Rotor Review Winter 2019 #143 by Naval Helicopter Association, Inc

Winter 2019 NUMBER 143

Focus on ASW

Also in this Issue:

The Case for Integrating the Tactical Support Unit (TSU) into Fleet Training What About Fido? MEDEVAC in the Gulf MEDEVAC OIR Photo Contest Winners

Focus on Anti-Submarine Warfare

FOCUS: ASW

LT Pederson ‘s photo“Dropping a Gift”.

Winter 2019 ISSUE 143 HSM-51’s Warlord 11 comes in to land on USS Mustin (DDG-89) while on routine patrol in the South China Sea in the SEVENTH Fleet area of responsibility. Photo taken by LT Conrad Schmidt, USN. Rotor Review (ISSN: 1085-9683) is published quar terly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit 501(c)(6) corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the 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. 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.

ASW, Energized, Focused, and Back in the Forefront; By AWCM David W. Crossan, USN, CHSMWL, N3 ......................................................28 One Ping Only By LT John “Brick” Fritts, USN ...........................................................................................31 ASW, Combined Software Flight Test, and the Path to a Better AMP By LT Bobby Ball, USN and LT Matt Petersen, USN ......................................................32 ASW is a Team Sport By LT Shaun “Cookie” Molina, USN ..................................................................................33 Bridging the Gap between Search and Track: Operator’s View of the Current State of VP/HSM Integration By LT Nicholas Cerny, USN ................................................................................................34 Train Like You Fight: Bolstering ASW Prowess Among FDNF Squadrons By LT Aaron T. Sheldon, USN ..............................................................................................36 Coordinated Anti-Submarine Warfare Training By CDR Dan Murphy, USN, Contributions by LT Michael Hagensick, USN, and LT Paul Ellison, USN ..............................................................................................................38 Pointer Away Now, Now, Now By LCDR Alex “Bender” Haupt, USN.................................................................................41 Why DON’T we do ASW with the P-8s? By LT Kristen McKim, USN, LT Scott Collard, USN and LT Ben Evans, USN............42 The Tyranny of NUMBERS in ASW By LCDR Tom Phillips, USN (Ret.)......................................................................................44

FEATURES

Chris Stefanides’ photo “HSC-6 VERTREP operations during underway replenishment with the USS Theodore Roosevelt”.

TW-5 Gulf Coast Fleet Fly-In and NHA Join-Up 2018..................................................20 H-2 Reunion ............................................................................................................................21 Air Boss: Spouses Critical to Aviation Readiness in Era of Dynamic Force Employment By Commander, Naval Air Force, U. S. Pacific Fleet Public Affairs...............................22 The Case for Integrating the Tactical Support Unit (TSU) into Fleet Training By LT Eli “Ham” Sinai, USN .................................................................................................23 Land of the Free, Home of the Brave By AWR1 Joshua Davis, USN...............................................................................................26 Realistic Training Opportunities at the FRS By LT Rachel “Wednesday” Winters, USN ......................................................................27

Rotor Review #143 Winter ‘19

HISTORY Helicopter History ASW Quiz LCDR Tom Phillips, USN (Ret.).....................................................................46 Helicopter Firsts First HIFR By LCDR Chip Lancaster, USN (Ret.)..........................................................51

Editorial Staff Editor-in-Chief LT Shelby Gillis, USN shelby.gillis@navy.mil Managing Editor Allyson Darroch loged@navalhelicopterassn.org

DEPARTMENTS Chairman’s Brief....................................................................................................................5 In Review ...............................................................................................................................6 Letters to the Editors .........................................................................................................7 From the Organization .......................................................................................................8 In the Community .............................................................................................................10 Industry and Technology SB>1 Defiant Flight Delayed until Early 2019 Sydney J. Freedberg Jr......................................................................................16 Useful Information My PCS Checklist - Taking Stress Out of PCS CDR Erik Wells, USN, Sea Warrior Program Public Affairs ...................17 What About Fido? PCS and Your Pet www.militaryonesource.mil...........................................................................18 Combat SAR Coast Guard Helicopter Pilots in Vietnam Part 3 LCDR Tom Phillips, USN (Ret.).....................................................................48 Radio Check.........................................................................................................................52 Change of Command.........................................................................................................54 There I Was The Coldest War: Modern ASW Operations in the North Atlantic By LTJG Patrick Swain, USN..........................................................................56 Another Routine Night DLQs to USNS Carl Brashear By LT Conor “Dom” Jones, USN..................................................................59 MEDEVAC in the Gulf By LT Amanda “Peeper” Zablocky, USN.....................................................60 MEDEVAC Supporting OIR By LTJG Angela “Tigger” Stearn, USN ........................................................61 Movie Night ......................................................................................................................64 The Great Santini Book Review.......................................................................................................................65 Moscow Airlift by CAPT Mark Liebman, USN (Ret.) The Adventures of a Helicopter Pilot, Flying the H-34 in Vietnam by Bill Collier True Story ...........................................................................................................................66 Maudlin Mission By LCDR Tom Phillips, USN (Ret.) Around the Regions .........................................................................................................70 Pulling Chocks ...................................................................................................................72 Command Updates ..........................................................................................................74 Engaging Rotors ................................................................................................................82 Signal Charlie .....................................................................................................................84

Navy Helicopter Association (NHA) Founders

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, USNR (Ret.) jvotaw@san.rr.com Aircrew Editor AWS1 Adrian Jarrin, USN mrjarrin.a@gmail.com HSC Editors LT Christa Batchelder, USN (HSC West) christa.batchelder@navy.mil LT Greg Westin, USN (HSC East) gregory.westin@navy.mil HSM Editors LT Chris Campbell, USN christopher.m.campbe@navy.mil LT Nick Oberkrom, USN nicholas.r.oberkrom@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usmc.mil USCG Editors LT Marco Tinari, USCG Marco.M.Tinari@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.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 Caleb Levee - Shane Brenner

CAPT A.E. Monahan, USN (Ret.) CAPT Mark R. Starr, USN (Ret.) CAPT A.F. Emig, USN (Ret.) Mr. H. Nachlin CDR H.F. McLinden, USN (Ret.) CDR W. Straight, USN (Ret.) CDR P.W. Nicholas, USN (Ret.) CDR D.J. Hayes, USN (Ret.) CAPT C.B. Smiley, USN (Ret.) CAPT J.M. Purtell, USN (Ret.) CDR H.V. Pepper, USN (Ret.)

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

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Naval Helicopter Association, Inc.

Corporate Members Our thanks to our corporate members for their strong support of Rotary Wing Aviation through their membership.

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

Airbus Avian, LLC Bell Boeing Breeze Eastern CAE Elbit Systems of America Erickson, Inc. Fatigue Technology FLIR GE Aviation Innova Systems Int’l. LLC Kongsberg Vertex Aerospace Lockheed Martin Northrop Grumman Integrated Systems Robertson Fuel Systems, LLC Rockwell Collins Corporation Rolls Royce Science Engineering Services Sikorsky, a Lockheed Martin Company SkyWest Airlines US Aviation Training Solution USAA

National Officers President.......................................CAPT(Sel)Brannon Bickel, USN Vice President…...…………................CDR Dewon Chaney, USN Executive Director........................CAPT Bill Personius, USN (Ret.) Member Services.......................................................Ms. Leia Brune Business Development...........................................Mrs. Linda Vydra Managing Editor...............................................Ms. Allyson Darroch Retired and Reunion Manager ....CDR Mike Brattland, USN (Ret.) Legal Advisor ..........................CDR George Hurley, Jr., USN (Ret.) VP Corporate Membership..........CAPT Joe Bauknecht, USN (Ret.) VP Awards ..........................................CDR Justin McCaffree, USN VP Membership ......................................LCDR Jared Powell, USN VP Symposium 2019....................CAPT(Sel) Brannon Bickel, USN Secretary........................................................LT Ryan Stewart, USN Treasurer ................................................LT Chris Hoffmann, USN NHA Stuff.................................................LT Ben Von Forell, 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.) CDR Derek Fry, USN (Ret.) LT Dave Kehoe, USN Regional Officers Region 1 - San Diego Directors...…................................CAPT Matt Schnappauf, USN CAPT Kevin Kennedy, USN CAPT Billy Maske, USN President..….............................................CDR Dave Ayotte, USN Region 2 - Washington D.C. Directors ....……...…….................................CAPT Kevin Kropp, USN Col. Paul Croisetiere, USMC (Ret.) Presidents .....................................................CDR Ted Johnson, USN CDR Pat Jeck, USN (Ret.)

NHA Scholarship Fund

President............................................CDR Derek Fry, USN (Ret.) Executive Vice President............CAPT Kevin “Bud” Couch, USN (Ret.) VP Operations...............................................................Kelly Dalton VP Fundraising ................................CDR Juan Mullin, USN (Ret.) VP Scholarships.................................................................VACANT VP CFC Merit Scholarship............LT Caleb Derrington, USN Treasurer............................................................Jim Rosenberg Corresponding Secretary..................................LT Kory Perez, USN Finance/Investment..........................CDR Kron Littleton, USN (Ret.)

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 Brattland, USN (Ret.) NHAHS Board of Directors..........CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.)

Region 3 - Jacksonville Director ..................................................CAPT Michael Weaver, USN President..................................................CDR Teague Laguens, USN Region 4 - Norfolk Director ..........................................................CAPT Al Worthy, USN President .........................................................CAPT Joe Torian, USN Region 5 - Pensacola Directors......................................................CAPT Doug Rosa, USN President .....................................................CDR Jessica Parker, USN 2019 Fleet Fly-In.........................................LT Christina Carpio, USN

Junior Officers Council

President ........................................................LT Dave Kehoe, USN Vice President ...........................................LT Arlen Connolly, USN Region 1 ..................................................LT Morgan Quarles, USN Region 2 ......................................................LT Ryan Wielgus, USN Region 6 - Far East Region 3 ....................................................LT Michelle Sousa, USN Director...................................................CDR Dennis Malzacher, USN Region 4 ...................................................LT Tony Chitwood, USN President........................................................CDR Chris Morgan, USN Region 5 .................................................LT Christina Carpio, USN Region 6 ........................................................................... VACANT

Rotor Review #143 Winter ‘19

Chairman’s Brief NHA End of the Year Wrap-up

t was another great TW-5 Gulf Coast Fleet Fly-In and NHA Join-Up this year. I certainly enjoyed myself and hope that those of you that attended did as well. The National Naval Aviation Museum venue was a hit again this year and the addition of the H-2 Seasprite Reunion was a huge success. This was the largest reunion NHA has hosted to date with over 450 people in attendance. For other groups that might be interested in having a reunion event in conjunction with the 2019 Fly-In or upcoming Symposium please contact the NHA Office Retired Reunion Manager, CDR Mike Brattland, USN (Ret.) at 619-435-7139 and he will assist you with the planning and execution of whatever might interest your group. I would like to thank everyone that attended this year’s Fly-In events to include the following flag officers: VADM Bill Lescher, USN; RADM Gary Hall, USN (Ret.); RADM Noel Preston, USN (Ret.) and RDML Jay Bowling, USN (Ret.). It was great to see everyone and have the venerable H-2 Seasprite aircraft inducted into the museum along with the program that included viewing Clyde Lassen’s Medal of Honor and having three of the crewmembers involved in the rescue in attendance: CDR Leroy Cook, USN (Ret.), Lassen’s copilot and winner of the Navy Cross, Mr. Bruce Dallas, former AE2 1st crewman/gunner and winner of the Silver Star, and CAPT John “Claw” Holzclaw, USN (Ret.), the rescued F-4 Pilot. The receptions that followed at the museum and evening social at the Fish House were also great events. I’d like to thank everyone at the museum and the Kaman Corporation for doing the restoration. The aircraft looks outstanding. The rest of the week’s activities went great as well. We dodged a little rain throughout the week, all the time being thankful that PCola and Whiting Field were spared from the devastation of Hurricane Michael. The NHA Staff is gearing-up for the upcoming Symposium 15-18 May which is shaping-up to be another good time in San Diego. The Symposium will be held at the Viejas Casino and Resort just of east San Diego in the town of Alpine, CA. We are trying a new schedule format this year with a 2.5 day timeline that should allow more local personnel to attend all the events. Wednesday is the Welcome Social/Members Reunion and Thursday morning will be the opening ceremonies with the Honorable Thomas Modly, the Under Secretary of the Navy has indicated he will be our Key Note Speaker. Thursday evening will be the Flight Suit/Industry Social. Friday will be our signature day with the Captains of Industry and Flag Panels and the hotel is working on some form of entertainment in the form of a concert on Friday evening (entertainment TBD). The Symposium wraps-up with some tours and golf on Saturday morning. Those are just some of the highlights of the events that are planned…please see the NHA website for a DRAFT copy of entire SOE as events are still being finalized. We hope that you will enjoy the new schedule and consider joining us for what promises to be another exciting and professional Symposium in San Diego. Hotel reservations can be made now on the NHA website or by calling the hotel directly. Be sure to mention that you are with NHA for the discounted rate. I will see you there. The holidays are here and I’d like to extend my best wishes to you and your families for some quality down time and a Happy New Year. Looking forward to seeing you in the Spring at the Symposium. Happy Holidays.

RADM Bill Shannon, USN (Ret.) NHA Chairman

NHA Photo Contest 4th Place Winner in the History Category was Chris Napierowski’ s photo; “HM-14 returning to the USS Wasp after departing Copenhagen in 2006. Kronborg Castle sits in the background, which was the inspiration for Shakespearee’s Hamlet”.

www.navalhelicopterassn.org

In Review Hello Rotor Review Readers!! By LT Shelby “Conch” Gillis, USN

am honored to take the reins as Editor-In-Chief and I hope to keep you all glued to the edge of your seats with the Rotor Review knowledge that is bound within the pages of this magazine. The future is bright for Rotary Aviation and I can not wait to see what it has in store! This editions topic is near and dear to my heart in regards to ASW, but fear not non-Romeo platforms, you have contributed illuminating articles that are just as important and relevant to our current operations. I hope that everyone learns something from this edition, that your love for helicopters is invigorated, and you find yourselves relishing in the fact that we have the best jobs on the planet. Your knowledge of our Rotary Wing community continually impresses me, and I am beyond excited to hear your stories and learn from your experiences in the editions to come. For now, pull up a chair, open your mind, and welcome to this years Winter Topic: Anti- Submarine Warfare. Steady Hover, Down Dome!

NEXT RADIO CHECK QUESTION “What is the one item you wish you had been told to pack for deployment that no one told you to pack?” Send your answer to shelby.gillis@navy.mil or loged@navalhelciopterassn.org. If requested, your replies can be anonymous.

