him without question. The crew chief must also recognize that NATOPS is a guide and no replacement for common sense. With this in mind it is up to the crew chief to think “outside the box” and sometimes be creative in the methods utilized for each specific SAR evolution. We have lost pilots because of crew chiefs strict adherence to NATOPS. The crew chiefs responsibility is not only to the pilot but he is also charged with the safe deployment of his number one asset, the SAR swimmer. Once the swimmer is in the water the entire crew is responsible, not only for the survivor, but the swimmer’s safety. Constant vigilance is required of the crew chief. His verbal commands to the pilot and observance of all things swimmer are the only things needed once the swimmer is deployed. The great crew chief knows all this and performs at his highest levels when the swimmer is deployed. The great pilot knows this and allows the crew chief to perform at that level with little or no input until completion of the SAR. So Others May Live....

From Larry Carello: After 43 years in aviation - 20 in the military and 31 with an airline - the answer is simple: Experience. “There are bold pilots and there are old pilots. But there aren’t any old, bold pilots.” From Jim Ellington: Looking back over a career among hundreds of pilots, the obvious answer is to possess “A big wrist watch and a little @#$%_” Unfortunately, only half of this applied to me. Another important trait was the ability to “rise with the eagles after a night of hooting with the owls.” To be brutally honest, this became more difficult and challenging as my career matured. Also it was critically important to be able to do a night HIFR and chew gum at the same time while humming the theme song from The High and Mighty. Took me years to be able to do this. Back in the day when “men were men and sheep were scared,” it was commonly acknowledged that good pilots were able “to fog a mirror that was placed immediately beneath their nose.” I always had trouble with this one as well although I still considered myself a good pilot....Oh hell, why hold back... The BEST pilot! To wrap this up, the best pilots I ever knew, myself included of course, always had a steely eye, a fearless demeanor and a magnificent mustache. I’m not sure this would hold true for the women aviators today but maybe so. A good crew chief... I don’t think I ever flew with a bad one. Always super competent, amazingly eager to go down the hoist into a high sea state at night when need be, partners in a risky business to say the least and proud members of highly functioning team. Brothers in arms. I had the greatest respect for them all. My wife functions now as my crew chief when I’m behind the wheel of my Prius and it’s just not the same. From Howell Purvis: I believe it starts with having very good instructors. One who teaches without yelling and screaming at the student. I was fortunate to have two outstanding instructors. The first taught me the technique of flying before you are cut loose on the first solo flight. Then the next instructor taught the more complex movements of flying. Both of my instructors were calm and collected, no shouting and cursing, which helps a student to remain calm and then you can learn much faster and take that with you in your next assignment. The second thing I believe is to fly as much as you can and practice those things you learned from the helicopter training. Experience then is the best teacher. Many hours and practice makes for a good pilot. Read and learn as much as you can about the helicopter you are flying.

Rotor Review #137 Summer ‘17

From Don Bachali (173rd Airborne Brigade): I am a former Army helicopter pilot and a Vietnam veteran so I was hoping that maybe some past history of pilot and crew chief associations might be welcomed by the Navy personnel. As a young Lt. just out of flight school and assigned to an Airborne unit in Okinawa, I had my first encounter with crew chiefs. As an officer I never put myself above the enlisted rank as we were all in this together. During this tour I saw the difference between the crew chiefs that really cared about their responsibilities of the helicopter and those that did just enough to get by. One of the E-5 crew chiefs that stood out among the others became a good friend and I would talk to him about the duties of maintaining the helicopter and what his personal thoughts were about his responsibility to the pilots that flew his machine. We could really relate to each other and he also kept my rank in mind when others were around. However, when we by ourselves, it was a one-on-one teaching each other what we had learned. Over time, when he would complete a maintenance inspection and it had to be test flown, I would have him accompany me on the flight. In those early days of the 60s, it was a common procedure to have the crew chief go with the test pilot after a maintenance inspection. If they didn’t go, then I didn’t fly the ship. Plain and simple. On a test flight with my E-5 crew chief, we would go through the procedures and determine that the helicopter was flyable. At the end of the test flight, I would go to the grassy area near the side of the main runway and give him flight instructions on how to hover the aircraft. He became pretty efficient during those test flights and before long it was time for him to return to the states. Fast forward, our unit went to Vietnam after his departure and upon my return to the states, I was assigned as an instructor at the U.S. Army Aviation school in Ft. Rucker, Alabama. After putting about 3 classes through, the 4th class enters and Sweet Jesus who do you think is in that class. My friend the E-5 has received a direct commission and is now a Lt. and proudly walks in and it is handshakes and hugs. I had never been so proud of an individual as I was of him on that given day. To this day we have stayed in touch and he is now a retired Lt. Colonel living in South Carolina. So to reiterate what makes a good pilot or crew chief, in my opinion, is the willingness to keep learning about your machine and the people that maintain it. It doesn’t take long to identify the ones that know what they are talking about and the blowhard that wants everyone’s attention to hear what he has to say. I learned more about that machine from the E-5 than I did from the instructor in flight school. I belong to NHA and the VHPA (Vietnam Helicopter Pilots Association) so I can understand what and how the Navy is utilizing their machines. Thank you for letting this old fart share him story and fond memory of a learning cycle between a pilot and a crew chief. From RADM Gary R. Jones, USN (Ret.): I’ll try and answer the question “…what makes a good pilot…” by citing a cliché (or at least a close paraphrase) I remember from a Naval Safety Center Poster: The superior pilot is the one who exercises superior judgment in avoiding those situations requiring superior skills. The underpinning of what makes a good pilot in my mind starts with being a professional on the ground before ever sitting in the cockpit. Being a good pilot requires professionalism on the ground as well as in the air. A comprehensive understanding of your aircraft, to include capabilities and limitations, and its role in mission execution form the foundation of being a good pilot. Add to that sound judgment, and you have the potential of becoming a good pilot. Professionalism and sound judgment. Add experience, and a willingness for candid self-critique and honest learning from experiences, both good and not so good… and you have the potential to become an even better pilot. Good pilots make mistakes, but those who learn the right lessons from their mistakes, have the potential of becoming an even better pilot. Similar to that Safety Center cliché I saw years ago, a good pilot is thus one who will consistently use good judgement to professionally execute the mission within the limits of their skills, experience, as well as the limitations of their aircraft. Finally, a professional never stops learning. From Jeff Berger: The ability effectively listen and act as crew. From Randall Biggs: The USAF makes good pilots. The Navy makes Naval Aviators. From Richard “Shush” Vtipil: “A superior pilot uses his superior judgement to avoid using his superior skills.” -Unknown A good pilot is always ahead of his aircraft and the weather. Whether or not he can avoid that weather or not, he is thinking ahead of those things and is coming up with plans “in case...” Even better, he has his crew thinking about those things and also coming up with solutions.

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From Michael Middleton: A good USN pilot is one who always listens to his Crew Chief! A good USN Crew Chief is one who always tells his pilot what he may not want to hear. From SCPO Ralph Deyo, USN (Ret.): What makes a good Crew Chief, a leader of course. One who knows his aircraft inside and out, one who knows how to take care of his crew, one who is the last one to leave the aircraft and the first one to arrive and one who anticipates both the crew needs and the aircraft needs. It was my philosophy from the time I started flying in P-2V’s, then to P-3’s, in to SH-2F’s and finally into the SH-60B. It served me well in those aircraft and into retirement and a successful second career as a security manager. The bottom line is that you take care of your people and they will take care of you. The key is leadership, not management and that is what is needed to make a good Crew Chief. From CAPT Vann Goodloe, USN (Ret.): Never too old to learn & never too young to try. From Ash Preston: Humility. From RADM P.F. Duffy, USN (Ret.): Great aviators (not pilots) have great eyes and wonderful spatial orientation. But above all else we have great hand to eye coordination. And a fearless commitment to the mission helps a whole bunch. From Johnathan Thornton: Being a truly good pilot is a multifaceted skill, consisting of airmanship, knowledge and judgment. Aeronautical knowledge is probably the simplest of these tasks, either there is a required commitment to study, learn, observe, listen and memorize or there is not.

Next Issue: “As professionals, what does work/life balance mean to you?” Submit answers to: caleb.levee@navy.mil or post to NHA’s Facebook page.

introducing Rotor Review’s Newest Department: PULLING CHOCKS! NHA wants to hear from you! If you are leaving the Naval Service... Please send us an email at pullingchocks@navalhelicopterassn.org. We will publish it in “Pulling Chocks” section of the NHA Rotor Review Magazine. Pictures you want to share are welcome and encouraged. Are you transitioning to civilian life? Be sure to check out NHA’s Transition Assistance section of the NHA website.

Military Sealift Command civil service mariners remove chocks and chains from an MH-60S Sea Hawk, from Helicopter Sea Combat Squadron (HSC) 28, Detachment 1, aboard USS Mount Whitney (LCC 20). U.S. Navy Photo by Mass Communication Specialist Seaman Alyssa Weeks

Rotor Review #137 Summer ‘17

he Naval Helicopter Association Historical Society (NHAHS) is currently supporting the USS Iowa (BB-61) Museum berthed in San Pedro, Calif., by donating to the restoration project of a Korean vintage HUP helicopter. NHAHS has also gotten involved with the overall aviation restoration project on the ship by providing RADM Mike Shatynski, USNR (Ret.) with contacts throughout the NHA organization that have served on aviation support units assigned to USS Iowa or have similar experience/expertise with embarked aviation units to include unmanned aerial vehicles (UAV) on other battleships. On Friday, June 23, 2017, CAPT Bill Personius, USN (Ret.), Mr. Joe Peluso, and CDR Joe Skrzypek, USN (Ret.) made a trip to San Pedro for an advanced viewing of the newly refurbished HUP aircraft. There was an advanced screening of the aircraft and these three NHAHS members Restored HUP aboard USS Iowa (BB-61) took full advantage of the opportunity of the viewing and spent a very nice evening on board the Iowa flight deck speaking to both the curators of the museum and those that completed the restoration. The aircraft is in perfect shape. We hope that NHAHS will continue to be able to support this worthwhile project with both technical, material, and monetary support. We look forward to future dealings with the USS Iowa Museum and wish them the best of luck telling the aviation story on board the battleship. For those of you have never visited a battleship… I highly recommend touring the USS Iowa, as the ship is in great shape and something everyone should experience. Take a virtual tour at http://www.pacificbattleship.com/.

REGION 6

n Friday, April 28, 2017, NHA Region 6 hosted their annual golf tournament to benefit both NHA and the LT Christian Hescock Scholarship Fund. The tournament took place at Palm Tree Golf Course in Andersen Air Force Base, Guam, with 72 golfers joining in for a great round and an afternoon of camaraderie. Commodore Ben Reynolds (HSCWP) as well as CAPT Hans Sholley (Naval Base Guam commanding officer) were able to play and support the event.

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AROUND THE REGIONS

REGION 1

Command Updates

HSM-74 Command Master Chief Earns Prestigious Award Article by LTJG Robert Veech, USN

MDCM (AW/SW/IW/NAC) Cynthia Baker, Command Master Chief of Helicopter Maritime Strike Squadron (HSM) 74 is the recipient of the Master Chief Anna Der-Vartanian Leadership Award for superior leadership. CMDCM Baker is recognized for her accomplishments leading Carrier Air Wing (CVW) 3’s largest squadron of 222 Sailors and 27 chief petty officers while embarked on board USS Dwight D. Eisenhower (CVN 69). During the Eisenhower’s first deployment with an MH-60R squadron, her command manned three combat elements on disaggregated Carrier Strike Group (CSG) 10 Cruiser-Destroyer (CRUDES) ships, successfully executing the Navy’s inaugural optimized Fleet response plan. Her previous commands include Fighter

CMDCM Baker is recognized for her accomplishments

Squadron (VF) 101; VF-32; Center for Naval Aviation Technical Training Unit (CNATTU) Oceana, Va.; Patrol Squadron (VP) 30; VP-47; VP-10; VP-16; and USS Carl Vinson (CVN-70). She has also deployed aboard USS Theodore Roosevelt (CVN-71) and USS Enterprise (CVN-65). Along with her unwavering commitment to her commands, Baker has exhibited exceptional performance and work ethic to her personnel and chain of command. The command climate and environment of equal opportunity developed under her leadership has shown to be integral to the continued success of the various commands with which she has served. “I am both humbled and honored to receive this award and didn’t even realize my command submitted me for this award,” said Baker. “I truly work with some of the finest Sailors in the Navy and I am proud of all our squadron has accomplished.” The Master Chief Anna Der-Vartanian Leadership Award was created to honor the achievements of its namesake and her contributions to the United States Naval service. Der-Vartanian was the first female in U.S. Armed Forces history to achieve the highest enlisted rank of Master Chief Petty Officer (E-9). This award serves to recognize a naval service member’s inspirational leadership promoting a positive working environment through intrusive deck plate leadership, while fortifying and continuing the successful integration of women into the Navy. Each year, this illustrious award is presented to the winner at the Joint Women’s Leadership Symposium. Each nominee’s portfolio is graded on the criteria of professional accomplishments, character, leadership, and community involvement that foster a positive command climate for equal opportunity. They are developed leaders who have shown exceptional direction over the span of their career and have continuously endured adversity encountered during their service.

Rotor Review #137 Summer ‘17

COMMAND UPDATES

Sailors, Soldier Awarded for MEDEVAC Efforts By Mass Communication Specialist 3rd Class Lucas Hans,USN USS Lake Erie (CG 70) Public Affairs

ix Sailors and one Soldier stood proud on the flight deck of the Ticonderoga-class guided-missile cruiser USS Lake Erie (CG 70), May 18, as they were presented Army Achievement Medals for their efforts during a medical evacuation (MEDEVAC) at sea. CAPT Darren McPherson, Lake Erie’s Commanding Officer, and Army Col. Dennis H. Levesque, Chief of Staff, 8th Theater Sustainment Command, presented the medals. “We didn’t know we’d be receiving those medals,” said Hospital Corpsman 3rd Class Benjamin Lariviere, from Standish, Maine. “It was a huge honor. It’s not often you hear about Sailors receiving Army awards.” On May 15, after receiving the MEDEVAC request in the wee hours of the morning, Lake Erie dispatched an embarked helicopter assigned to “the Scorpions” of Helicopter Maritime Strike Squadron 49 Det. 4 to airlift a sergeant aboard an Army logistics support vessel (LSV), who was in need of medical support. “It was a joint effort,” said Lariviere. “Between the LSV crew and our crew, we were all in. I did what I was trained to do. But without the guidance of the other corpsmen and the airmen, who knows what would have happened? The aircrew was vital to all of this.” The patient was brought aboard Lake Erie and was assessed and treated for nearly 15 hours before being flown from the ship to Tripler Army Medical Center in Oahu, Hawaii. “It felt good to be recognized for something that doesn’t happen every day,” said Naval Aircrewman 2nd Class Giles Alberts, from Lena, Wisconsin. “Receiving a medal from another branch is something I didn’t expect and it’s a bit surreal.” After making a brief stop in Hawaii, Lake Erie was rendered honors by the LSV they conducted the MEDEVAC with, as the ship departed Joint Base Pearl Harbor-Hickam. “It was a moving moment and a touch of class,” said McPherson. “It’s not often we get to operate with the Army while at sea. It was a show of respect. Col. Levesque and I were both impressed by the young men and women who work at our respective commands. We truly are all brothers and sisters in arms.” Lake Erie is currently underway on an independent deployment to the Western Pacific and Middle East in support of maritime security operations and theater cooperation efforts.