NHA Photo Contest Winners for 2018 The NHA Photo Contest results are in and our members have decided. So many great shots and so hard to choose, but choose you did and here are the top five by popular vote. There were two categories this year; Current and Historical. Gracing our cover the 1st Place in the Current Category is LT Conrad Schmidt, USN’s photo “HSM-51’s Warlord 11 comes in to land on USS Mustin (DDG-89) while on routine patrol in the South China Sea in the 7th Fleet area of responsibility.” • Second Place in the Current Category is LT Ben Taylor, USN’s submission “An MH-60R from HSM-51 sits on the flight deck during a spectacular sunset while on patrol in the Philippine Sea”. • Third Place is Garret Lukasek’s entry “Reaching the Pinnacle”. • Fourth Place is LT Erika Pedersen, USN’s photo “ HSM-73 Battlecats performing hoist exercise with a foreign nation submarine. This is an overhead shot when the aircraft was establishing a hover above the sub.” • Fifth Place winner in the Current Category is CDR Scott Moak, USN’s entry “Sunset DLQ’s with the Fleet Angels”. The Historical First Place, out of many contenders, was Mr. Mario Marini’s photo, “USCG HH-3F Pelican helicopter rescue swimmer training, Old Woman Bay, Kodiak AK 1989.” The photo was taken just prior to Kodiak air station becoming an operational helicopter rescue swimmer unit in November 1989. • Second place is LCDR John Triplett, USN (Ret.)’s “Buno 127785 HU-1 Unit 24 LTJG Bill Stuyvesant Korea 1953”. • Mr. William Bush won Third Place with “Aircrew” He says about this photo “This is the enlisted flight crew that flew the first 5 SH-3 aircraft from Key West to San Diego (Ream Field) upon completion of the factory school. The aircraft were 5 of the first 10 delivered to the Navy and went to HS-10.” • Chris Napierkowski’s submission “ HM-14 returning to the USS Wasp after departing Copenhagen in 2006. Kronborg Castle sits in the background, which was the inspiration for Shakespeare’s play, Hamlet” is our 4th place winner. • There was a three-way tie for Fifth Place, Two were submitted by LCDR Triplett, “BB-62 HO3S-1, 106 3 VADM JJ Clark Korea 1953” and “HU-1 Unit 24 LTJG Bill Stuyvesant in Korea 1953”. The third in the tie for 5th Place was the photo sent by Ms. Anne Alfonso entitled “Welcome Home”. In a break with tradition we have showcased our winners throughout the magazine. Watch the website for the other submissions.. all great shots! NHA congratulates the winners and thanks everyone who submitted photos and our members who voted for their favorites. Rotor Review #143 Winter ‘19

Letters to the Editors It is always great to hear from the members of NHA. We need your input to ensure that Rotor Review keeps you informed, connected and entertained. We strive to provide a product that meets demand. We maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints or publishing corrections. Your anonymity is respected and please advise us if you do not wish to have your input published in the magazine. Post comments on the NHA Facebook page or send an email to the Editor in Chief; shelby.gillis@navy.mil or the Managing Editor; loged@navalhelicopterassn.org. You can use snail mail too. Rotor Review’s mailing address is: Letters to the Editor c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578. Subject: Coastie article Date: December 11, 2018 at 5:17:20 AM PST To: Thomas Phillips tom.phillips.seawolf@gmail.com Hi Tom, Wanted to compliment you on your article “Coast Guard Helicopters in Vietnam.” As a postwar rotary guy, I was not aware of the Coastie’s exploits and heroism during the war. Especially enjoyed the way you described the crew’s emergency landing at Phu Bai AB after a tail rotor problem- something I never had to worry about while flying the H-46! Hope all is well. Have a nice holiday. Best regards, Larry -Larry Carello www.larrycarello.com

Naval Helicopter Association

Rotor Review Submission Guidelines

2018-2019 Submission Deadlines and Publishing Dates Winter 2019 (Issue 143) .............November 18 / January 10, 2019 Spring 2019 (Issue 144) ....................... March 19 / April 30, 2019 Summer 2019 (Issue 145)........................July14 / August 10, 2019 Fall 2019 (Issue 146) .................September 18 / October 10, 2019 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 of historical interest.

All submissions can be sent to your community editor via email or to Rotor Review by mail or email at loged@navalhelicopterassn.org or Naval Helicopter Association, Attn: Rotor Review P.O. Box 180578, Coronado, CA 92178-0578

1. Articles: MS Word documents for text. Do not embed your images;within the document. 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.

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From the Organization President’s Message

By CAPT (Sel) Brannon “Bick” Bickel, USN

A Strategic Level Challenge

reetings from San Diego and happy holidays. This edition of Rotor Review is focused on all things Anti-Submarine Warfare. Knowing that submarines represent a strategic level challenge to our national defense, we should be proud to represent the only organic ASW capability within the Carrier Air Wing. Additionally, our ASW prowess combined with the surface combatants, Maritime Patrol and Reconnaissance Force assets forward, and submarines within the Carrier Strike Group is essential for the protection and defense of our afloat military forces against submarine threats. Based upon the great power competition in the world today, Combatant Commanders and Fleet Commanders are demanding more and more ASW capability. One of the most exciting times during my last tour in the fleet with HSM-37 Easyriders was during a Submarine Commanders Course in Hawaii. My squadron embarked helicopter detachments on three of the combatants stationed at Pearl Harbor. The P-3’s from CPRW-2 in Kaneohe were flying around the clock, and there was tremendous synergy between the surface and airborne assets fighting the submarine threats against our Surface Action Group. The P-3’s were conducting open ocean searches and ships and helicopters were refining any acoustic contact. Sonobuoys and torpedoes were raining from above. The team was holding down submarines with expert application of tactics, techniques, and procedures. The preparation, execution, and lessons learned from that exercise was the best and most practical application of ASW training that I’ve seen in my career. It was on par with the Theater ASW Exercises that our Carrier Strike Groups conduct after deploying as a fully certified team. Having actual contact time provided my crews with tremendous lessons that better prepared them for future deployments. There are many more examples of similar ASW experiences throughout this edition. It’s my assertion that we need to find more ways to prepare crews in similar fashion outside of HARP, C2X, and ACTC level advancements. Lastly, in preparation for next year’s NHA Symposium, please spend some time thinking about the innovations that we need in the Rotary Force. What do we have, and what do we need to be more agile and lethal in future combat operations. I hope that we can discuss how we train, the tools that we use today, the things that we need in the future. Weapons, sensors, increased on-station time, long range ASW assets in the CVW… there are so many topics to discuss. In the meantime, enjoy this edition of Rotor Review, and I’ll see you on glideslope. Bick

Rotor Review #143 Winter ‘19

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

nother successful Gulf Coast Fleet Fly-In and NHA Join-Up is in the books. We enjoyed a great week of activities and also had a very successful H-2 Seasprite Reunion and Aircraft Dedication at the National Naval Aviation Museum in Pensacola. Hurricane Michael luckily spared Pensacola and while we had a couple days of rain we were able to execute all the events. Thank you to the hospitality of Commodore Dave Morris, USMC and CAPT Doug Rosa, USN from TW-5 and CDR Jessica Parker, USN CO of HT-8 and her team of LT Christina Mullins and LT Kristina Carpio that made the Fly-In a hit. Thank you also to the countless others that arranged the events and to our Corporate Members who sponsored the socials and provided the necessary support for everyone to have a good time. We have had a pretty significant turnover on the NHA National Staff and I would like to take this opportunity to welcome our new officers and say thank you to our outgoing members for their service. Farewell to: CDR Aric “Bull” Edmonson, USN – NHA Region One President and Hawk Ball Coordinator Welcome aboard to: CDR Dave “3D” Ayotte, USN, CO HSC-21 Farewell to: CDR Justin “Juice” McCaffree, USN, CO HSC-23 - Vice President/Awards Welcome aboard to: CDR Rick “Shooter” Haley, USN, CO HSC-21 Farewell to: LT Andy Hoffman, USN, HSM-41 - JO President Welcome aboard to: LT Dave “FIGJAM” Kehoe, USN, HSM-41 Farewell to: LT Shane Brenner, USN, HSM-41 - Rotor Review Editor Welcome to: LT Shelby ”Conch” Gillis, USN, HSM-41 Farewell to: LT John Kipper, USN, HSC-3 - Stuff/Projects Officer Welcome aboard to: LT Ben Von Forell, USN, HSC-3 Farewell to: LT Rick Jobski, USN, HSC-3 - Secretary Welcome aboard to: LT Ryan “Hot Rod” Stewart, USN, HSC-3 Farewell to: LT Diane Sebastiano, USN, HSC-3 - Treasurer Welcome aboard to: LT Chris Hoffmann, USN, HSC-3 Congratulations go out to Master Chief Justin Tate, USN our NHA Senior Enlisted Advisor as he was just nominated and elected to the NHA Board of Directors! RADM Pat McGrath, USN (Ret.) is in the process of turning over with RADM Bill Shannon, USN (Ret) our current NHA Chairman. Admiral McGrath lives and works here locally in San Diego so you may see him periodically in and around the NHA office spaces as he plans to attend our monthly meetings when he can. Please welcome him if you see him and he will officially take over the job in the spring at the 2019 at the Symposium. I want to publicly thank the H-2 Reunion Group under the leadership of RADM Gary Jones, USN (Ret.), CAPT Ernie Rogers, USN (Ret.) and CAPT Earl Rogers, USN (Ret.) for their generous donation to NHA after what was a very successful reunion in PCola. We hope that everyone has had the opportunity to spend some quality time with friends and family over the holidays as we continue to work the details of the upcoming 2019 Symposium. The theme for 2019 is “Rotary Force Innovation and Integration” and we will be at the Viejas Casino & Resort in Alpine, CA just east of San Diego. We hope that you will consider joining us for what is shaping up to be an outstanding event. This year we are trying a compressed schedule that should allow more local personnel to attend all or most all of the events. You also might consider staying overnight at the resort as we have per diem pricing for all the rooms and the hotel has just opened a new wing with all new rooms. Download the NHA phone app or check the website for more details. You can register for your rooms online now. Have a great holiday season and we’ll hope to see you in the new year. Keep your turns up. Regards, CAPT P., USN (Ret.) 9

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

We just completed the registration for the NHA Historical Society (NHAHS) to become a recipient of donations from the Amazon Smile Program. NHAHS is a 501 c 3 non-profit and is eligible for this program so .5% of your purchases on Amazon will be donated to NHAHS when you shop using the Amazon Smile Program. You can register online and select the Naval Helicopter Association Historical Society as your charity of choice and then make your future purchases through the Amazon Smile Program and your donations will start flowing to the Historical Society. It costs you nothing and it is easy to do. So….sign-up today at http://smile.amazon. com/about. Hope you and your families have a safe and happy holiday season. Keep your turns up. Regards, CAPT P (Ret.)

Rotor Review #143 Winter ‘19

Naval Helicopter Association Scholarship Fund Update By Kelly Dalton, Vice President of Operations NHASF

t’s that time of the year again—the time when we reflect thoughtfully on all the recent opportunities that have helped us grow, when we send written missives chronicling our (or our children’s, or grandchildren’s) many accomplishments, and when we look ahead purposefully to what next year has in store. I’m referring, of course, to the NHA Scholarship Application season! The NHA Scholarship Fund will be accepting applications for our many undergraduate and graduate scholarships until January 31st, 2019. Eligible applicants must be a current NHA member—or the spouse, child, or grandchild of a current NHA member—planning to pursue an undergraduate or graduate degree during the 2019-2020 school year. We award scholarships worth up to $5000 annually based on an applicant’s record of academic excellence; individual drive; service to family, community, and nation; and potential for professional and personal success. For more information and the online application, please visit our website at http://www.nhascholarshipfund.org. It’s also, of course, a time of the year when we may feel particularly inspired to give back to our communities, and donating to the NHA Scholarship Fund is a worthwhile way to do exactly that! Contributions to the fund can be made either through our website, or through the CFC, using code 10800. We welcome interested corporate sponsors, as well; our sponsors have included CAE Systems, FLIR, Lockheed Martin/ Sikorsky, Northrop Grumman, and Raytheon. Additionally, we are proud, and extremely grateful, to announce that in early November the USS Midway Foundation awarded the NHA Scholarship Fund a $10,000 “Pillars of Freedom” grant, given to non-profit organizations that serve active duty service members, veterans, and their families. As the holidays come to a close and you look ahead to all that 2019 will have in store, please keep in mind that supporting the active duty and veteran members of NHA—and their families—in the pursuit of their goals of higher education is probably the easiest New Year’s resolution you’ll ever keep!

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In the Community A View from the Labs: Supporting the Fleet by CAPT George Galdorisi, USN (Ret.)

What’s Old is New

an anyone remember when ASW wasn’t a wicked hard problem for the Navy and for naval rotary wing aviation? I sure can’t, and I flew my first flight as a naval aviator in 1970. As my friends in the submarine community like to say, “There are only two types of ships – submarines and targets.” The question is: How do we make adversary subs sunken targets? While there are many things we have done – and continue to do – to give our Navy the edge over enemy submarines: Training, tactics, wargaming, new CONOPS and the like. But at the end of the day, breakthroughs in ASW have always been paced by technology and by pushing the edge of the envelope in what technology might bring to the game. What’s important, I believe, is trying new technologies and not being afraid of failure – because failure can ultimately lead to success – just not the way we think. Here’s an example. Who remembers DASH? As the United States became involved in the Vietnam War during the early 1960s, the Navy renewed its efforts to find a way to field unmanned systems to meet urgent operational needs. At that time, all sea-based aviation was concentrated on the decks of Navy aircraft carriers and large-deck amphibious assault ships. Surface combatants—cruisers, destroyers and frigates—had no air assets at their disposal. The solution was to adapt a technology that had been in development since the late 1950s to field the QH-50 DASH (Drone Anti-Submarine Helicopter). In April 1958 the Navy awarded Gyrodyne Company a contract to modify its RON-1 Rotorcycle, a small two coaxial rotors helicopter, to explore its use as a remote-controlled drone capable of operating from the decks of small ships. The Navy initially bought nine QH-50A and three QH-50B drone helicopters. By 1963 the Navy approved large-scale production of the QH-60C, with the ultimate goal of putting these DASH units on all its 240 FRAM-I and FRAM-II destroyers. In January 1965 the Navy began to use the QH-50D as a reconnaissance and surveillance vehicle in Vietnam. DASH was also outfitted with ASW torpedoes to deal with the rapidly growing Soviet submarine menace, the idea being that DASH would attack the submarine with Mk-44 homing torpedoes or Mk-57 nuclear depth charges at a distance that exceeded the range of submarine’s torpedoes. But by 1970, DASH operations ceased fleet-wide. Although DASH was a sound concept, the Achilles heel of the system was the electronic remote control system. The lack of feedback loop from the drone to the controller, as well as its low radar signature, accounted for 80% of all drone losses. While apocryphal to the point to being a bit of an urban legend, it was often said the most common call on the Navy Fleet’s 1MC general announcing systems during the DASH-era was, “DASH Officer, Bridge,” when the unfortunate officer controlling the DASH was called to account for why “his” system had failed to return to the ship and crashed into the water. But the concept of delivering a torpedo against an enemy submarine took hold, and the Navy pursued a program it called “LAMPS Mk1” where it took an off-the-shelf helicopter, the H-2 and put it on current frigates like the Knox-class to provide a capability that – while not state-of-the-art and far from perfect, ultimately led to LAMPS Mk III and now the MH-60 community. The point is this: Not every new technology succeeds, but to fail to try ensures failure. Those of you in flight suits owe it to yourselves to pulse the technical community to come up with ideas that just might work and turn the ASW game in our favor. There are plenty of inviting targets out there – and they’re called Chinese and Russian submarines. Who will find the next breakthrough technology that just might be sitting on the shelf waiting to be discovered?