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COMMAND UPDATES

TRAP Readiness: 3rd MAW Assists 3rd Marines Article by Sgt. David Bickel, USMC

he trap exercise conducted on May 17, 2017 consisted of 3rd Marines recovering a simulated casualty from an aircraft mishap with the help of Marine Light Attack Helicopter Squadron (HMLA) 469, Marine Medium Tiltrotor Squadron (VMM) 363 and Marine Fighter Attack Squadron (VMFA) 314, each helping according to their capabilities. “Anytime we are flying, we set up a contingency plan…that’s where the TRAP team comes into play” said Capt. Joshua Gornto, a HMLA-469 UH-1Y pilot. “Today we had rescue vehicles, which were Ospreys carrying personnel with 3rd Marines, rescue vehicle escorts provided by HMLA-469 and finally a combat air patrol provided by U.S. Marine Corps Lance Cpl. Gregory Ybarra, a UH-1Y crew chief VMFA-314. All these forces worked together with Marine Light Attack Helicopter Squadron 469, provides cover fire to find the casualty, perform the extraction, for Marines from 3rd Marine Regiment during a tactical recovery of and deliver them safely back home.” aircraft and personnel (TRAP) training mission. Integration is the primary element both U.S. Marine Corps photo by Sgt. David Bickel the GCE and ACE are working toward in Integrated Training Exercise (ITX) 3-17. scenario without worrying about how they are going to get Both the aviation combat element (ACE) and the ground out of there.” combat element (GCE) work hand-in-hand, allowing both TRAP training exercises, like many other training evolusections of the Marine air-ground task force (MAGTF) to tions during ITX, build more than just a cohesive MAGTF; accomplish a mission as a team. they build comradery and confidence between the ACE and “This training is extremely important,” said Gornto. the GCE. “It’s a really great opportunity to work out all the kinks be“ITX allows both elements to trust each other when they fore both elements get deployed together. No element are forward deployed,” commented Gornto. “When we go in can work on its own.”Without the ACE, the GCE would country and go live, I have complete faith that both elements be forced to take longer routes, face terrain challengwill do exactly what they were supposed to do. That’s trust.” es which don’t affect aircraft, and leave themselves vulnerable to long range enemies only visible from the air. “We can get ground guys where they need to be to engaging the enemy a lot faster than any ground vehicle can,” said Cpl. Austin Kinser, a VMM-363 tiltrotor crew chief. “We can drop troops on top of mountains and provide suppressive fire while they move in to recover the casualty. When they complete the mission, we can get them out of there twice as fast than if they were relying on ground transportation.” In the event of a downed aircraft, the GCE of the TRAP team will assess the situation, recover casualties then attempt to recover the aircraft. “As a pilot, when you’re in a situation where your aircraft went down, you want the confidence boost knowing that a TRAP team will be on its way and the ground Marines will get you out of there safe,” said Gornto. 3rd MAW Flightline “It allows pilots to focus on what they have to do in a crash Rotor Review #137 Summer ‘17

Blocks, Blocks, Blocks Article by LT Sarah McGuire, USN

ur squadron was three weeks into our third long work-up. I was flying a night overwater tactical formation (TACFORM)/aerial gunnery sortie in the lead aircraft with our new Super JO and two aircrewmen. We were planning to shoot a few hundred rounds for currency. The other helicopter had a junior Helicopter Aircraft Commander (HAC), a budding Helicopter Second Pilot (H2P) getting a TACFORM grade card, and two aircrewmen who were also shooting for currency. We thoroughly briefed the TACFORM maneuvers, gun patterns, bent weapons contingencies, and the sequence of events. Although both aircrews were current and proficient in carrier operations, it was a dark night, and the COMPTUEX air plan was intricate. Dash two was the plane guard asset, so we planned to drop a smoke for a target and do gun runs within 10 nautical miles of the carrier. Both aircraft launched uneventfully and preceded seven nautical miles to the west while the carrier continued to make Plan of Intended Movement (PIM) to the south. We assessed the many surface contacts and winds to determine our run-in heading. COMPTUEX typically yields crowded airspace, lots of surface contacts, and clobbered radios. However, despite these complexities, we were confident we could conduct our training without interfering with the fixed-wing cycle and still be available in the event the plane guard bird was called upon. After declaring green range, Lead called for the first gun pattern. “Knight flight, L-Attack, Left Side, 360, follow-on Timed Racetrack.” The SEAWOLF maneuver description guide states that an L-Attack is an initial, quick method to suppress a threat, commonly used to transition to a Racetrack pattern. It allows the helicopter to engage enemies on both the ingress and egress legs while protecting friendly forces and setting up an easy transition to follow-on patterns. The heading in the radio call is the firing leg heading, and the side clarifies which gun will be employed, either the long-range GAU-21 or the short-range M-240D. A common configuration is to have the GAU-21 on the starboard side and the M-240D on the port side. The configuration plays a large part in setting up gun pattern geometry and this common configuration in a Racetrack pattern, typically calls for a clockwise flight path to employ the M-240D on the inboard leg due to its shorter range and the GAU-21 on the outboard leg because of its longer range. However, on this night, we had a port GAU-21 and a starboard M-240D to support search and rescue (SAR), so our configuration dictated a counterclockwise pattern. We neglected to clarify this in our brief or in the gun pattern call. In formation, we turned north to heading 360 and setup to enter the Racetrack pattern on the outboard leg. There was confusion regarding the pattern setup and entry. The Flight