Rotor Review #143 Winter ‘19

Aircrewman’s Corner By AWCM Justin Tate, USN

Fellow Aircrewmen

ood day to all of you! Another great Gulf Coast Fleet Fly-in/NHA Join Up has come and gone. It is always a great time to meet the Pilots and Aircrewmen that are in their initial training. This was amazing to answer all the questions that the students have to make sure they have full visibility on what their future holds. A big “THANK YOU” to AWRC Stephen Griffin and his cadre of volunteers that made the events even more spectacular than last year. Thank you again and a job well done. This issue of Rotor Review is “ASW.” When I joined the Navy and went through all the initial training to be an Aircrewman, the ASW training for the threats at that time was of the highest priority. As time went on and warfighting focuses changed, ASW fell lower on the priority list. We are now back to a dire focus on ASW. This is where we will have to remember how we trained years ago, modernize it and train all of our shops to know what they are looking for and how to exploit the aircraft systems to deter whatever the adversary. Getting in the books, paying attention during intel briefings and understanding the aircraft is a start in the right direction. We as Aircrewmen have a vital role in ASW and we need to do all we can to make sure we are ready when called upon. On another note, I am transferring and this is my last article and month as the Senior Enlisted Advisor to the NHA National Staff. AWRCM Nate Hickey will be my replacement and be an amazing fit with the staff and each and every one of you. It has been an amazing venture being part of the NHA National Staff. The staff and partners of industry have been amazing and really made these couple of years a great and memorable time. I want to personally thank CAPT Personius,USN (Ret.) CDR Mike Brattland, USN (Ret) Leia, Linda and Allyson for a memorable tour and always continuing to make Aircrewmen a part of all you do. I will not forget all that we have worked through. “Thank you very much!” You guys rock! I appreciate everything that all of you do. Keep up the great work and continue to challenge yourselves to be the best Aircrewman. Learn all you can to be able to fight the aircraft to its fullest ability. Thank you for all you do and I look forward to seeing you around the Fleet.

Fly Safe!

A View from the JO Council

By LT Andrew “Hassle” Hoffman, USN

Parting Words

leet Fly-in this past October was an absolutely awesome time! Going back to Pensacola and engaging with the students who are just starting their journey is always a blast. The various panels were informative, with many good questions asked by students, pilots, aircrew, and industry alike. Pensacola provided us with a couple good weather days for flying which helped get the students pumped up. Big thanks to all those who helped organize the events. To all the students I spoke with: I hope I was able to help in some way when answering your questions! The most important thing to remember is that you are going to have a great and rewarding experience no matter which community you end up becoming a part of. Each platform brings a unique skillset and value to the mission. Each platform has a community filled with amazing maintainers, pilots, aircrew, and leaders. You can’t go wrong! On a personal note, this past Fleet Fly-in was my last as an active duty Naval Aviator, as I’ll be separating early next year. I’ve turned over the JO President position to LT Dave “FIGJAM” Kehoe, but will remain active within NHA. Looking back, I truly can’t think of anything better I could’ve done with the past 10 years of my life. I had the privilege of being a member of the greatest organization and team I’ll ever be a part of. Thanks to all the amazing Skippers, XOs, DHs, ridiculous JOPA, and crazy aircrew who made it all that it was. I look forward to staying in touch with all of you and will be waiting to help each of you in any way I can when your time comes to start the next chapter. Until then, keep being the best at what you do and fly safe. Cheers, Hoff 13

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In the Community Door Gunner Diaries By AWS1 Adrian Jarrin, USN

There’s No Requirement for That

elcome back flyers to another edition of Door Gunner Diaries. Last issue we focused on human systems technology or lack thereof with the two most commonly used helicopter flight helmets throughout the Department of Defense (DoD) HUG-56/P and HUG-84, both of which have technology that are nearly 30 years old. We also highlighted the fact that it’s been over 20 years since these helmets have undergone any performance review, according to a performance assessment report by U.S. Army Aeromedical Research Laboratory. (USAARL,1996)

the system under development to a level that can be built. In other words, does the system do what it is supposed to do? How well does the system do its function? These are examples of functional and performance requirements. In the DoD the requirement process is governed by the Joint Capabilities Integration and Development System (JCIDS). The JCIDS process ensures the capabilities required by the DoD are identified and their functional and performance requirements are developed. What is the requirements development process in the DoD? The DoD requirements development process is long and complicated which is an understatement to say the least. The simplest way to describe the requirements development process in the DoD, that it is a set of processes that produces requirements for a product. The first phase in requirements development is the requirement analysis of the system engineering process. In other words, it’s an interface between internal activities and external sources providing inputs to the process. For a classic DoD program, the DoD must first provide four mandatory documents to even start the requirement development process. Those documents are: Initial Capabilities Documents (ICD), Capability Development Documents (CDD), System Requirements Documents (SRD), Weapon System Specification (WSS), and Capability Production Document (CPD). At this point, no actual requirement is developed yet. Who is still with me?

In this issue, I want to discuss the requirements development process in the DoD and why its’s so imperative for helicopter end users to be more engaged and familiar in this process. Why requirements and why couldn’t I have chosen a more exciting topic to talk about? Well I apologize in advance to those people who have preconceived notions of the requirements process. I would encourage everyone out there in the rotary wing community who is sick and tired of waiting for technology to catch up and learn how they can play a role in speeding up the innovation process. This issue is specifically centered around helicopter human system technology, i.e. flight gear, so let’s get started.

The next phase is broken into six steps: 1. Gather and Develop Requirements. 2. Write and Document Requirements. 3. Check Completeness. 4. Analyze, Refine, Decompose Requirements. 5. Verify & Validate Requirements. 6. Manage Requirements.

“THERE’S NO REQUIREMENT FOR THAT.” Does this phrase sound familiar? Have you ever had an idea you knew would improve your job or even your community? But when you finally decided it was time to bring it up to the chain of command you were told, “there’s no requirement”. To the warfighter, those words are extremely discouraging and could have devastating consequences to future innovators who want to just improve the welfare of end users on the battlefield. Think about how many great ideas have been turned down over the years throughout military history. Ideas that could’ve brought innovation to our workspaces and our communities, but were turned down because there “wasn’t a requirement for it”.

That’s just the DoD’s bare minimum to develop a requirement. Other areas that DoD program managers, and system engineers need to know are: requirements tracing, capability development tracking and management tool, feasibility assessment, requirement checklist, joint capability area attributes, joint service specification guides, standardization, requirement types, requirements allocation, requirement development sequence, and requirement evaluation. That’s it. That’s the DoD requirements process in a nutshell. Unfortunately, the DoD requirements process will most likely never change. But what if instead of trying to reinvent the process we created a more VFR direct conduit so requirements can be revisited with more regularity and that those requirements take into account current end user’s

How are requirements actually defined in the DoD? The systems engineering standard defines requirements as “something that governs what, how well, and under what conditions a product will achieve a given purpose.” Requirements outline functions, performance, and environment of Rotor Review #143 Winter ‘19

experiences. For example, one question I get frequently asked about helicopter human system requirements throughout the community is; how often do requirement offices review helicopter human system requirements and engage with end users on the flight gear they use every day. From an end user’s perspective, I can say the flight gear we use every day is outdated and is in desperate need of modernization.

I believe one way to address this human systems technology problem is by introducing a fresh new approach to gathering the end users experience and knowledge. Requirements must reflect accurately the needs and wants of our rotary community and address current capability gaps so we’re not using the same logic and reasoning that went into designing these helmets almost half a century ago.

Why do I bring this up? What if I told you the main reason we still fly with flight helmets that are nearly 30 years old, is because there’s no requirement to replace them. This is a huge human system problem and because there are only two helmets approved by the DoD, the problem affects rotary communities DoD wide.

Albert Einstein once said “we cannot solve our problems with the same thinking we used when created them.” Until next time. Fly smart.

REQUIREMENT DESIGNED BY THE END USERS.

??? And for your edification ladies and gentlemen, I present -The Problem.

You are here x

An Overview of the Integrated Defense Acquisition, Technology and Logistics Life Cycle Management System

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Industry and Technology Future Vertical Lift: SB>1 Defiant Flight Delayed Until Early 2019 By Sydney J. Freedberg Jr.

he SB>1 Defiant, a high-speed helicopter aimed at future Army missions in major wars, won’t make its first flight this year after all. Unspecified but “minor” issues discovered in ground tests will push first flight back “two or three weeks,” co-developers Sikorsky and Boeing said this morning. Meanwhile, the other contender for the Future Vertical Lift aircraft, Bell’s V-280 Valor, will celebrate a year of flight tests next Tuesday. That reflects, at least in par, a fundamental difference in approach. While Bell’s V-280 uses tiltrotor technology, proven in widespread service on the V-22 Osprey since 2007, the Defiant uses Sikorsky’s revolutionary compound helicopter technology, which promises superior agility — but which has only actually flown in two experimental aircraft, the X2 and S-97 Raider, both of which are much smaller than Defiant. Defiant and Valor are both candidates for the mid-sized FVL variant, what the Army now calls the Future Long-Range Assault Aircraft (FLRAA, pronounced “flora”). The Army wants to start building the new assault aircraft ASAP to replace its UH-60 Black Hawks. The UH-60 is a Cold War design that’s been the workhorse in Afghanistan and Iraq, but it lacks the speed and range that military futurists think will be required to penetrate advanced antiaircraft defenses like Russia’s or China’s. (The Army’s also urgently looking for a new armed scout, the Future Armed Reconnaissance Aircraft, and there the leading contender is Sikorsky’s S-97, which is smaller than Defiant and already in flight testing).

told reporters. The Defiant and Valor are technically only Joint MultiRole demonstrators, not competing Future Vertical Lift prototypes, but the Army wants to start a program of record in 2021 and the demonstration phase is widely viewed as a de facto competition. So when would be too late for first flight? “We haven’t come up with a date that, ‘oh my goodness, if we haven’t flown by this, this time, we’re too late,’” said Randy Rotte, Boeing’s director of cargo aircraft and FVL. “We’ve been really focused on…when we have to have the data to them, which is somewhat fuzzy and open-ended because the Army’s been willing to accept (test data) over a longer period of time.” The crucial data, of course, will come from flight testing: “We’re working with the Army now on how long we’ll be able to do that,” Rotte said. Inevitable Surprises What’s been the issue? It is not previously reported problems with the

After fixing some “minor” issues discovered during ground tests, the SB>1 will still fly early next year, in plenty of time to provide data to the Army for its ongoing Analysis Of Alternatives, the company officials Rotor Review #143 Winter ‘19

transmission gearbox or rotors, Rotte said. “The good news is, for all intents and purposes, for everything we know, those issues are behind us,” he said. “They were both about manufacturing; they were not about necessarily design.” The gears turned out not to be quite hard enough, so they had to be reground. The unusually long, stiff rotor blades a compound helicopter requires — to achieve high speeds without the crippling vibrations a conventional chopper would encounter — proved “a bigger challenge” than expected to manufacture with the existing tools. The modified transmission has “been through all its testing (and) passed with flying colors,” Rotte said. The blades have been running in ground tests since last month: “We haven’t seen anything yet that would be an issue or a problem. So far so good, I’m knocking on wood when I say this.” Whatever the latest issue was, it only appeared when the companies put all the components together and ran them

The Sikorsky-Boeing SB>1 Defiant 16

“We’ve had a couple of runs on the PSTB,” said Rich Koucheravy, FVL director. for Sikorsky (now part of Lockheed Martin). “The initial two, three runs, we did have some minor discovery. I won’t get into the nature of the discovery, (but) it’s a relatively mundane thing that has to be fixed.” “We expect these sorts of things to come up when you run a configuration stand for the first time,” Koucheravy said. “That’s the purpose of building the PSTB.” No amount of

component-by-component testing or computer modeling can predict all the interactions when you put everything together and turn it on, particularly vibration and heating. But traditionally, you don’t discover those issues until you’ve got the first prototype in ground tests. By building the Power System Test Bed and running it even as the actual aircraft was still under construction, Koucheravy argued, you can find and fix the inevitable problems earlier. The changes are being made to both the testbed and the Defiant aircraft itself, Koucheravy and Randy said, which is taking about “two to three

weeks.” Then the testbed will be back in operation and the Defiant will be starting its first-ever ground tests. So first flight will likewise be delayed two or three weeks, into early 2019 — assuming no further surprises. “That would be great,” Rotte said. “I’m not sure if that would happen or not.” The companies could have kludged together something sooner, “a quick fix to get up in the air,” Koucheravy said. “That’s not the type of development work we do.”

Erickson awarded U.S. Pacific Command Aerial Services Contract By Hayden Olson. Erickson Inc.

rickson Incorporated, a leading aerospace manufacturer and aerial services company, has been awarded a firmed fixed price, indefinite-delivery/ indefinite-quantity contract for a base year with options for three additional years. The contract will provide dedicated rotary wing and fixed wing aircraft to the U.S. Pacific Command (USPACOM) area of responsibility (AOR). The USPACOM AOR is defined as, but not limited to, continental Asia, Philippine Islands, and countries supporting operations in the Philippines. Erickson will execute the contract utilizing organic rotary and fixed wing Erickson platforms. “Erickson is proud to perform this mission in support of the Department of Defense and the Warfighters. Our combination of experience supporting these operations, and ability to utilize the B214ST Helicopter, a platform where we are Bell’s product support provider, enables us to offer exceptional value and performance to U.S. Government customers.” Kevin Cochie, VP & GM, Erickson Defense and National Security. 17

About Erickson Erickson is a leading global provider of aviation services and operates, maintains and manufactures utility aircraft to safely transport and place people and cargo around the world. The Company is self-reliant, multifaceted and operates in remote locations under challenging conditions specializing in Defense and National Security, Manufacturing and MRO, and Commercial Aviation Services (comprised of firefighting, HVAC, transmission line, construction, timber harvesting, oil and gas and specialty lift). With roots dating back to 1960, Erickson operates a fleet of more than 50 aircraft, is headquartered in Portland, Oregon, USA, and operates in North America, South America, Europe, the Middle East, Africa, Asia Pacific, and Australia. For more information, please visit our website at www.ericksoninc.com.

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Industry and TECHNOLOGY

in their Power System Test Bed (PSTB), essentially a copy of the Defiant aircraft that’s bolted to the ground.

Useful Information My PCS Checklist - Taking Stress Out of PCS By CDR Erik Wells,USN, Sea Warrior Program Public Affairs

he latest upgrade to MyNavy Portal (MNP) includes a checklist to guide Sailors and their families through their next Permanent Change of Station (PCS) move. My PCS Checklist allows Sailors to easily create their own personalized move checklist, and can be found in the Assignment, Leave, and Travel section of MNP under the Career and Life Events drop down menu. There is no question that PCS moves are challenging, whether it is a single Sailor heading across country or a family moving overseas. The process of relocating can be a source of personal, financial and family stress and it requires a great deal of logistical planning. My PCS Checklist makes the process better. Sailors can now create their own personalized checklist by using an intuitive, web-based program, to guide them through the PCS process and help eliminate unnecessary stress. “Creating the checklist is easy,” said CAPT Chris Harris, director, distribution management division, Navy Personnel Command. “Sailors answer a few questions in the online checklist, starting with their official detachment date, which automatically generates a personalized, step-by-step checklist that calculates the number of days to complete each item until their move from their current command. Sailors can print out their checklist at work or email it to a spouse, parent or anyone with whom they want to share the information.” The checklist is broken down into four categories – Shipping Household Goods, Family Move, Money and Sailor Admin. Based on the detachment date selected, the checklist outlines necessary activities, due dates and includes tips and sources of support for each category. The program includes a taskbar that indicates how far along Sailors are in completing their activities and they will receive alerts to remind them to complete the tasks to stay on their PCS timeline. “MyNavy Portal addresses one of the major issues Sailors face when managing their careers – they have to use too many websites to complete routine tasks for managing their careers,” said Dave Driegert, PMW 240 assistant program manager, Single Point of Entry for MNP. “My PCS Checklist is the newest tool for Sailors and joins other recently-available applications like MyRecord Web 1.0 and electronic Personnel Action Request (ePAR)/1306. MNP is growing all the time. In the months ahead, Sailors will be able to access an increasing number of new features and tools.” Sailors should work with their command pay and personnel administrator if they have any questions concerning PCS policies and procedures. They may also contact MyNavy Career Center 24/7 at askmncc@navy.mil, or toll-free at 833-330-MNCC (6622). In addition to PCS information, MNP provides Sailors links to other webpages and resources – all in one convenient location. Get more information about the Navy from US Navy facebook or twitter. For more news from Chief of Naval Personnel, visit www.navy.mil/local/cnp/.

Do We Have Your Current Address?

Rotor Review is mailed at the periodical rate so the post office will not forward magazines. You can update your information through the“Members Only” portal on the NHA Website,www.navalhelicopterassn.org. If you prefer the digital edition of Rotor Review just let us know. We are happy to change your preferences. Rotor Review #143 Winter ‘19

What About Fido? PCS and Your Pet

f you consider your pet a member of the family, your first thought may be to bring your pet along when you receive permanent change of station, or PCS, orders. Many military families do take their pets with them, but it requires some upfront planning and preparation. Here are some things to consider as you prepare your pet for PCS, both in the U.S. and abroad. Moving in the U.S. There may be a limit to the number of pets you can have, or other rules that apply on a military installation. Look up the regulations for your new installation on MilitaryInstallations. Check to see if there are any rules for bringing your pet into the state where you’ve been assigned. The U.S. Department of Agriculture’s Animal and Plant Health Inspection Service’s website can tell you if there are any restrictions. Before your move, make sure you take your pet to the vet. Making sure your pet is healthy and has updated immunizations can make a domestic or overseas move go smoother. Reduce the chances of your pet getting lost in transit by getting her an ID tag, having your vet insert an ID microchip under her skin, or taking her picture for easy identification. If your pet will be coming with you in your car, have him spend some time in the car ahead of your move to get used to it. Have him ride in a pet crate if that is how he will travel. Moving to another country Search for your new installation on Military Installations to find any rules and regulations related to bringing in pets. Contact the consulate or embassy in the country you are assigned to and learn about the rules for bringing in pets. Ask if your pet will need to be quarantined upon entering the country and the cost of quarantine. The Department of Defense may reimburse you up to $550 for that expense. Check airline travel requirements, such as whether your pet will need to travel in a crate or if you will have to reserve space on the flight for your pet. The Department of Defense will not reimburse you for the relocation cost associated with moving your pet from one country to another. Moving can be a challenge for you and your pet, so make it easier by finding out what you need to know before your next PCS.

DID YOU KNOW? When you shop at smile.amazon.com, you’ll find the exact same low prices, vast selection and convenient shopping experience as Amazon. com, with the added bonus that Amazon will donate a portion of the purchase price to the Naval Helicopter Historical Society.

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USEFUL INFORMATION

www.militaryonesource.mil/

Fly-In 2018 2018 Gulf Coast Fleet Fly-In

HT-8 and HT-28 Staff with the 2018 Fleet Fly-In Coordinators; LT Kristina Mullins, USN and LT Christina Carpio, USN.

HT-8 Students

Attendees gather at the Massif exhibition table in the National Naval Aviation Museum. Lunch at the Museum

Helicopter Aircrew Candidates, Aviation Rescue Swimmer Students, and AW “A” School Students recite the Aircrewman’s Creed, in a video message for RADM Tomaszeski, USN (Ret.) as motivation for his continued dedication and recovery.

Rotor Review #143 Winter ‘19

2018 H-2 Reunion in Pensacola

Navy.

ifty five years ago the Kaman Corporation completed and delivered the first of 240 Seasprites to the United States

In 1973 the SH-2F Seasprite was selected to serve as the LAMPS MK 1 helicopter to deploy on U.S. Navy Destroyers, Frigates and Cruisers. After 20 years of LAMPS service the SH-2F was retired from the Navy inventory and replaced with the LAMPS MK III SH-60B. It was decided that in conjunction with the induction of Seasprite BuNo 151312 into the National Naval Aviation Museum we should have a reunion to celebrate and recognize the many men and women who served as Kaman Tech Reps, administration personnel, aircraft maintainers, aircrew and pilots. The ceremony was held October 24-26, 2018 in Pensacola Florida in conjunction with the 2018 TW5 Gulf Coast Fleet Fly-In and NHA Join-Up.

The H-2 Reunion and Ceremony Reception brought squadronmates together again

uring October's Fleet Flying this year, HT-8 sponsored a panel discussion at Whiting Field. The panel consisted of members of CDR Clyde Lassen's crew and the rescued pilot from their Vietnam rescue in 1968. Present for the presentation and Q&A discussion were CDR Leroy Cook, USN (Ret.) who was a LTJG and LT Lassen's copilot, former AE2 Bruce Dallas who was the door gunner and rescue aircrewman and CAPT John Holtclaw, USN (Ret.) who was the LT F-4 pilot whom they rescued. They all related their recollections of the rescue which resulted in the Medal of Honor for LT Lassen, the Navy Cross for LTJG Cook and the Silver Star for AE2 Dallas. LT Lassen and his crew were attached to HC-7, flying and SH-2 Seasprite off the USS Preble (DLG-15) at the time. LT Lassen was the first naval aviator and the fifth Navy man to be awarded the Medal of Honor for bravery in Vietnam.

Panelists and HT-8’s commanding officer, (left to right), Former AE 2 Bruce Dallas, USN, CDR Jessica Parker, USN, CAPT John Holzclaw,USN, and CDR Leroy Cook, USN. 21

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Gulf Coast Fleet Fly-In 2018

Features Air Boss: Spouses Critical to Aviation Readiness in Era of Dynamic Force Employment By Commander, Naval Air Force, U. S. Pacific Fleet Public Affairs

ommander, Naval Air Forces (CNAF) Vice Adm. DeWolfe H. Miller III, USN told Naval Aviation’s senior enlisted leadership and their spouses the importance of their role in communicating to Sailors the changes in deployment cycles at the Naval Aviation Enterprise Command Master Chief (CMC)/Senior Enlisted Leader (SEL) Symposium Nov. 5-7.

Master Chief Petty Officer of the Navy (MCPON) Russell Smith addresses the audience at the Naval Aviation Enterprise 2018 Command Master Chief/ Senior Enlisted Leadership and Spouse Training Symposium. Photo by Mass Communication Specialist 1st Class Luke Perry, USN.

“You have a profound impact on our Sailors and their families.” Miller said. “We are in a great power competition. The habit patterns that you teach your Sailors, and the resilience you provide for our families will kick in when we go into a highend fight. And I just want to say, ‘Thank you.’” The annual aviation CMC/SEL symposium hosted 130 Command Master Chiefs and Senior Enlisted Leaders from aviation commands around the globe, and for the first time included their spouses. Fifty-five spouses attended the symposium, receiving briefings on everything from aviation readiness to family support programs.

“I jumped out of my seat when my husband sent me the email, because I was so excited that they thought enough of us as spouses to come and take part in this symposium,” said Karla Reeder, wife of the VAQ-140 CMC. “As experienced military spouses we need to be able to educate the junior sailor spouses and junior officer spouses on topics they need to know about.” Warfighting and readiness were central topics of the symposium, with Dynamic Force Employment (DFE) and changing deployment paradigms being a central theme. “As we continue with DFE and unpredictability, we’re going to leave and spouses and families aren’t going to really understand why that unpredictability is there,” said FORCM (AW/SW/NAC/IW) James Tocorzic, the CNAF Force Master Chief. “We need all members of our triad spouse team to understand that, and be able to communicate that all the way to the spouses of our deckplate sailors.” Tocorzic added that Sailors who have only served in recent decades may not understand the reasons for unpredictable schedules and restricted communications, making education a key role for leadership. “We have demonstrated Naval Aviation’s airpower over the last two decades over land in Syria, Afghanistan and Iraq. A maritime fight with peer competitors, though, will absolutely will be different for our families. We will not have the ability to communicate via email and social media like we do today.”

Retired Chief Photomate David Harper leads a tour of command master chief spouses aboard the USS Midway Museum in downtown San Diego, as part of the Naval Aviation Enterprise 2018 Command Master Chief/Senior Enlisted Leadership and Spouse Training Symposium, Nov. 7, 2018. Photo by Mass Communication Specialist 2nd Class Chelsea D. Meiller, USN.

“The good news is, we’ve found that if a sailor understands why they’re doing something, they’re more eager to do it. There is a sense of urgency in our fleet right now. The landscape is changing and we need to be prepared for it. And that’s a huge part of the role of our CMCs and their spouses, making sure every single one of our Sailors and their families understands the threat is real, and that we’re ready to go.” Rotor Review #143 Winter ‘19

The CMC Symposium is just one component of CNAF’s robust leadership development program, started

The Case for Integrating the Tactical Support Unit (TSU) into Fleet Training By LT Eli “Ham” Sinai, USN

HSC-3 at Fallon. Photo by Ray Rivard.

n April of 2018, I went on detachment with Helicopter Sea Combat Squadron EIGHT (HSC-8) at Naval Air Station (NAS) Fallon for unit-level strafe and overland training. I planned to complete my Day Overland Special Operations Forces (SOF) grade card in conjunction with our guest pilot, LCDR Jaden Risner, who was in Fallon to complete his Seahawk Weapons and Tactics Program (SWTP) Level IV standardization and evaluation (STAN-EVAL). LCDR Risner is a member of Tactical Support Unit Pacific (TSUPAC), one of two Navy Reserve Units where third, fourth, and fifth tour Selected Reserve (SELRES) and Full Time Support (FTS) Pilots -- usually those who served at Helicopter Sea Combat Squadron EIGHT FOUR (HSC-84) or Helicopter Sea Combat Squadron EIGHT FIVE (HSC85) -- embed with Helicopter Sea Combat Weapon School, Pacific (HSCWSP) to provide training to all HSC squadrons in order to incrementally increase the Navy’s overall capability to support SOF. 23

I was naive about fleet expectations for SOF mission planning, and LCDR Risner challenged me to treat our scenario as if we were in an operational environment. From that point, he threw me into mission planning, nitpicking every detail we would execute on the day of our event. His requests for information covered every factor vital to mission execution. We spent countless hours mission planning, perfecting our routes, fuel, and communications plans, and mission products; moreover, we consistently chair-flew the event to expose our plan’s shortcomings. The day prior to the event, we physically taped up the flight line to represent the terminal area, and LCDR Risner led a walk-through of the Full Mission Profile. Though we lacked external assets, we had a robust opposition forces (OPFOR) presentation provided by NAWDC that forced us to react and utilize the contingency plans we had established during mission planning. Upon event completion, we critically debriefed all lessons learned and areas for improvement. While I had www.navalhelicopterassn.org

FEATURES

in 2002, which includes the Aviation Flag Officer Training Symposium (AFOTS), prospective executive and commanding officer training (PXO/PCO), and the O-5 and O-6 Career Training Symposiums (CTS). All of these leadership events include spouse training. Additionally, CNAF holds an annual Female Aviator Career Training Symposium (FACTS), and has planned a first-ever Junior Officer Career Training Symposium for 2019.

During the symposium, aviation CMCs and SELs also heard from the Master Chief Petty Officer of the Navy, Russell Smith, and the Fleet Master Chiefs from U.S. Fleet Forces Command and U.S. Pacific Fleet.

Third Place Winner in the Current Category was the photo “Reaching the Pinnacle” taken by LT Garrett Lukasek, USN.

completed a full Optimized Fleet Response Plan – with all the associated opportunities to train in a variety of tactical environments with both squadron and HSCWSP instructors – I had never felt more prepared to execute an event than with LCDR Risner.

member of the TSU. Not only was it eye-opening tactically but was also extremely beneficial in other areas critical to our profession, such as our discussions about risk management and mission contingencies. This is not a rallying call to lengthen the current SWTP syllabus. Instead, this will supplement the instruction of the Weapons Schools and Fleet Squadrons by providing a wider spectrum of experience, necessary motivation, and community buy-in for our community’s junior aviators.