Lead attempted to clarify what was happening as we began the left turn for a counterclockwise Racetrack pattern. As Lead continued the pattern, Wing was still confused on how the pattern would ultimately be executed. Our aircrewman called “aft stop” on the inboard leg, and Flight Lead called “out” and began a left turn to enter the outboard leg again. As soon as we called “out” in the lead aircraft, we saw a low-flying, fixed wing aircraft off our nose with bright lights. The carrier had turned without an updated Base Recovery Course (BRC) call and began recovering aircraft. What we saw was a jet on short final. As we diverted our attention to regaining situational awareness (SA) on the geometry of the jet pattern, we lost situational awareness of our own section. Rolling out at 300 feet on the outbound leg of our gun pattern, we immediately noticed our wing aircraft co-altitude and right off our nose. Our brief loss of SA had placed us in a head-on collision course with our other aircraft. Both crews recognized the immediate need for vertical separation and called “blocks!” We maneuvered as briefed and began a descent to 150 feet while Wing remained at 300 feet. Each aircraft maneuvered to pass port to port, and Flight Lead reiterated “blocks” to emphasize the importance of altitude separation. The near mid-air coupled with the realization that our section was operating on the Final Bearing yielded a “knock it off” call from Flight Lead, and each aircraft proceeded to opposite holding deltas. Enroute to the starboard side, we switched off air-to-air TACAN and tuned up the carriers TACAN. While the crew was aggravated, we discussed the perfect storm that had brewed over the course of the flight and used good crew resource management (CRM) from front to back and side to side to keep our heads in the game. While we didn’t expend all the ordnance we had planned for, we decided as a section that the training could be accomplished another time. Both aircraft recovered uneventfully. In hindsight, we should have briefed the non-standard gun pattern and sacrificed brevity for clarity on the radios to ensure both aircraft clearly understood where they needed to be. In the dynamic environment of carrier aviation, we also should have expected the ship to turn at any moment without notice. In the execution of something non-standard, we had lost SA on the bigger picture of what was happening around us. While we have tools like Link 16, no single tool can be a substitution for good situational awareness. It is imperative that pilots and aircrewmen maintain an aggressive scan of what is happening within their own aircraft, their section, and environment around them. When a safety of flight call is made, pilots must react instantly to protect their crew and their aircraft. Practicing contingencies like altitude blocks, inadvertent IMC, and join-up procedures

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more frequently would create the muscle memory needed to safely execute these maneuvers when called upon. As thorough as we thought our brief was, in the actual execution of our flight that night we allowed ourselves to become

distracted by something non-standard that was not clearly briefed and we neglected to constantly assess our surroundings. Thankfully, good CRM proved effective and allowed our section to recover safely.

When Corporate Knowledge is Not So Corporate By LCDR Mason “Dingle” Berry, HSC-4

t was going to be great! Our ship, USS Carl Vinson, was scheduled to do flight operations around the Northern Marianas Islands for nearly two weeks before our first port call on Guam. I had done my Junior Officer (JO) tour in Guam at Helicopter Sea Combat (HSC) 25 and had great memories of flying around the Marianas Islands. The course rules were easy, the scenery beautiful, and the weather warm and tropical. My current squadron, Helicopter Sea Combat Squadron (HSC) 4, was planning on getting as much overland training done as possible while we were around Guam, so I was excited for the opportunity to see the island again and showcase my knowledge of the area. As the ship steamed west toward the island, I offered to brief the Ready Room on the local course rules. I was confident that I remembered all the major landmarks and could safely navigate the relatively simple airspace around the island. After sending a few emails to HSC-25 to confirm that nothing substantial had changed, I put together a short PowerPoint and scheduled a time with operations to get the pilots and aircrewmen together. Everything was as I remembered it. The eight VFR reporting points around the island had not changed; there were still only two major airfields; and the majority of the airspace to the south was still uncontrolled. However, there was one substantial change: the Theater High Altitude Air Defense (THAAD) system on the northern end of the island. Where this part of the island was once a viable training area for helicopters, now it was an off-limits area with strict boundaries. A review of the latest HSC-25 course rules Rotor Review #137 Summer ‘17

had provided the coordinates for the boundaries and our JMPS Officer had programed our PCMCIA cards with the airspace to ensure we did not accidentally fly through it. Since the THAAD was on the north end of the island, most crews would stay well away from it, as the south end was where most of the overland training would be conducted. However, on this particular night, our flight crews decided to use a training area that was on the north side of the island. It was a dark night with no moon and our dual-ship training required several iterations of the same procedure with some fairly junior pilots. To mitigate the risks, we opted to use the larger and better lighted landing sites at this northern training area rather than the more challenging sites down south. This area was also closer to Andersen Air Force Base (AFB) where we would be getting fuel. The closer proximity and shorter transit meant that we could get a bit more training done before refueling and heading back to the ship. In our brief, the Squadron Duty Officer (SDO) reviewed the applicable Notices to Airmen (NOTAMs) which included a Temporary Flight Restriction (TFR) over the north end of the island that began at 2,600 feet above mean sea level (MSL) and went up to 14,000 feet MSL. We discussed remaining below the TFR and outside the THAAD boundaries while also maintaining our situational awareness to ensure we did not accidentally violate the THAAD airspace while conducting our training. I offered to lead the flight in to Guam since I was familiar with the area. We took off on time and began our

COMMAND UPDATES transit to the island at 500 feet above ground level (AGL). As we approached Guam from the northeast, I set the flight up on a course that would keep us about a mile outside the THAAD and below the TFR as we transited around the north end of the island to the west side. “Did we just get a flight violation?” The flight lead was talking on our squadron tactical frequency. My co-pilot and I looked at each other and didn’t understand what was going on. “ATC is calling us on Guard,” was the next thing I heard on the tactical frequency. Sure enough, the previous crew had deselected Guard monitoring and we had not been hearing the calls from Air Traffic Control (ATC). However, I checked our position on the tactical display and confirmed our altitude. We were at 500 feet AGL, below the TFR shelf from the NOTAM we had been briefed about, and we were well outside the THAAD boundaries on our display. “I show us well below the TFR and well outside the THAAD boundary,” I replied. “They gave us a number to call when we land, we’ll worry about it when we refuel,” said our flight lead. Landing to get fuel two hours later at Andersen AFB, I exited the aircraft and walked in to the HSC-25 squadron spaces and called the number. ATC confirmed our callsign and said that we had violated a TFR as we approached the island. I told her that we had been well below the TFR altitude of 2,600 feet MSL and outside the THAAD. She said there was an additional TFR that extended three miles around the THAAD boundary that began at the surface and went up to 10,000 feet MSL. She

gave me a NOTAM reference number. I apologized and gave her a phone number for contacting the squadron on the ship. The HSC-25 SDO and I looked up the NOTAM. She was right, of course. There was an additional TFR right where she said. Thinking back to our flight path, I was certain we had violated it. A few weeks later, the Federal Aviation Administration (FAA) contacted the squadron to report a “Pilot Deviation” and sent us the RADAR tapes showing our flight flying directly through the TFR. I had let my confidence about flying around Guam prevent me from doing basic flight planning. I had relied on the SDO to brief all applicable NOTAMS and had not followed up myself. This oversight had resulted in two aircraft violating a TFR. In the high OPTEMPO of deployment flight operations, it is easy to rely on corporate knowledge and the work of others for preflight planning. However, as professional pilots, it is our responsibility to take the time to accomplish all appropriate pre-flight planning ourselves. Had I taken the time to read the NOTAMS myself, this could have been easily avoided. At the end of the day, I was the Aircraft Commander and so I was responsible for the safe and orderly conduct of my aircraft. I was also the lead aircraft as we transited that night. We were lucky that there was not something more significant happening inside the TFR. We could have easily found ourselves in an unsafe situation. In the future, I will be sure to not rely solely on my own corporate knowledge, or anyone else’s, as well as follow up on any SDO briefed items to ensure their accuracy and thoroughness.

HSC-23: Defining The Future of the Manned UnManned Team Article by LT Michael “APE” DiDonato, USN

he motto of the San Diego-based MH-60S squadron Helicopter Sea Combat Squadron (HSC) 23 is “Wildcards Never Fold.” Faced with the task of bringing the MQ-8B Fire Scout to the fleet in new and potent ways has made that slogan more poignant than ever. Since the beginning of 2016, HSC-23 has integrated with the surface community and pushed the boundaries of conventional rotary-wing aviation. From constructing new squadron operating procedures, developing maintenance programs and practices, handling logistical hurdles, and testing new integrated tactics, the members of HSC-23 are

Firescout in the air

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pushing Fire Scout operations in a new and exciting direction. New programs are often described using the phrase “crawl, walk, run,” but due to the successes of the command, the “Wildcards” are at a sprint with the Fire Scout. The last six months alone have ushered in tangible changes to the MQ-8B Fire Scout training and testing. One unique challenge of unmanned aircraft operations is simply finding a location to fly them. As any pilot knows, the fidelity of a simulator only extends so far, and the most effective training comes in the cockpit. Additionally, there is simply no substitute for the experience our maintainers gain through operation of the actual air vehicle (AV). Prior to this detachment, there were only two ways to fly Fire Scout on the West coast: either from an underway Littoral Combat Ship (LCS), or at Naval Base Ventura County (NBVC) Point Mugu. While incredibly useful, Point Mugu is approximately 175 miles northwest of San Diego, largely isolated from fleet integration opportunities, and the ranges there are in very high demand, leaving limited opportunities for Fire Scout to get airborne. In response to this challenge, a team of Wildcards established the first Fire Scout detachment at Naval Auxiliary Landing Field (NALF) San Clemente Island and executed the first use by an operational squadron of a mobile mission control station (MMCS) to control the Unmanned Air Vehicle (UAV). The MMCS allowed the Wildcards the opportunity to take advantage of the Southern California Offshore Range (SCORE) without having to deploy aboard a ship. Everything from preflight maintenance, to MMCS setup, to airspace management and deconfliction, had to be accomplished by squadron personnel. “San Clemente gave us as pilots a finer understanding of tasks that, as a community, we believed were not going to be mission critical,” stated LT Pat Norwood, HSC-23’s most experienced Air Vehicle Operator (AVO). “Something seemingly as simple as creating a new mission plan from scratch for the AV to follow became a vital task. It would have stopped this Det. in its tracks if we hadn’t identified this training discrepancy early.” The benefits of operating at San Clemente were immediately obvious, as opportunities to integrate Fire Scout into the normal operations at SCORE were innumerable. The two-week detachment culminated with the successful employment of the Fire Scout as the laser designating platform for an AGM114N HELLFIRE missile, fired from an MH-60S attached to HSC-23 Detachment 2 on board USS America (LHA 6). This was the second HELLFIRE employed by the Wildcards using the Fire Scout as a designator in their short history with the program. However, this shot showcased their ability to integrate with an embarked detachment and a large surface force such as USS America Amphibious Readiness Group (ARG)/Marine Expeditionary Unit (MEU). Successful concept of operations (CONOPs) development, planning, and execution of this event helped to expand the mission effectiveness of the Fire Scout system beyond the scope of LCS-class ships, on which it currently deploys.

Rotor Review #137 Summer ‘17

Additionally, the team accomplished the first ever long-range transit of the Fire Scout by an operational squadron, executing a “control station handoff” while transiting between NALF San Clemente Island and NBVC Point Mugu. Fire Scout AVOs spent two days at Northrop Grumman’s Unmanned Systems Division in Rancho Bernardo, Calif. to prepare for the event. “At its core, you are giving up full control of the aircraft to someone sitting at a station miles away,” explained Norwood. “The procedures, timing, and coordination that goes into that takes in-depth discussion and practice. It also raises a number of questions. Who is the Aircraft Commander for the flight? How would we talk to the other operator and communicate our intentions real-time if we were on the ship? How do you sign the acceptance-sheet mid-flight? These were all questions that had to get answered prior to doing it live.” The success of the vehicle hand-off is yet another notch in the progress belt for HSC-23 and the MH-60S community as a whole and exhibits the flexibility allowed by the MMCS. This level of interoperability lays the groundwork for even more complex and effective training and operational deployments in the future. The Wildcard detachment and use of the MMCS at San Clemente is just the most recent example of successful Fire Scout operations driven by HSC-23. The squadron has been forward deployed for over a year now on littoral combat ship USS Coronado (LCS-4), flying the Fire Scout in support of operations in the 7th Fleet area of operations (AOR). Three detachments of pilots, crewman, and maintainers have spent time aboard USS Coronado, and the experience they have brought back is invaluable. “One of the primary reasons the squadron has been so successful in operating the Fire Scout is that we are able to pull from a pool of extremely knowledgeable, talented, and experienced operators and maintainers,” said LCDR Dave Barnhill, the HSC-23 San Clemente detachment officer in charge (OIC). “Without their background and tireless work ethic, the progress we are making both at home and shipboard would be unattainable.” The Fire Scout provides critical mission sets to the fleet, enhancing battlespace awareness as well as providing early warning detection and classification capability. While there is still a long road ahead, HSC-23 has made significant progress in the employment of the system. The inclusion of the MMCS in future detachment work-ups will offer more opportunities for operators and maintainers to train on the system and further develop and refine Tactics, Techniques and Procedures (TTPs) as UAV operations become more prevalent in both forward-deployed and CONUS-based units. Overcoming the hurdles of this new system is hard work, but the Wildcards of HSC-23 are learning lessons and making progress that will benefit the Naval Aviation Enterprise (NAE) for years to come.

COMMAND UPDATES

Change of Command Helicopter Sea Combat Squadron Eleven Article By: LTJG Kevin Bullock, USN

elicopter Sea Combat Squadron (HSC) 11 recently held their inaugural change of command ceremony on June 22, 2017. The ceremony took place in the HSC-11 hangar, onboard Naval Station Norfolk, Va., celebrating the time honored custom and tradition of passing authority and responsibility from one officer to the next. Following remarks from CAPT John E. Perrone, Commander, Carrier Air Wing (CVW) 1, CDR Stephen M. Merritt was relieved by CDR Jeffery M. McGrady. During his tenure, CDR Merritt oversaw the squadron’s successful Permanent Duty Station (PDS) change from Naval Air Station Jacksonville to Naval Station Norfolk and the seamless transition to the new MH-60S airframe. His selfless dedication, steadfast leadership, and tireless efforts enabled the command to achieve Safe-For-Flight (SFF) operations certification ahead of schedule, setting the squadron on the path to success. The “Dragonslayers” wish CDR Merritt “fair winds and following seas!” and welcome CDR McGrady as their new skipper.