Integrating the TSU into fleet-wide tactical training has tangible benefits, particularly in the realm of Close Air Support, Personnel Recovery, SOF and Helicopter Visit, Board, Search and Seizure mission sets. But how do we gain the wealth of corporate knowledge offered by the TSUs? Training Officers can easily incorporate the TSU by asking them to lead comprehensive mission planning labs for junior aviators prior to the start of their SWTP progression, assist in day-to-day mission planning, and inviting them to accompany HSC squadrons during Helicopter Aircrew Readiness Program, Air Wing Fallon, and other tactically focused exercises and workups. These mechanisms enable TSU aviators to share their knowledge, and keeps TSU aviators flying outside of HSC-85 in order to maintain their currencies and relevance with their fleet counterparts. At the Fleet Replacement Squadron (FRS), TSU aviators can guide Department Heads (DHs) and others returning to the Fleet, improving mission planning readiness and strengthening the cadre of our Squadrons’ Department Heads; lacking the experiences gained from these TSU-led events, Squadron DHs might not otherwise know what they should – or could – expect from their Squadron Junior Officers. As Fleet pilots, we can all benefit from doing an event with a Rotor Review #143 Winter ‘19

My experience was unique, but it shouldn’t be. Firsttour pilots rarely work with SOF units, and it is difficult to simulate a scenario without being lured into going through the motions of gamesmanship intrinsic to completion of a SWTP grade card. That said, the opportunity to work alongside a member of the TSU provided perspective and comprehension of mission realities. The TSUs are valuable – they have a high capacity to mentor and develop Fleet aviators by introducing them to the methodologies, tactics, techniques, and procedures of HSC-85 and HSC-84. This improves our lethality and warfighting capability, and bridges the gap between rotary wing squadrons and SOF units. Therefore, squadrons should be eager to integrate the TSU into training their junior aviators and Department Heads. Through advocacy of mentorship, mission planning skills, and inclusion on training exercises, we will better fulfill our role in the Navy and when called upon, be ready to carry out any task with tactical excellence.

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Features Land of the Free, Home of the Brave By AWR1 Joshua Davis, USN

The Bear Dance, performed by members of the Southern Ute Tribe welcomes the bear out of hibernation and the beginning of spring season. The bear symbolizes leadership, strength, and wisdom.

WRCS Stanley D. Cox II, USN grew up in Ignacio, Colorado. It’s a small town in the southwestern part of the state, and home to the Southern Ute Indian Tribe. The reservation is approximately 1 million acres, expanding 100 miles from Cortez, Colorado to Dulce, New Mexico. He grew up on the Southern Ute Reservation, although his roots are Navajo and Zuni. His Native blood comes from his mother’s side of the family. Both his grandparents on his mother’s side grew up in New Mexico and moved north to Colorado in the 1930’s. The Navajo reservation spans approximately 10 million acres across Arizona, New Mexico, and Utah. The Zuni reservation is located south of the Navajo Reservation near Gallup, New Mexico. His family history runs deep there; his uncle John Wellito was even a Navajo Code Talker in World War II.

Rotor Review #143 Winter ‘19

Life on the reservation was pretty ordinary; it was similar to how most Americans that grew up in small towns in the 80s and 90s. Ignacio is a heavily trafficked tourist attraction due to its natural beauty, mountains, rivers, and history. The residents there have their own unique culture, which gives them pride and an identity. From a young age, AWRCS Cox was rooted deep in his culture all the way until he joined the Navy. His mother had 11 brothers and sisters, many of whom married local Southern Ute tribe members. Many people close to him, including his friends, were always surprised when he told them that he was not actually Southern Ute. One of his aunts married Eddie Box Jr., son of the Ute tribe’s ceremony leader. His Uncle Eddie’s father, Eddie Box Sr., was the tribe’s ceremony leader. Although Eddie Box Sr. was not his actual grandfather, he treated 26

AWRCS Cox like family. Every Sunday he would attend Catholic mass with his parents, and afterwards he would go to Grandpa Box’s house to hang out in the sweat lodge. People would gather there inside to sing songs and pray. Often times the young boys were told to stand up where the heat was almost unbearable because the elders said it would make them tough, like a warrior. Grandpa Box and Uncle Eddie would take him and his cousins to the “pow-wows” in the local areas. His cousins would dance and he would sometimes sing with the elder men. When he would sing off key or drum off beat, someone would nudge or signal him to stop. He wouldn’t be allowed to drum and sing again until he learned to perform the song perfectly, in keeping with tradition. Most native tribes have elected representatives and governments to handle local business affairs. In the

AWRCS Stanley D. Cox II, USN

early 2000’s, AWRCS Cox’s cousin, Matthew Box, was elected tribal chairman and held the position for nearly a decade. Ceremony leadership such as this are commonly passed down from generation to generation, within a family or to other families. Sometimes they are transferred from one ceremony leader to another, usually when they feel they have become too old to do it

any longer. Traditions like these run deep in the Southern Ute Indian Tribe. One of the Ute Tribe’s most important and oldest rituals is the Bear Dance the tribe holds every spring. The ceremony lasts 10 days and includes dancing, feasting, games, horse racing, and gambling. Most people are familiar with native drum music, but for the Bear Dance, the sound comes from metal bars being moved up and down notched axe handles that rest on top of a box covered with tin metal. The Bear Dance is unique because it welcomes the bear out of hibernation and the beginning of spring season. The bear symbolizes leadership, strength, and wisdom. AWRCS Cox was 21 when he left Ignacio and joined the Navy in 1999. When he graduated the FRS in 2000, his family traveled to San Diego to celebrate. During the graduation ceremony, which was held in the

HSM-41 training building, his Aunt and Uncle preformed a smudging ceremony. They said a prayer and blessed him and his fellow classmates by burning sage and using an eagle feather to fan the smoke around them. It caught many sailors off guard and to this day it hasn’t ever been done again. Fortunately, the FRS LCPO did not kick them out and no smoke alarms were set off in the building. Every chance AWRCS Cox gets he goes back home. His wife and kids love visiting, they want to retire back in Ignacio someday because it’s where most of his family and friends still live.

Realistic Training Opportunities at the FRS By LT Rachel “Wednesday” Winters, USN

ommander Helicopter Maritime Strike Wing Atlantic (CHSMWL) aircraft took part in an anti-submarine warfare exercise (ASWEX) off the coast of Florida during the week of August 27, 2018. Helicopter Maritime Strike Squadron 40 (HSM-40), which serves as the Fleet Replacement Squadron (FRS) for the MH-60R on the east coast, launched to support this exercise with CAT 1 Fleet Replacement Pilots (FRPs) in the ASW phase of the training syllabus. The east coast FRS has never before trained students in a live exercise. While unprecedented, this move advances HSM community tactical experience, ensures instructors remain tactically relevant, and aligns with the “fight tonight” mentality of the larger Naval Aviation Enterprise (NAE). This enhanced the confidence of the students for participating in real-world ASW prosecution and exposed them to the planning, communication, and coordination required for multi-

squadron ASW events. The students performed well alongside Fleet squadrons as well as adding value to the on-station tracking and simulated attacks against an actual submarine. LTJG Tyler Heinemeyer, one of the FRPs given the opportunity to participate based on his progress in the training syllabus, stated after the event, “Participating in the ASWEX positively impacted my ASW training at the FRS. To experience an actual ASW problem with the stressors of a flight introduced realistic CRM expectations, mission planning, and communications necessary to track and attack. Simulators prepared me well for this exercise and the ASWEX gave me confidence in my ASW skills. The event has made me excited to learn more about the mission going forward.”

Providing FRPs with the opportunity to participate in realistic training events such as the ASWEX in August is part of HSM-40’s push to improve their tactical training syllabus. It follows a full revision and standardization of the simulator tactical scenarios used at HSM40 and has been followed by additional coordinated ASW exercises with Patrol Squadron 30 (VP-30) as well as the first detachment of FRS instructor and student pilots to the Atlantic Undersea Test and Evaluation Center (AUTEC) for more robust training and weapon employment opportunities.

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Focus - ASW ASW, Energized, Focused, and Back in the Forefront; History is relevant, and here’s some history. By AWCM David W. Crossan, USN, CHSMWL, N3

MH-60 R during an ASW Exercise at AUTEC in 2007.

cases, a practiced, proficient and current series of threats that are equally ready to achieve their mission.

s a Cold-War era relic, I’m often reminiscent of how we were prepared in many ways from those days gone by, as well as equally challenged in applying new capabilities, technologies, and systems investments toward the future. Equally, today’s Aircrews are experts in applying those advantages.

Repeating history and lessons comes with advantages, it also comes with disadvantages. With both opposing forces predicting success using their newest systems, their best capabilities – who has the overall advantage? That remains the question – and how that question applies to us remains relevant to our answers. What systems and capabilities did we mistakenly atrophy during the recession of our ASW focus? What foundational practices, tactics, and skills have we left behind that worked? Would a reexamination and evaluation of those lend us additional advantages? My answer is not only “yes”, but there are examples that have definitely proven to be force multipliers.

As late as 1991, and again momentarily in 2000, I was fortunate to be part of our Community in teams that were tracking former Soviet Union submarines. 1991 in the North Atlantic, and 2000, in the Black Sea. Both experiences on that scale, even at our height of a polished focus in ASW, was difficult. Those weren’t the most modern, and certainly, most capable examples of what is now, drastically different, and more formidable hulls, as well as practiced and proficient crews who occupy and operate them.

What will happen when we must work in varying states of denied environments? Are we prepared to lose some technological advantages, and work from foundational skills? We should ensure that we practice what some of the dinosaurs (such as myself – but I’m not alone) learned from yesteryear, to validate their knowledge, their actions, and their ability to

The HSM Community, and it’s best and brightest, continue to hone their skills using our newest systems, our newest capabilities. We are the only Carrier Air Wing organic ASW asset, the last line of defense in our offense against newer, more capable, and in most Rotor Review #143 Winter ‘19

Are we looking at Training Programs? Are we reporting Training accomplishments as they apply to guidance, policy, and minimums? If we are, who’s looking at the data? Who is applying pressure if we are falling short of minimums? Who is making adjustments based on the pressure being applied?

Additionally, we’ve got to be more strategic in how we remain pointed toward the future. Until Submarines are outlawed by international treaties, THERE WILL ALWAYS BE AN ASW THREAT to Maritime Forces. There are very few things in the ASW Environment that you can attach “always” to, it’s rule #1 of old-school AW ASW Training: “Never say never, and never say always.” Despite our belief in the post-Cold-War Era that we would never (or rarely) find ourselves back in a Blue-Water ASW Environment – here we are. An increased 6th Fleet focus, as well as re-establishing the 2nd Fleet, where we continue to leverage those opportunities. Unfortunately, we are currently without some of the legacy proven systems that would or could add to our capabilities – at least, in the near term. There is ongoing work that is closing the gap to the potential reintroduction of those – sadly at times, it seems like that work is progressing at the speed of backwards.

Sea-Story Years ago, Navy personnel billets were cut from all over, to include the ISICs, leaving Type-Wing’s without ISIC Evaluators, all from OPS / Training and Maintenance Environments. At one point, in the adjustment to those cuts, we forced individual Squadrons to police themselves, and in some cases, each other. Unfortunately – the worst news of those policies manifested more visibly in poor Aircraft material condition, readiness, and programs, more than the story of OPS and Training program challenges. The result, the Type-Wing’s eventually pushed for the Maintenance billets back to re-establish Inspection Teams, but the equaling effort lagged for Operations and Training. Although stronger today, we haven’t equally brought back the older habits of ISIC Inspections or assist visits within Operations or Training Programs. Some might point out that we do have our Weapons Schools, and associated ACTC Program oversight – in which we agree. Right up until the moment that I’d point out that those processes don’t always consistently evaluate Annual Ground Training. They don’t evaluate Annual ASW Training requirements compliance. They don’t always get down to the devil in the details.

Having said all of the above, I would like to add that even if we were perfectly poised, we would always have room to improve. We have an entire fleet of Sailors, who’s technical skill sets are basically divided among multiple categories: Primarily ASW, SUW, and EW. However, those categories continue into basic Aircrew Duties, Search and Rescue, Tactical Syllabi such as ACTC, pre-deployment readiness, training, primary and collateral duties, GMT, volunteer efforts, off duty (Military Basic and Primary Professional Education, as well as Civilian Education Programs, and other examples). What is the status of our tactical and ground training programs? Is there room for improvement? Are we documenting the accomplishment of the minimum requirements? (A low standard to set, but it’s the reality of the discussion). My answer to those, is regrettably, “no.” We still have work to do in our Primary Warfare Areas, in our processes, in our training, in our expectations, and in our execution. It’s why I’m probably most passionate when I’m afforded the opportunity to speak to leadership about other potential initiatives that could detract from our ability to be the best Warfighters we could be.

We used to measure all kinds of metrics reflective of Mission Accomplishment, and culminated those items into Battle “E” inputs. Although we could debate the merit of doing so, or not doing so, they did force visibility into a host of measurable products – NATOPS Changes, SAR Changes, Mission Needs Statements, TAC D&E, Lessons Learned, Pilot / Aircrew Ground Training Hours, DARTS Hours, ASW Hours, Simulator Utilization, PAO Articles, Sea Combat Competitions, Shipboard landings, FMC/MC rates, and a whole host of data that forced healthy competition to continue to strive to be better. The intent of the guidance was to gain a continued investment across the Community, leveraging ownership and engagement across the deckplates. Even considering any opportunity to do so focused in the HSM Primary Warfare Areas, or singularly, in ASW, may leverage a wider ranged focus across the community, ultimately providing Leadership with a visible and tangible ability to see where we are meeting or exceeding expectations.

We need a focus – and we need it to be continuous, and consistent. We need it to remain on target, we need it to remain relevant, and we need it to be poised for current operations, as well as future operations. We need honest assessments of what we are doing well, and we need honest assessments of where we need to improve. Another old lesson by the old Master Chief remains true: “We expect what we inspect.” In other words, more notably known in the Wardroom environment: “What fascinates my Boss, fascinates me.”

My point – if we find ourselves heavily back into the ASW fight, focused by being the only organic asset, we should consider evaluating the entire spectrum of history in what worked, what helped make us better, what helped us focus on skill sets required, what processes supported

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FOCUS - ASW

fight and win at sea, especially when some of the technology may be unavailable due to the overall dynamic and ever changing environment they may find themselves in.