HSM-75 CHANGE OF COMMAND Aricle By LT Shelby P. Gillis, USN

“It’s an amazing feeling to have the opportunity to lead the squadron as we head out on deployment,” CDR Madrid stated. “We have spent more than a year preparing for the mission, and I look forward to seeing our Sailors and Aircrew put their training into action.” HSM-75 is home ported in San Diego, Calif., on Naval Air Station North Island. It currently employs MH-60R Seahawk helicopters for its primary missions, Surface and Anti-Submarine warfare. The Seahawk’s operational capabilities enable the squadron to conduct all-weather operations in open ocean and littoral environments as an integral part of Carrier Air Wing (CVW) 11, in support of Carrier Strike Group (CSG) 11. HSM-75’s secondary missions include Vertical Replenishment (VERTREP), Search and Rescue (SAR), Medical Evacuation (MEDEVAC), and Command and Control (CC). Skipper Madrid will be tasked with maintaining the Wolf Pack’s impressive reputation and keeping the press on once the squadron returns home from deployment. 2017 will continue to be a busy year for HSM-75 and CDR Madrid is excited for the challenge that lies ahead. “The Wolf Pack is forging ahead on this WESTPAC cruise, ready to take on all challenges. We will be successful!”

n June 15, 2017, Helicopter Maritime Strike Squadron (HSM) 75 held its Change of Command Ceremony onboard USS Nimitz (CVN 68). CDR Michael E. Madrid relieved CDR John C. Kiefaber, and assumed command of the world famous “Wolf Pack”. CDR Kiefaber, a native of Great Falls, Va., and a 1997 graduate of the United States Naval Academy, has led the Wolf Pack in preparations for deployment. Under his watchful eye, the squadron completed flight deck certifications, Tailored Ship Training Assessment (TSTA), Surface Warfare Advanced Tactical Training (SWATT), Air Wing Fallon, Composite Training Unit Exercise (COMPTUEX), and was finally able to get out the door on deployment. He will be leaving the Wolf Pack to become the Operations Officer onboard USS Carl Vinson (CVN 70). “It has been an honor to lead the most accomplished helicopter squadron in the fleet. I was at the Wolf Pack earlier in my career, and to come back as the skipper has truly been an honor and privilege. The hard work and dedication of every Sailor at HSM-75 day in and day out is truly impressive and continues to make this job so rewarding.” CDR Madrid of Vallejo, Calif., and a graduate of the Wolfpack at the University of Nevada, replaced CDR Kiefaber after 15 months as the squadron’s executive officer (XO). His change of command ceremony occurred at sea while on deployment.

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NAS Whidbey Island SAR Rescues Hiker on Mt. Washington and Two Snowmobilers in a Crevasse on Mt. Baker

Search and Rescue (SAR) team of five from Naval Air Station (NAS) Whidbey Island conducted two rescues on Sunday, May 21, 2017. The first rescue was near Lake Cushman on Mount Washington at 4,500 feet and the second rescue was at 8,700 feet on the south side of Mount Baker for two snowmobilers who fell into a deep glacier crevasse. The first rescue was requested by the Mason County Sheriff’s Department for NAS Whidbey Island SAR’s support in a joint effort to rescue a hiker who had suffered a leg injury while on Mount Washington that morning. The hiker was stuck at an elevation of about 4,500 feet. Olympic Mountain Rescue (OMR) was on scene and monitored radio frequencies to assist the helicopter as it arrived on scene. Upon approach to the area, the SAR crew was able to sight the OMR team and the hiker on a very steep, snow-covered mountain face. The OMR team was able to pass the status of the hiker and notified the crew that they had prepared a small ledge in the snow for the hiker to be placed in a rescue litter. Once they were ready for pickup they had two crewmembers rappel down to the hiker, place him in a litter then lift him off the mountainside. After dropping the hiker at a designated landing zone, the crew returned the base. Shortly after returning to NAS Whidbey Island, the crew got their second call of the day; two snowmobilers were apparently trapped in a crevasse within the Easton Glacier, located on the south side of Mount Baker. The snowmobilers had fallen 100 feet down a crevasse and were inaccessible by ground crew. The environmental conditions and the high altitude environment precluded other assets from being able to affect the rescue. One snowmobiler had a reported head injury and the status of the other was unknown. Upon arrival, the SAR crew located the two men in a deep crevasse at 8,600 ft., standing together on one side of glacial canyon. The large crevasse was hidden by a snow bridge and had collapsed when the snowmobile had driven over it. Fortunately, this provided a very small platform for the snowmobilers to stand. Ten feet on either side of the snowmobilers was a deep chasm. Due to the outside temperature and the body heat from the snowmobilers, the snow pack within the crevasse was beginning to melt. The crew recognized the danger the snowmobilers were in and began to affect the rescue expeditiously. After extracting the snowmobilers in challenging conditions, the SAR crew flew the men to PeaceHealth St. Joseph Medical Center in Bellingham, Wash. This was the ninth rescue of 2017 for NAS Whidbey Island SAR, which has also conducted four searches and 13 Medical Evacuation (MEDEVAC) missions this year. The Navy SAR unit operates three MH-60S helicopters from NAS Whidbey Island as search and rescue/medical evacuation (SAR/MEDEVAC) platforms for the EA-18G aircraft as well as other squadrons and personnel assigned to the installation. Pursuant to the National SAR Plan of the United States, the unit may also be used for civil SAR/MEDEVAC needs to the fullest extent practicable on a non-interference basis with primary military duties according to applicable national directives, plans, guidelines and agreements; specifically, the unit may launch in response to tasking by the Air Force Rescue Coordination Center (based on a Washington State Memorandum of Understanding) for inland missions, and/or tasking by the United States Coast Guard for all other aeronautical and maritime regions, when A NAS Whidbey Island Search and Rescue crewmember is lowered down to two snowmobilers trapped on Mount Baker, May 21. It was the second rescue conducted by NAS other assets are unavailable. Whidbey Island’s SAR that day, ninth of 2017.

Rotor Review #137 Summer ‘17

HSC-3 50TH Anniversary

Fleet-Up

Article By LT Ian Sciford

n Monday, April 19, Helicopter Sea Combat Squadron (HSC) 3 celebrated its 50th Anniversary with past Merlin commanding officers, instructors, and family members. The skipper and current Merlins spent the afternoon enjoying sea stories and welcomed the newest group of HSC squadron selectees with a soft patch and cake cutting ceremony.

Fire Scout on the flightline

CDR Rocheleau speaking at the Softpatch Ceremony

Reunion cake cutting cerermony

The Cake

HSC-3 CO CDR Sean Rocheleau with HC-3 COs CAPT Randy Bogle and CAPT Bill Personius

Former HC-3 bubbas visit the HSC 3 Ready Room

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FLEET-UP

NHA Presents Navy Junior Reserve Officer Training Corps Medals to Two Cadets Article by CDR Thomas Garcia, USN and George Hopson, NHA Art Editor

n April 28, 2017, NHA was invited to Paloma Valley High School in Menifee, Calif. to their annual Navy Junior Reserve Officer Training Corps (NJROTC) Awards Night. The event was hosted by Senior Naval Science Instructor CDR Thomas Garcia, USN (Ret.) and Naval Science Instructor MSgt Frank Puebla, USMC (Ret.). The annual event is a tradition where past military heroes donate their time and their organization’s tribute to honor and praise America’s future leaders. There were many cadets worthy of these various acknowledgments. It was truly a difficult and challenging task to select among them the most deserving from more than 200 cadets at Paloma Valley High. Several military veteran organizations including Naval Helicopter Association (NHA) graciously donated medals and their time in appreciation and acknowledgement that the young people of today will be the leaders of our nation tomorrow. Many veterans were in attendance, including a contingent from Menifee Veterans of Foreign Wars (VFW) Post 1956, Navy League, Marine Corps League, and American Legion. George Hopson, NHA’s Art Editor, presented certificates and medals to two of Paloma Valley’s outstanding cadets, Cadet Andrew Bredeweg and Cadet Michael Rivas. These cadets were recognized for consistently demonstrating initiative, selflessness and outstanding citizenship.