Focus - ASW the focus, and what process supported the legacy of success, and determine if they would do so yet again. Additionally, there are proven ways to energize and incentivize the broad spectrum of processes that translate to the deckplates as demand signals to do more – they were valid and effective in our history, and for a wide range of reasons, are no longer part of our infrastructure. If we really wish to leverage every ounce of our potential, we should apply those examples that have a proven track record of sending the demand signals, which results in our entire Team’s focus to contribute more, measurably – and it should start with those that are focused in ASW proficiency, training, and improved skills. The MH-60R is extremely capable, the HSM Aircrews who operate it are also among the best I’ve served with. As I stated above, there is room to improve, to add to their ability to fight and win at sea – and it’s the old dinosaurs’ opinion (the one currently circling the tar pit), that considering some of the examples opined above, and applying them, will be a force multiplier, and assist those professional HSM warfighters to be even better.

HSL-33 Det 10 with TF17 Indian Ocean 1977. The picture was taken by AX2 Martin Lewis, Det 10 member with AX2 Bill Chadwick who is on far left in photo.

HSL33 Det 7 onboard USS Fox fall 1993. Tim Lund is up front. Taken by Tom Graziano.

Rotor Review #143 Winter ‘19

One Ping Only

By LT John “Brick” Fritts, USN, HSM Weapons School Pacific Public Affairs Officer

“O

ne Ping Only” is not merely a quote from a classic Tom Clancy film, but an operational reality for Helicopter Maritime Strike (HSM) crews conducting Anti-Submarine Warfare (ASW) Operations. It is the amount of time required to gain, and lose, underwater acoustic contact against a capable threat submarine. This became readily apparent to HSM crews during the 2018 Diesel Electric Submarine Initiative Anti-Submarine Warfare (DESI ASWEX), July 12th-18th. Seahawk Weapons and Tactics Instructors (SWTIs) from the Helicopter Maritime Strike Weapons School Pacific (HSMWSP) coordinated the weeklong airborne ASW portion of this rigorous multinational exercise. This year’s exercise took place off the San Diego Coast at the Southern California Offshore Range (SCORE). The exercise featured a spirited contest between a Chilean diesel electric submarine, the CS SIMPSON (SS 21), operating against aircrew from HSM-35, HSM-41, HSM-49, HSM-71, HSM-73, HSM-75, HSM-79, HSMWSP, VP-9, and VP-40.

Training against a live, dynamic target with experienced crewmembers provided a rare opportunity for North Island stationed squadrons. “The experience gained from training against a live submarine cannot be understated. It’s a truly unique experience that challenges combat crews and reinforces current Tactics, Techniques, and Procedures,” said LT Jerry “ABBA” Batchelder, HSMWSP DESI ASWEX coordinator. Over the week long evolution, approximately 145 flight hours were executed by participating aviation units. CS SIMPSON provided over 50 hours on range executing a variety of maneuvers to challenge and train the aviation units tracking it. Helicopter crews maintained a very high level of acoustic contact on range and conducted more than 60 simulated torpedo attacks, demonstrating the strength of the HSM community’s tactical acumen. While great training value was accomplished on the range for all aircrew involved, perhaps the most beneficial training of all occurs in the debrief. Naval Underwater Warfare Center NUWC DET San Diego continued support of DESI ASWEX by providing event reconstruction through the use of their state of the art Visual Interactive System for Training Analysis (VISTA) system. Data collected during events was used for analysis and event “Hot Wash”, utilizing VISTA playback. VISTA allowed crewmembers from HSM and CS SIMPSON to replay events, discuss their TTPs and critically evaluate their decision making and effectiveness as an ASW team. Overall, the 2018 DESI ASWEX was an outstanding success. It pitted HSM and MPRF assets against a well-trained Chilean submarine crew. Both sides completed the event more knowledgeable and capable than at the exercises’ onset. Participating combat crews walked away with higher levels of training and readiness, in a way that simply cannot be replicated in a simulated environment. The next DESI is scheduled for the Fall of 2019 and will surely continue to provide exceptional tactical training value to the Fleet and our Allies

CDR Chris “Sunshine” Conlon, CO HSMWSP, presents CDR Federico Saelzer, Commanding Officer of CS Simpson (SS-21), with a framed picture at the DESI closing ceremonies.

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Focus - ASW ASW, Combined Software Flight Test, and the Path to a Better AMP By LT Bobby Ball. USN and LT Matt Petersen, USN

he Diesel-Electric Submarine Initiative Exercise (DESIEX) took place from 25 to 29 August off NAS Jacksonville, FL. This exercise included aircraft from multiple Jacksonville-based HSM and VP squadrons flying against a diesel-electric submarine. The primary purpose of this exercise – like any other – was to hone tactical proficiency. However, DESIEX 2018 was special because it included the first look at new software tools to make the MH-60R a more effective Anti-Submarine Warfare (ASW) platform. Hosted by the Swamp Foxes of HSM-74, HX-21 and VX-1 test pilots flew alongside Swamp Fox pilots and aircrew, with additional support from HSM Weapons School-Atlantic, PMA-299 and Lockheed Martin technical representatives. By all accounts, the outcome of this exercise was positive and stands as one of the latest examples of how the operational and test and evaluation communities benefit from each other. But why? To fully comprehend the significance of VX-1 and HX-21 participation in a Fleet exercise, we’ll take a quick tangent into the workings of Naval Air Systems Command (NAVAIR) and the world of acquisitions. In Rotor Review #132, CDR Kevin Switick,USN (Ret.) wrote a great overview of NAVAIR if any readers are interested in an in-depth discussion of the process. You – the warfighter – are the principal focus of the acquisitions process, which responds to capability gaps and provides you the tools to more efficiently and effectively complete your mission. For the H-60 communities, the H-60 Multi-Mission Helicopters Program Office, PMA-299, works closely with type wing commanders, carrier air wing commanders, and Fleet aircrew. The program office balances your capability desires against cost and schedule constraints. Eventually, a solution is selected, matured, realized, and implemented via the acquisitions process. A key piece of this process is the test and evaluation of a newly acquired system, seeking to answer two questions: “Is the thing built right?” (verification) and “Did we build the right thing for the mission?” (validation). The former is generally associated with “developmental” testing, which is completed by the manufacturer and HX-21, and the latter with “operational” testing, which is a primary mission of VX-1. So, what capability did we seek to improve? I do not expect many MH-60R operators to disagree that realistic ASW missions are challenging – there are many complex tasks required in a dynamic and uncertain environment with little margin for error. Upgrades to AMP under test include new functionality, leveraging existing datalinks to provide distributed mission planning and employment among multiple aircraft. The improvements to AMP, like other software changes, are bundled into large System Configuration (SC) Rotor Review #143 Winter ‘19

software releases. The latest and largest – in MH-60R history – is SC18, an upgrade currently in test and planned for fleet release in FY19. Test is first conducted in benign, well-known or controlled conditions and builds up to more complex operations. In the case of the SC18 AMP, the first in-aircraft evaluations were on the ground: hours of button-pushing and note-taking. LT Matt “Thumper” Petersen, the acoustic mission systems project officer at HX-21, stated, “The early ground test wasn’t exciting, but we identified a number of areas that didn’t function as desired. The timely feedback to Lockheed Martin allowed them to correct some of the deficiencies we identified. We brought AMP to a maturity level that could be evaluated in a Fleet exercise with an acceptable level of risk.” The test community characterizes a system’s deficiencies in terms of their mission impact. Those deficiencies that most adversely affect the mission or compromise flight safety are prioritized for fixes over those that might just be a nuisance to the operator. Some deficiencies are passed along to the operator (for example, as Notes, Warnings and Cautions in NATOPS), but the test community wants to minimize surprises. “The best way to evaluate the MH-60R software is to work the system in a mission scenario with Fleet operators and assets, through every step of the kill chain. That’s Capabilities-Based Test and Evaluation (CBT&E) and that’s what we did [in DESIEX],” says CDR Nick “Jones” Green, H-60 Government Flight Test Director at HX-21. The required planning was extensive. First, a special Interim Flight Clearance (IFC) was generated at PMA-299 to allow developmental software to be loaded on Fleet aircraft with Fleet pilots and aircrew. HX-21 planned and coordinated the engineering and developmental test requirements. VX-1 and HSMWSL undertook the tactics integration and

mission planning. HSM-74 provided groomed, mission-capable aircraft and the maintenance effort required to support them. In all, dozens of test points were completed over the course of 29 flight test hours during DESIEX, and a few Fleet pilots and AWRs got a sneak preview of upcoming MH-60 flight software.

here. LT Petersen continued, “The Swamp Foxes were fantastic hosts, and their support was absolutely crucial to accomplishing this project.” Capabilities-Based Test and Evaluation represents NAVAIR’s renewed focus on mission-oriented test. The DESIEX results serve as testament to the value of this mindset. All of the coordination and support required to incorporate flight test into a Fleet exercise ultimately helps to shape new capabilities. Some of the return on this investment of on-top time to developmental test efforts was immediate. The full value, however, will be realized after the Fleet release of SC1

When asked about what his team learned over the course of the exercise, LT Petersen said, “We brought home lots of data on upcoming distributed ASW capabilities. The Fleet aircrews and SWTIs provided great feedback on many potential software improvements, not just AMP.” The particulars about system performance, of course, cannot be published

ASW is a Team Sport By LT Shaun “Cookie” Molina, USN

hen you think of Anti-Submarine warfare within the Naval Aviation Enterprise, the HSM and MPRF communities probably come to mind. Each prides itself on both the capabilities of its aircraft and people. The P-8 Poseidon is a long range maritime aircraft and carries a standard crew of 9. It has the capability to search large expanses of ocean and can carry an equally impressive load of sonobuoys. The MH-60R is the only organic air ASW asset within the strike group and carries a standard crew of 3. It touts a multi-million dollar ASW suite to include dipping sonar and sonobuoys. Each aircraft and crew can take an ASW problem from localization to weapons employment without outside assistance. With two ASW all-stars colocated in Jacksonville, Florida, you would think that putting them together would create the ultimate ASW team. In my experience, it has been quite the opposite. The good news is that both sides are coming together to change that.

asset simply because we don’t understand what they bring to the fight and how to employ them effectively. We cannot allow the attitude, “this is how we’ve always done it,” to continue. We need to learn how to fight together if we want to stay ahead of our adversaries. In the past few months, I have personally seen this effort taking place. Thanks to junior officers on both sides, we are bridging the gap and working to improve our ASW capabilities as a team. In July of 2018, the Maritime Patrol Association and Naval Helicopter Association hosted a mixer at Jacksonville Beach gathering both communities together. The momentum from the mixer continued and JAXMAN was born. JAXMAN took place on Nov 6th-9th and included coordinated ASW events, an HSM/MPRF symposium, Flight suit social, and of course a golf tournament. The coordinated ASW events afforded FRS students from both communities a rare opportunity to work as a coordinated ASW team against a mobile target. The symposium created a forum where discussions focused on capabilities and limitations of each platform and best practices for integration as an ASW team. The event culminated with a flight suit social sponsored by Sikorsky at the Officer’s Club aboard NAS Jacksonville. Overall, the events have served as a catalyst for growth. Future ASW flights and lofted simulators are already in the works.

I can remember sitting in an ASW exercise safety brief where a P-8 Weapons and Tactics Instructor told us that staying out of the P-8’s way would be the best course of action. He told us that MPRF crews would default to doing that because they didn’t know what to do with an MH-60R. On the same note, HSM crews have preferred to work apart from the MPRF community for very similar reasons. We have grown accustomed to doing ASW separately and many often wrongfully prefer it. In the past, our ASW exercises have been separated into HSM and MPRF events limiting interactions to an ASW swap report while the other aircraft is checking off station. Joint events tended to be painful as both sides tried to anticipate the other aircraft’s next move. At times, there were glimmers of hope and a few crews manage to make things work. The success was often short lived and lacked consistency.

The HSM and MPRF communities are two of the best players when it comes to ASW. Our aircraft and people are more than capable. In order to stay out ahead of the enemy, we need to develop and grow together as an ASW team. Coordinated ASW is difficult, but when done right it’s a force multiplier. This initiative is being driven by junior officers and supported up the chain of command in both communities while encompassing FRS to Fleet level operations. We are moving away from the way things have always been and laying a new foundation for the future of ASW.

With an ever increasing ASW threat today, the HSM and MPRF communities cannot afford these misunderstandings and strained relationships. We cannot afford to sideline an 33

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Focus - ASW Bridging the Gap between Search and Track: Operator’s View of the Current State of VP/HSM Integration By LT Nicholas Cerny, USN

uring recent deployed operations, HSM-72.3 embarked USS Farragut (DDG 99) conducted coordinated ASW operations with multiple VP squadrons flying the P-8A Maritime Patrol and Reconnaissance Aircraft (MPRA). Overall, the real-world ASW operation was a success, especially considering the limited integration seen thus far between the MH-60R and P-8A. The integration highlighted the tactical skill among the aircrews and the ability to conduct joint operations with the limited exercises conducted between the two communities. Since Rotor Sailors assigned to the guided-missile destroyer USS Farragut (DDG 99) conduct an inReview is not a classified flight refueling with an MH-60R Sea Hawk helicopter assigned to the “Proud Warriors” of publication, mission Helicopter Maritime Strike Squadron (HSM) 72 aboard the aircraft carrier USS Harry S. Truspecifics and operating man (CVN 75). Photo by Mass Communication Specialist 2nd Class Cameron M. Stoner, USN. area will not be discussed. However, this discussion will focus on general observations The modern ASW Theater demands a joint effort and the need for continued training opportunities between between the two ASW communities. The introduction the two communities in order to sustain superiority. of the MH-60R required a cultural shift within the HSM community, as the squadron became part of the embarked Although flying very different aircraft, both the HSM Carrier Air Wing (CVW), requiring close integration of and VP communities concentrate most of their mission both the CVN and CRUDES Elements. While the main planning and operations on the common mission: body of the squadron remains with the Carrier, the CELs are Anti-Submarine Warfare (ASW). When not deployed, able to be detached for individual missions. The flexibility HSM-72 focuses on pilot and aircrew flight proficiency with inherent to this model pays dividends as the CELs allow ASW exercises taking place off the coast in Jacksonville, increased scheduling flexibility, larger open-ocean ASW FL and in the Atlantic Underwater Test and Evaluation coverage, and a less-detectable footprint in the open seas. Center (AUTEC). In recent history, the VP community, When combining the increased range and “on top” time of just down the street at NAS Jacksonville, and the HSM the P-8A operating from a forward-deployed airfield, and squadrons have enhanced interoperability in ASW the ability to position a surface combatant with an embarked training to better prepare for operational tasking. Each HSM Combat Element (CEL) on any sea, the US Navy’s community naturally complements the other: the P-8A is ASW team can dominate in every corner of the globe. an open-ocean search platform with a long on-station time, while the MH-60R is the premier localization, tracking, During the latest deployed operations, the tactical expeand attack asset, but requires a nearby ship to operate. rience and core competencies of the MPRA/HSM pairing were immediately apparent. The P-8A conducted large scale open-ocean searches with multiple buoy patterns and the MH-60R utilized the Airborne Low Frequency Sonar (ALFS) Rotor Review #143 Winter ‘19

Second Place Winner in the Photo Contest - Current Category. Photo taken by LT Ben Taylor, USN.