Rotor Review #137 Summer ‘17

March 8, 2017 Top Row: LtCol. Cory E. DeKraai, USMC, Commanding Officer, HT-28; ENS Henry S. Smith, USN, HT-8; ENS Taylor J. Vendetta, USN, HT-8; 1st Lt. John-Curtis I. Andrews, USMC, HT-18; LTJG Casey K. Callahan, USN, HT-18; 1st Lt. Zachary C. Colvin, USMC, HT-28; ENS Antonio G. More, USN, HT-28; LTJG John R. Richards, USN, HT-18; ENS Kevin P. McVay, USN, HT-28; LTJG. Sean A. Sweeney, USN, HT-8; ENS Travis F. Rubin, USN, HT-8; Col. David C. Forrest, USMC, Commanding Officer MATSG-21. Middle Row: CDR Brian D. Sanderson, USN, Commanding Officer, HT-18; LT Theodore J. Borny, USCG, HT-28; ENS Daniel J. Melvin, USN, HT-8; 1st Lt. William D. Rogers III, USMC, HT-18; LTJG Tariq IS Hawaswi, RSNF, HT-18; LT Logan M. Swan, USCG, HT-28; ENS Brian D. Ely; USN, HT-28; ENS Abderrahmane Mansouri, Algerian Navy, HT-28; 1st Lt. Caleb R. Gembarowski, USMC, HT-28; LTJG Luke B. Moody, USN, HT-28; ENS Jonathan R. Ward-Adams, USN, HT-28; CAPT Mark Murray, USN, Commodore, TRAWING-5. Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer, HT-8; LTJG Elsie M. Luers, USN, HT-18; ENS Maria M. Jolley, USN, HT-8; LTJG Jorge A. Bukovecz Garcia, Armada De Mexico, HT-28; ENS Matthew J. Plocinski, USN, HT-18; ENS Jimmy C. Gavidia, USN, HT-8; LTJG Ibrahim Benrached, Algerian Navy, HT-18; LTJG Mohamed A. Ghalem, Algerian Navy, HT-8; LTJG. Zachary P. Judson, USN, HT-28; 1st Lt. Allyn Bennett, USMC, HT-8; ENS Kimberly A. Rubin, USN, HT-8.

March 22, 2017 Top Row: LtCol. Cory E. Dekraai, USMC, Commanding Officer, HT-28; ENS Christopher M. Sala, USN, HT-8; ENS Daniel R. Kuerbitz, USN, HT-8; ENS Charles R. Boles II, USN, HT-18; LTJG John M. Campbell, USCG, HT-8; ENS Stephen K. Poppe, USN, HT-18; LTJG Robert J. Gray Jr., USN, HT-18; ENS Peter L. Wojcik, USN, HT-18. Middle Row: CDR Brian D. Sanderson, USN, Commanding Officer, HT-18; 1st Lt. Joseph T. Radich III, USMC, HT-8; LTJG Cody W. Eager, USCG, HT-28; LTJG Philip D. Shettle, USN, HT-18; LTJG David J. Murphy, USN, HT-18; ENS Christopher J. Guernsey, USCG, HT-28; 1st Lt. Robert A. Truppner, USMC, HT-18; CAPT Ronald L. Ravelo, USN, Commanding Officer, USS Abraham Lincoln (CVN-72); CAPT Mark Murray, USN, Commodore TRAWING-5. Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer, HT-8; 1st Lt. Christian J. Link, USMC, HT-8; 1st Lt. Rebecca A. Freihofer, USMC, HT-8; LTJG Benjamin L. Gallegos, USN, HT-8; ENS John R. Lobkowicz, USN, HT28; 1st Lt. Jonathan R. Stack, USMC, HT-28; 1st Lt. Joseph R. Porzio, USMC, HT8; 1st Lt. Eric E. Jacobs, USMC, HT-28.

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March 9, 2017

CNATT Detatchment NAS Whiting Field AMO School Naval Aviation Maintainence Program Indoc Course graduation Left to Right: LCDR Steven Bryant, USN; 1st Lt. Michael Ashmore, USMC; ENS Lee Butler, USN; ENS Jinghong Yuan, USN; 2nd Lt. Derek Beauregard, USN; ENS Matthew Callander, USN; ENS Loran Abram, USN; ENS Ales Malik, USN; ENS Anthony McMillian, USN; ENS Leanne Zimmermann, USN; ENS Taylor Huan, USN; ENS Bree Carbajal, USN; ENS Nidia Ortizmadrigal, USN; ENS Joseph Clark, USN; ENS Joseph Gardner, USN; 2nd Lt. Katherine Cisewski, USMC; ENS Oliver Tunigold, USN; LTJG Lyle Burks, USN; CAPT Nora Burghardt, USN, Lt. William Pohtilla, CAPT Ben Gentry,USN.*Not Pictured - ENS Jason Candelario, USN.

April 7, 2017

Top Row: Lt. Col. Cory DeKraai, USMC, Commanding Officer, HT-28; LTJG Zachary D. Rodriguez, USN, HT-8; ENS Andrew A. Ledford, USN, HT-28; LTJG Gregory V. Brennan, USN, HT-18; ENS Collins B. Demski, USN, HT-18; LTJG Jonathan S. Sapundjieff, USCG, HT-28; 1st Lt. David R. Crotteau, USMC, HT-8; ENS Brock A. Friedman, USN, HT28; LTJG Matthew S. Wilman, USN, HT-18; 1st Lt. Nicholas D. Lichtenberger, USMC, HT-8; ENS Austin R. Stack, USN, HT-8; ENS Scott L. Buchanan, USN, HT-28; CDR Stephen Merritt, USN, Commanding Officer, HSC-11. Middle Row: CDR Brian D. Sanderson, USN, Commanding Officer, HT-18; ENS Kevin M. Kneisler, USN, HT-18; LTJG Abdeldjalil K. Belmiloud, Algerian Navy, HT-8; ENS Jillian R. Hoxie, USN, HT-28; LTJG Mark A. Bonner, USCG, HT-8; LTJG Kyle S. O’Connor, USN, HT-28; ENS Andrew C. Murphy, USN, HT-8; LTJG James H. Dwight, USN, HT-8; LTJG Robert M. Brubaker, USN, HT-28; LTJG Tyler R. Hunt, USN, HT-18; 1st Lt. Kristie L. Scinto, USMC, HT-28; LTJG Thong John T. Nguyen, USN, HT-18; CAPT Mark Murray, USN, Commodore, TRAWING-5. Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer, HT-8; ENS Julie Y. Roland, USN, HT-18; ENS Wendy L. Zehner, USN, HT-8; ENS Matthew V. Sacks, USN, HT-18; LTJG Sattam A. Aloahtani, RSNF, HT-8; ENS Adagray D. Anderson, USN, HT-8; ENS Perry A. Starling, USN, HT-28; ENS Emily V. Dale, USN, HT-28; LTJG Taylor J. Smith, USN, HT-18; 1st Lt. Matthew Piotrowicz, USMC, HT-18; 1st Lt. Kevin B. Woodard, USMC, HT-28; LTJG Belkacem Bouguerroudj, Algerian Navy, HT-8.