An MH-60R from HSM-51 sits on the flight deck during a spectacular sunset while on patrol in the Philippine Sea.

After gaining a better understanding of the platforms, conducting regularly scheduled simulator events will allow the development of joint tactics and techniques. The integration will begin with mission planning and threat study, continue to simulator events, and conclude with thorough debriefs highlighting areas to improve. The joint effort can then proceed outside the controlled atmosphere of simulators to real-world events. Every squadron in the Navy, no matter the platform, completes some form of deployment preparations. For HSM, this entails operating at AUTEC. The environment allows HSM combat crews to sharpen their ASW skill in the extremely deep waters of the Bahamas; however, often only helicopters are involved. A robust VP presence during missions will allow the operators to take their lessons learned to the aircraft. Joint missions at AUTEC will also be similar to Theater operations by exercising the remote mission planning and briefing necessary. The experience gained during previous face-to-face events will allow an easy transition to remote operations. Taking the lessons learned to Fleet operations will streamline communications, reduce mission planning difficulties and ensure mission accomplishment.

and its own buoys to refine the P-8A’s contact. For the Air Department embarked USS Farragut, the years of training and mission planning were effectively put to use during the operation. Not only was the actual mission a welcome challenge for the relatively new Helicopter Aircraft Commanders (HACs) and Helicopter Second Pilots (H2Ps), the necessary pre-mission planning for the operation presented a beneficial training opportunity to build on experience from flight school and the fleet replacement squadron. The importance of integration and coordination were highlighted during our operational experience and should be a driver for additional combined training during pre-deployment training. This integration must begin at the Wardroom level. By conducting informal “meet and greets” in each of our squadron spaces, we can better learn about each other’s capabilities. Specifically, each HSM squadron invites members of the VP Wardroom to regularly scheduled tactics training in order to provide a broad overview of our abilities. The rapport that develops will pay dividends during more complicated operations and deployment. A recent effort to join the community wardrooms involved work and play – the JAXMAN HSM/VP Symposium was held in early November at Jacksonville Naval Air Station. The event included capability and limitation briefs, discussions about integration, pertinent intelligence briefs, and was capped with a “flight suit formal”. Aviators and their spouses mingled over food and drink to solidify the professional relationships formed during the day.

With the continuing need for wide-area ASW search and defense, odds are that the two communities will continue to integrate for decades to come. Since both aircraft bring different tactics and techniques to the table, the combination of the two present an unstoppable force that every adversary must prepare to counter. By learning to work together as one team, we will ensure the US Navy is ready to tackle the evolving subsurface threats worldwide.

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Focus - ASW Train Like You Fight: Bolstering ASW Prowess Among FDNF Squadrons By LT Aaron T. Sheldon, USN, Helicopter Maritime Strike Squadron 51(HSM-51)

eparated by more than 1,000 miles, a section of MH-60Rs from Naval Air Facility (NAF) Atsugi on mainland Japan and a P-8 Poseidon from Kadena Air Force Base in Okinawa rendezvous overwater before descending upon their prey: a 22-pound, three-foot training “submarine,” cutting through the training range at a cool eight knots. A “COMEX” call by the mission lead starts the second bout of the day against the sub, which hums through the water blissfully unaware that it has been repeatedly tracked, targeted and engaged by multiple aircrews for the last three hours. To the keen movie critic, the sequence of events described above might conjure visions of Gerard Butler in the action thriller Hunter Killer. However, for the Warlords of Helicopter Maritime Strike Squadron FIVE ONE (HSM-51), it’s just the second round of another Wednesday sparring session against the MK 39 Expendable Mobile Anti-Submarine Training Target, or EMATT.

subsurface warfare. His deployments in recent years have afforded him the opportunity to conduct ASW operations against near-peer submarines in conjunction with U.S. Navy aircraft and Japan Maritime Self-Defense Force crews, and he believes the ASW events led by HSM-51 help FDNF aircrews build the proficiency and speed required to gain the upper hand during real-world ASW. “The training events at home reinforce in-flight ASW ‘muscle memory’ so that when the pop-up tasking comes, aircrew are pre-programmed to run through TTPs as briefed over and over again in training exercises,” he says.

Active versus Passive

For those whose primary warfare area is not ASW, the detection and tracking of a subsurface contact is broadly separated into two categories — active and passive — whose methods, tactics and art forms are separate and distinct. Anyone who’s seen The Hunt for Red October or U-571 has observed the general “cat-and-mouse” principle of an active ASW search and detection problem: The submarine moves quietly while ships and aircraft deploy sensors designed to send and receive underwater sound waves that echo off the submarine’s hull.

It won’t be the last round of the day, either. Staying on top of submarines, as many Warlords can attest to, is often an allday affair. That’s exactly the fight for which they’re preparing.

Simulating the Arena

Since May 2017, 22 EMATTs have served admirably as submerged training targets during more than 13 joint anti-submarine warfare (ASW) training events led by HSM-51 and coordinated jointly with the Saberhawks of HSM-77 along with six maritime patrol squadrons forward deployed to the Seventh Fleet AOR. These training events — conceived by LCDR Alex “Bender” Haupt, HSM-51’s previous Seahawk Weapons and Tactics Instructor (SWTI), who has since transferred to HSM-77 — have afforded HSM-51 an average of six sorties per EMATT (and an additional 2.5 sorties per maritime aircraft), resulting in vital coordinated ASW training, proficiency and readiness.

Short of visually identifying a submarine, active sonar provides the most immediate positional feedback available to an ASW platform. However, prosecuting a submarine actively poses two unique challenges. First, sending sonar energy through the water alerts unsuspecting submarines, increasing the likelihood of evasive action. Second, a dipping sonar or active sonobuoys are unable to determine contact identification despite being able to develop a course and speed over multiple successful “pings.” Being unable to determine friend, foe or neither, the efficacy of active sonar is hampered by the aquatic fog of war. Utilizing passive (i.e., “listening”) sensors allows ASW crews to determine the “fingerprint” of a submarine by analyzing the exact tonals produced by various components (e.g., gearboxes, generators, propellers, etc.) and comparing acquired data against known intelligence. Passive prosecution also safeguards secrecy; a passive sensor emits no underwater signal to give away its presence.

However, owing to the 140-mile round-trip transit between NAF Atsugi and the local ASW training area, coordinated ASW events require deliberate scheduling to support tangible training results. To maximize training value, LT Bryan “NASA” Vogel, HSM-51’s current SWTI, favors standard briefs and proven mission profiles to secure maximum on-station time for development of junior tacticians. Vogel is pleased with the results. The ASW events, he says, have vastly improved cross-squadron and cross-platform communication skills and operations. According to Vogel, “The events have also been pivotal in facilitating ACTC progression for FDNF-based units and providing critical opportunities to accomplish coordinated ASW gradesheets along with dual-dipper events.” LT Conrad “Kitty” Schmidt, HSM-51’s Mission Integration Officer, appreciates the challenges unique to Rotor Review #143 Winter ‘19

However, passive prosecution is slow and extremely sensitive to background noise such as shipping traffic and aquatic life. Passive tracking also relies on a discernable audio source, something that is difficult to achieve when a submarine is operating quietly or in aquatic environments that direct sound waves away from passive sonobuoys.

What’s more, passive prosecution is sometimes subject to strict employment restrictions. Data from passive sensors enables the listener to identify submarines — all submarines. And, there’s no telling who’s tuned in to the RF frequencies of the buoys sprinkled across the waterspace. Poor employment of passive buoys could result in the inadvertent compromise of friendly submarine identities and locations.

generation of maritime sub hunters. “The more time we spend prosecuting live training targets together and sharing our knowledge, the more capable we’ll be as a fighting force when forward projected.” There’s no question about it: The ability to successfully execute multi-platform ASW between dissimilar platforms pays dividends.

Fighting as a Single Unit

While it is possible to simulate passive and active ASW scenarios in the Tactical Operational Flight Trainer (TOFT), there’s no replacing the flexibility afforded by a live multiaircraft event where comms get cluttered, sonobuoys fail to tune or gain contact, and simulator operators aren’t omnipresent.

“Prosecuting ASW contacts with one or more MH-60Rs changes MPRA tactics in a myriad of ways, from our onstation altitude to our buoy consumption rate,” Murphy says. “Even with a single MH-60R working alongside us, we’re able to continue to prosecute targets for a longer period of time by conserving sonobuoys.”

It’s no secret that the MH-60R shines in ASW localization and prosecution conducted in close proximity to high-value units. But, that means that MH-60R aircrews need to hunt their subsurface prey — well — close-in. This fact should give pause to a P-8 Poseidon crew launching a sequence of sonobuoys from a position directly above the Romeo’s spinning rotor system.

AWR3 Jack Ryan, a Naval Aircrewman at HSM-51, serves as the Sensor Operator (SO) in the MH-60R during ASW events. Whether during training or the real thing — alone or in contact with additional maritime platforms — Ryan is the primary crewmember in charge of maintaining active and/or passive contact on the submarine. He describes SO responsibilities during ASW events as “stressful and exciting.” But that stress, he says, is lowered considerably when multiple air platforms are available to gain and maintain contact on a submarine, allowing assets with depleted stores or fuel to replenish and rejoin the hunt without surrendering contact to the open ocean.

An easy answer to this deconfliction dilemma is to vector MH-60Rs away from the P-8 — which can haul five to eight times more sonobuoys than an MH-60R — while the P-8 deploys a buoy pattern. Yet, the practice and coordination afforded through joint training with HSM-51 and HSM-77 trains maritime aircraft to cooperatively implement platformspecific tactics while maintaining spatial deconfliction.

“No matter what scenario you find yourself in, there will always be a challenge to overcome,” Ryan says. “That’s what makes ASW exciting and rewarding.”

Patrick “Rucky” Murphy, a Naval Flight Officer with four years of experience in the P-8 Poseidon, values working alongside MH60Rs during HSM-51’s ASW training events since they provide an opportunity to build cross-community proficiency in the ASW environment. “Getting the chance to work together in a low stress exercise environment greatly helps build solid PPRs between the two aircraft,” says Murphy, who flew during several HSM-51 ASW training events this year with the Fighting Tigers of Patrol Squadron EIGHT before transferring to Whidbey Island to train the next 37

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Focus - ASW Coordinated Anti-Submarine Warfare Training

By CDR Dan Murphy, USN, Executive Officer HSM-74 Contributions by LT Michael Hagensick, USN, HSM-74 and LT Paul Ellison, USN, HSM-40.

s you enter the main gate to Naval Air Station Jacksonville, you see a sign which reads: NAVAL AIR STATION JACKSONVILLE MASTER ASW BASE. The base “supports U.S. and allied forces specializing in anti-submarine warfare and training the best aviators in the world.” While the base does an outstanding job of supporting the AntiSubmarine Warfare (ASW) mission, are the communities and tenant commands doing all they can to be masters of the ASW mission? The Maritime Patrol and Reconnaissance (MPRA) and Helicopter Strike Maritime (HSM) communities have been stationed together at NAS Jacksonville since 2009. As the MPRA and HSM communities transitioned from their legacy platforms of P-3C Orion and SH-60B Seahawk to the P-8A Poseidon and MH-60R Seahawk, their primary mission remained the same: Anti-Submarine Warfare. Deployments for the East Coast HSM and MPRA communities since 2001 have largely focused on Surface Surveillance Control (SSC) and overland Intelligence Surveillance and Reconnaissance (ISR) missions. As attention was focused on protecting the Carrier Strike Group from non-peer competitors and supporting ground forces in Iraq and Afghanistan, the threat of a near-peer submarine force was largely relegated to the Pacific theater. The tides have changed.

NAS Jacksonville Master ASW Base.

Naval Forces Europe/US Sixth Fleet, Admiral James Foggo said in his article “The Fourth Battle of the Atlantic” in Proceedings July 2016 and again in an October 2018 podcast “We know that Russian submarines are in the Atlantic, testing our defenses, confronting our command of the seas, and preparing the complex underwater battlespace to try to give them the advantage in any future conflict. And we need to deny them that edge”. “Russia has massively invested in its marine capability, especially in submarines. Russia’s submarine activity is now at its highest level since the Cold War” quoted Jens Stoltenberg, secretary-general of NATO said in December 2017. In response to the increase in Russian submarine activity, the MPRA and HSM communities have been deployed to track Russia’s most advanced submarines in Atlantic and Mediterranean waters.

The Atlantic Ocean and Mediterranean Sea have seen a massive increase in Russian submarine activity and has become the focus of our top leadership. Commander US

K-560 Severodvinsk Russian submarine. Ministry of Defence of the Russian Federation photo, Mil.ru.

Rotor Review #143 Winter ‘19

The pivot to refocus our East Coast HSM community on ASW is underway, but we must relentlessly train and prepare to execute our mission successfully. This training must include coordinated, tailored training with the entire ASW team. Helicopter Maritime Strike Wing Atlantic is advantageously positioned with our surface forces at Naval Station Mayport and with our MPRA forces at NAS Jacksonville. This proximity provides local training opportunities that have recently been spearheaded by joint efforts of all three communities. Extensive ground and simulator training is underway at the East Coast Fleet

Replacement Squadron HSM-40 with HSM crews and surface ship Anti-Submarine/Anti-Surface Warfare Tactical Air Controllers (ASTAC). Coordinated ASW ground, simulator and flight training is ongoing with Fleet MPRA and HSM squadrons. The culmination of the MPRA/HSM coordination for 2018 was the JAXMAN ASW symposium hosted by VP-30 at NAS Jacksonville held this past November.

prepared to accomplish our combined mission: find, fix, track, target, engage, and assess hostile submarines.