Rotor Review #137 Summer ‘17

April 26, 2017

Top Row: Lt. Col. Cory E. DeKraai, USMC, Commanding Officer, HT-28; LTJG Carlin J. Rabie, USN, HT-8; LTJG Dylan B. Kelly, USN, HT-28; 1st Lt. Kevin J. Peterson, USMC, HT-28; ENS Justin Menke, USN, HT-28; 1st Lt. Patrick D. Maloney, USMC, HT-18; ENS Andrew L. Gregory, USN, HT-8; 1st Lt. Andrew C. Sperry, USMC, HT-18; LTJG Thomas J. Warren ,USCG, HT-18; LTJG Hussain M. Alkathiri, RSNF, HT-18; LT Erin A. Nolan, USCG, HT-8; 1st Lt. Colby J. Durham, USMC, HT-18; VADM Jody Breckenridge, USCG (Ret.). Middle Row: CDR Brian D. Sanderson, Commanding Officer, HT-18; 1st Lt. Kevin M. Bell, USMC, HT-8; ENS Loris Fumarola, Italian Navy, HT-8; ENS Davide Brugnone, Italian Navy, HT-8; 1st Lt. Jared D. Willard, USMC, HT-18; ENS Andrea Colombo, Italian Navy, HT-8; LTJG Chad J. Bylsma, USN, HT-18; LTJG Conor D. Breckenridge, USCG, HT-18; ENS Luther A. Root, USN, HT-28; ENS Riley D. Robinson, USN, HT-18; LTJG Muaab O. Alshehri, RSNF, HT-8; 1st Lt. Zachery R. Ballenger, USMC, HT-28; CAPT Mark Murray, Commodore, TRAWING-5. Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer, HT-8; LTJG Carolyn S. Mahoney,USCG, HT-18; 1st Lt. Anna G. Herman, USMC, HT-8; LTJG Russell H. Newton, USN, HT-8; ENS Jared. D. Jackson, USN, HT-8; ENS Ethan P. Birt, USN, HT-8; ENS Justin A. Engel, USN, HT-28; LTJG Nicholas C. Skursky, USN, HT-8; ENS Zachary M. Wallace, USN, HT-28; ENS Rachael E. Davis, USN, HT-8; ENS Katelyn M. Stoltenburg, USN, HT-28.

May 10, 2017

Top Row: Lt. Col. Cory DeKraai, USMC, Commanding Officer, HT-28; ENS Thomas Oâ&#x20AC;&#x2122;Neill, USN, HT-28; 1st Lt. Clay Smith, USMC, HT-18; ENS Daniel Bowden, USN, HT-28; ENS Jack Lott Jr., USN, HT-28; 1st Lt. Evan Bras, USMC, HT-8; CDR Brian Holmes, USN, Commanding Officer, HSM-71; Middle Row: CDR. Brian Sanderson, USN, Commanding Officer, HT-18; 1st Lt. Austin Hardy, USMC, HT-28; LTJG Abdullah Alqahtani, RSNF, HT-18; 1st Lt. Evan Ruppert, USMC, HT-8; LT David Lee, USCG, HT-18; ENS Jordan Riley, USN, HT-18; CAPT Mark Murray, USN, Commodore, TRAWING-5; Bottom Row: CDR Stephen Audelo, USN, Commanding Officer, HT-8; LTJG Nicole Webber, USCG, HT-28; ENS Carolyn Laskey, USN, HT-28; ENS Elena Whitton,USN, HT-28; ENS Joseph Kaminski, USN, HT-18; 1st Lt. Catherine Vecere, USMC, HT-18; LTJG Nathaniel A.Giorgio, USCG, HT-18.

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CAPT Dick Catone, USN (Ret.) 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 pass “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 receive our own “Signal Charlie” and will be called home for a final landing. Signal Charlie has been created to inform our membership and honor the passing of fellow unrestricted aviators. 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 at signalcharlie@navalhelicopterassn.org and we will get the word out.

Mrs. Elizabeth Stuyvesant

HA has recently learned of the passing of Mrs. Betty Stuyvesant on May 30, 2017. Betty and Bill Stuyvesant were founding members of NHA and many will remember Betty from the years she spent working in the NHA National office in San Diego. The Stuyvesant family sponsors the annual Captain Bill Stuyvesant Award for Best Scribe for articles in the NHA Rotor Review Magazine given annually during the NHA Symposium. NHA sends our deepest condolences to the Stuyvesant family. Fair winds and following seas! The Stuyvesant family request in lieu of flowers, donations in her memory be made to either the NHA Scholarship Fund or the American Red Cross. Betty loved being part Betty receives the Service to NHA award of NHA and spent over 50 years volunteering for the American Red during Symposium 2002. Cross. If you wish, you may contact the family through CAPT Joe Stuyvesant stuyvesant@aol.com . Betty and Mike Middleton at Symposium 2000

CAPT James “Buddy” Iannone, USN (ret) CAPT James “Buddy” Iannone, USN (Ret.) graduated from the University of Rochester and was commissioned an Ensign through the Naval ROTC program in June 1981. He began flight training at Naval Air Station Pensacola and was designated a Naval Aviator on Nov. 4, 1982. CAPT Iannone reported to his first fleet assignment with Helicopter Combat Support Squadron (HC) 16 in Pensacola, Fla. CAPT Iannone was redesignated as an Full Time Support (FTS) officer and transferred to Helicopter Anti-Submarine Squadron Light (HSL) 74. In Jan. 1999, CAPT Iannone was ordered to HSL-84 in San Diego as the squadron’s executive officer and then succeeded to command of the squadron in April of 2000. In July 2005, CAPT Iannone assumed command of CAPT Iannone receiving the Legion of Merit Helicopter Wing Reserve and assumed the additional responsibilities of Deputy Commander Naval Air Forces Reserve (CNAFR) in July 2006. Following the disestablishment of Helicopter Wing Reserve in May 2007, CAPT Iannone assumed command of Navy Region Southwest Reserve Component Command. In July 2010, he returned to CNAFR as the Deputy Commander. He retired in July 2011, and became the Naval Science Instructor for Pacifica and Grossmont High Schools. Funeral services were on July 6, at Miramar National Cemetary. Rotor Review #137 Summer ‘17

CDR George Harrison Seidel May 9, 1923 - May 6, 2017 CDR George Siedel, USN (Ret.) passed away on May 6, 2017 in Chula Vista, California. Arrangements were under the direction of the Trident Society in San Diego. CDR Seidel was the Commanding Officer for HS-6 in the late 1960’s and was active in NHA throughout his life. The NHA National Office, Scholarship Fund, and Historical Society would like to thank him and his family for his service to our country, support of rotary wing aviation, and lifelong support.

CAPT Emiddio Massa USN (Ret.) 1928 - 2016 Captain Emiddio Massa, USN (Ret.) was stationed with the HS-6 Indians from 1962 thru 1965. He was the XO/CO of HS-8 Eightballers from 1966 thru 1968. CAPT Massa passed away on November 19, 2016. Funeral services with full military honors were held at Miramar National Cemetery, San Diego, including a fly-over by squadron helicopters. Fair Winds and Following Seas!” http://www.legacy.com/obituaries/sandiegouniontribune/obituary.aspx?page=lifestory&pid=183051175

CDR Rodger F. Griessel December 2, 1936 - November 13, 2016 Rodger Griessel, an exceptional Navy Commander, law-enforcement officer, helicopter pilot, husband, father, grandfather and Padres fan, died on November 13, 2016 at the age of 79. In 1966, Rodger completed his military active duty, though he continued his service as a Commander for a navy squadron in the Naval Reserves until 1979. His obituary is available at http://obits.dignitymemorial.com/dignity-memorial/obituary.aspx?n=Rodger-GRIESSEL&lc=1953&pid=182549268&mid=7166902

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Rotor Review #137 Summer â&#x20AC;&#x2DC;17

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