MPRA and HSM Training

In the Navyâ&#x20AC;&#x2122;s Optimized Fleet Response Plan (OFRP), HSM squadrons will at some point find themselves in the Maintenance Phase. The Maintenance Phase of the OFRTP draws down the resources and readiness requirements of units who are not deploying in the near future. Without the near term deployment milestones on the horizon, HSM-74 Swamp Foxes based at NAS Jacksonville used the opportunity to reach out to their MPRA neighbors for training opportunities. In 2018 the initial plan was to swap P-8A and MH-60R tailored

Controller Training

Coordinated ASW mission success hinges upon the combined assets ability to work together. A good ASTAC can be a force multiplier in an ASW problem. ASTACs should be the hub of the ASW wheel controlling the airborne ASW asset spokes. Just as the HSM community needs to sharpen our ASW skills, our surface partners face the same refocus. The Weapons and Tactics Instructors (WTI) at HSM-40 Airwolves have taken on this challenge and began an initiative in February 2018 to work with the local ASTACs to enhance both communitiesâ&#x20AC;&#x2122; skills. Starting with the local Mayport cruisers and destroyers (CRUDES), the initial response was positive and tours of the HSM Wing Atlantic training facilities were provided to all interested ASTAC crews. Ship schedules have prevented significant participation from many of the ships, but the USS Roosevelt DDG 80 went all in and has participated in several ground training and simulator events. As HSM-40 pushed ahead, it found the Littoral Combat Ship (LCS) crews were hungry for an opportunity to train with HSM crews. The LCS crews have several ASTACs with limited hulls and training devices. HSM-40 now has over 30 local ASTACs on rotating weekly training schedule.

P-8A Crew US Navy photo.

HSM Weapons School Atlantic met with members of Surface Forces Atlantic (SURFLANT) at an ASW summit in Norfolk in late spring 2018 and garnered interest from SURFLANT to send Norfolk based ASTACs to Mayport to participate in coordinated training. HSM WTIs worked with Senior Chief Petty Officer Louis Orris, Force Operations Specialist at SURFLANT to design a two-week long course for ASTAC training in Mayport. The course consisted of ten hours of academic lectures taught by HSM WTIs, twenty hours of facilitated individual Seawolf Manual study time in the HSM-40 Learning Center Library, and a minimum of four simulator events with HSM crews. The course proof of concept took place November 5-16 in Mayport with three ASTACs including one from USS Ramage DDG 61, a Norfolk based ship. The course provided an opportunity to discuss standardization of instruction, tactics and ways to maximize the training benefits for both communities. HSM-40 and HSM Weapons School Atlantic will participate in the ASTAC Syllabus Working Group in Norfolk in December to help overhaul the ASTAC training syllabus and continue to refine the combined ASTAC training they have started. This is the kind of initiative that changes things and makes our forces more capable and

capabilities and limitations briefs, simulator events, and live ASW events versus mobile underwater targets both in the local Jacksonville area and in the Atlantic Undersea Test and Evaluation Center (AUTEC) in the Bahamas. This plan was set in motion between HSM-74 and VP-45 Pelicans (a plank owner of NAS Jacksonville). The capability and limitations briefs were focused on increasing the familiarization of each community with their counterpart, with a focus on ASW. These briefs were not canned Public Affairs Officer briefs for the general public but were focused on teaching key elements each community needed to know in order to maximize their combined effectiveness. This is an area the MPRA community does well with their Prospective Executive Officer (PXO) training track. HSM WTIs provide this type of caps and lims brief to the MPRA PXOs as part of their tactics training and should be mirrored by the HSM community during our PXO training track. In March 2018 simulator events took place in both the P-8A and MH-60R trainers. The events involved both observers and crews providing their role at the simulator console to the crews in their respective platform simulator. In the same month, an ASW flight event 39

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Focus - ASW

P-8A Poseidon and MH-60R Seahawk US Navy photo

took place off of the Jacksonville Warning Area with VP-45 P-8A’s and HSM-74 MH-60R’s. HSM-74 sent several pilots and aircrewman on board the P-8A to observe the event live. The training provided key lessons learned for both crews. Emphasis must be placed on sonobuoy settings and versions (GPS enabled buoys vs. non-GPS buoys/SSQ-53F vs SSQ53G) during mission planning and during mission execution. Coordinated training continued as VP-45 went on deployment, but was diligent in conducting a turnover of their work with HSM-74 to the VP-5 Mad Foxes. The same training plan was reinstituted and the Foxes began training together in July 2018. An opportunity to train together against a live submarine came to fruition in August 2018. HSM Weapons School Atlantic hosted a diesel submarine training event in the Jacksonville Warning Area. HSM-74 used the opportunity to complete the Carrier Air Wing Three (CVW-3) Rotary Wing Mission Commander syllabus for the Swamp Fox Executive Officer, CDR Tom Eisenstatt. HSM-74 and VP-5 Intelligence Officers provided a scenario and intelligence drop to the XO who lead the mission planning effort for the combined crews of both squadrons. After several days of a combined mission planning, the event was executed with great success. The combined air assets successfully simulated a mission kill of the submarine based on numerous valid torpedo drops graded by combined cadre of WTIs. Had one engagement been invalid, the mission would have failed. Lessons learned included logistics such as using a larger Warning Area box to provided sufficient airspace for the P-8A (5nm x 5nm is not enough). Crews also learned too many sonobuoys in Link 16 slows the network down and realized limitations of passing J3.4 Rotor Review #143 Winter ‘19

ASW link tracks between platforms. Four pilots and three aircrew flew on the P-8A during the event, providing critical understanding of MPRA capabilities and procedures.

JAXMAN HSM/VP ASW Symposium

Three squadrons working together to improve ASW training is good, two wings working together is better. The first annual JAXMAN symposium hosted by VP-30 Pro’s Nest in November 2018 brought HSM Wing Atlantic and Patrol and Reconnaissance WING ELEVEN together for a series of training and social events. Starting with combined mission planning, VP-30 and HSM-40 crews flew a coordinated ASW event against an expendable mobile ASW training target (EMATT) in the Jacksonville Warning Area with Fleet Replacement Squadron (FRS) students. The debrief of the event was followed by a full day of briefs and lectures provided by a combined HSM/ VP cadre. The combined community leadership led the way with attendance by both Wing’s senior leadership and more than 240 community attendees. Briefs focused on current, relevant operations with honest assessments of success and failures of our recent ASW efforts. The long day of briefs was followed up a Naval Helicopter Association/Maritime Patrol Association hosted social which included entertaining feats of strength for the newest VP-30 instructors. The symposium wrapped up with a friendly golf tournament at the NAS Jacksonville Golf Course. Recognizing that relationships matter, these social interactions are as essential as our time spent in ready rooms, simulators, and in flight together. One important detail not to miss in this discussion is these efforts were either started or implemented by lieutenants.

Our communities must foster this type of innovative thinking and provide support to our junior officers and enlisted members who are leaning forward in the straps.

robust ASW forces: capable MPRA assets, significant surface and rotary wing assets all keeping the watch on their Russian neighbors. The US Navy had permanent bases with assets in places like Maine and Iceland with scores of MPRA assets, and a surface fleet of 594 ships with embarked rotary wing and fixed wing ASW platforms, and a network of underwater sensors. Today our NATO allies ASW assets and capabilities have mirrored our own post-Cold War atrophy. The US Navy, with its fleet of 275 ships, the P-8A and MH-60R have to meet our adversary’s new challenge. The Air Boss, Vice Admiral Miller told the Naval Air Warfare Development Command (NAWDC) staff this past February “In combat, performance never raises to the level of your expectations; instead, it falls to the level of your training.” We must raise the level for ASW training; the stakes are too high for us to fail.

Warfighting Focus

The ASW community has to continually and routinely work, train and fight together. JAXMAN and initiatives described above must be built upon and greater focus taken to improve our warfighting community and to maintain global security of our maritime sea lanes. Our communities will continually face constraints and challenges making it easy to say no, and hard to find time and opportunities for combined training. We must only look toward the threat for our motivation to find ways to make it happen. Training for the ASW threat needs to be ubiquitous and must make us capable to meet the challenge of the high-end fight in any theater. During the Cold War era our NATO allies had

Pointer Away Now, Now, Now By LCDR Alex “Bender” Haupt, USN

t is a common refrain mentioned during the Crew Resource Management portion of the ASW mission brief, “If given HAMMER, the SO will take the ALFS and the ATO will take the sonobuoys.” Thinking ahead to incorporate CRM is laudable, but ATOs first must ensure they are up to the task. A cursory understanding of sonobuoys is inadequate when contact evasion or torpedo employment can easily happen within a minute. Pilots must strive to the proficiency of senior AW Sensor Operators if we desire to stay ahead of the enemy.

surface vessels comes with an additional benefit – the crew can confirm the target position, course and speed via its associated radar track. Not only do pilots and crews gain proficiency operating sonobuoy system settings, they can immediately validate the results of the prosecution. With minor tweaks to operational battle rhythm this training could become a regular occurrence. All routine training missions flown from shore could include 3-4 SSQ-53 series buoys in their standard loadout. Similarly, operational standard loadouts can be exceeded by 3-4 buoys above governing OPTASK requirements. Crews should be afforded the option to conduct acoustic training at the conclusion of a Day Fundamentals or Surface Surveillance and Coordination mission if they find themselves with additional flight time available.

ATO deficiencies in acoustic sensor prosecution is a serious problem, albeit one that can be solved at the Unit Commander level using current resources. The best way to address any weakness is to practice and train to it as much as possible. MH-60R crews should endeavor to train on ASW sensors at every opportunity. Dedicated simulator periods or training missions with live USW targets are inadequate. We must think creatively to create more sets and reps within our primary mission area.

Expanding the sonobuoy training envelope has far reaching benefits beyond simply increasing ATO proficiency. Tracking Group 3s is an opportunity for AW Sensor Operators to provide instruction to the front of the aircraft. AWs could expose pilots to sonobuoy best practices outside the stress of maintaining continuous contact and preparing for attack as typically found in a dedicated ASW training event. Additionally, squadron Aviation Ordnance shops would also benefit. AO proficiency replenishing spent buoys increases as pilots train to the system more often.

We are currently blessed with more ASW tracking opportunities than we could ever ask for – Group 3 surface vessels. These targets are abundant off the coasts of Florida, California, Hawaii, and Japan as well as in all our operating environments. Additionally, launching passive sonobuoys greater than 12NM from shore rarely requires a range reservation. Launching a mini-barrier approximately one Median Detection Range (MDR) ahead of an oil tanker provides an excellent training opportunity. Pilots can gain proficiency on myriad features including swapping RFs, optimizing Constant Resolution and Vernier Resolution bands, adjusting integration time, establishing sensor contact and parameter tracker lines, employing Command Function Select features, configuring null steer and directional steer etc. Tracking

ASW problem sets are fast, challenging and complex endeavors even for the most proficient crews. Is your squadron maximizing every ASW training opportunity to ensure operational mission success?

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Focus - ASW Why DON’T we do ASW with the P-8s?

By LT Kristen McKim, USN, LT Scott Collard, USN and LT Ben “Old Man” Evans, USN

MH-60 Romeo, P-3 and P-8A flying during JAXMAN

he instructors at HSM-40, the east coast MH-60R Fleet Replacement Squadron (FRS), asked themselves that question and didn’t have a good answer. All we could come up with is “I don’t know, but we should.” Jacksonville, FL is unique in that it’s the only fleet concentration area which is home to both MH-60Rs and P-8s. Fleet squadrons occasionally conduct coordinated ASW exercises with P-8s, but between deployment schedules and workups there isn’t a routine connection between the two communities.

flights, an ASW symposium, flight suit social, and golf tournament. JAXMAN provided the perfect opportunity for instructors and students from both communities to understand firsthand what we practice so often in the simulator. We knew that face-to-face mission planning would be a key aspect to success, so a handful of Romeo instructors met with the P-8 pilots and NFOs to hash out details of safety of flight, TACADMIN, and mission execution. Our detailed planning led to smooth execution when on range. Did we nuke the planning a bit? Yes, but it worked.

Roughly half of the ASW simulator events in the Cat I Romeo syllabus include a P-8 in the scenario, although many fleet pilots have never actually operated with one. The same is true in the MPRF community. Almost all P-8 FRS simulaThe CoordEx included one section of Romeos on station tor events include a Romeo, but without an actual Romeo with one P-8, chasing a Mk-39 EMATT. One Romeo in pilot on the other end of the radio it is difficult to fully utilize each section and the P-8 had a Cat I Fleet Replacement Pilot the coordinated operational capabilities. and NFO, who completed a syllabus gradesheet and received valuable exposure to integrated operations. The actual So, who better to lead the charge of helicopter and mariexecution wasn’t flawless, but the value added to training time integration than the Fleet Replacement Squadrons? So was irreplaceable. We learned that the mission worked best we did. with clearly defined roles, allowing each platform to use their strongest sensors and capabilities. Planning and executing During the first week in November, HSM-40 and VP-30, with the same P-8 instructor crew both days, we were able the MPRF FRS, held the first ever JAXMAN, Jacksonville to apply first day lessons learned to the second day of the Maritime Patrol Association and NHA. Inspired by Japan’s exercise. The entire CoordEx was an overwhelming success BADMAN, an integrated event held every year which boasts and HSM-40 and VP-30 are already discussing continuing coordinated exercises (CoordEX), caps and lims briefs, and events. sporting events. JAXMAN consisted of two days of ASW Rotor Review #143 Winter ‘19

together. It was a big surprise to learn that the NFOs sitting back in the tube have SIPR access, full bathymetry data, and inputting a buoy pattern takes only a few clicks of the mouse. Oh, and they have a full keyboard, so you can expect them to be a little faster at typing Link 16 text messages than we are.

The centerpiece of JAXMAN was the day of briefs, given by a healthy mix of FRS and Weapons School instructors, ONI, Intel personnel, and Fleet pilots or NFOs. While not everyone was able to get in the aircraft and fly an ASW CoordEx, everyone on the seawall was invited to mingle with P-8 crews and learn from the source exactly what they can do. Both communities shed light on both established and future ASW capabilities, as well as best tactical usage. Other highlights included debriefs of recent real-world coordinated ASW operations in 6th Fleet, intelligence updates, and tactics, techniques, and procedures for both platforms.

JAXMAN provided the ice-breaker and entry to point for a close professional relationship between HSM and MPRF communities. This symposium was a fantastic experience, but it’s more than just a one-time event. HSM-40 and VP30 are already discussing when to conduct the next coordinated EMATTEX. In between flight events, both squadrons have an open invitation for aviators from the other platform to observe simulators. The intention is for JAXMAN to become a yearly fixture in the Jacksonville area, representing the bond between two platforms of fierce ASW warriors.

A P-8 was opened for tours and showed off the exceptional system capabilities to the Romeo crews. The crews discussed tactics and identified areas that are ready for innovation between the two communities. It’s crucial for Romeo crews to know what the P-8 can give them if they’re every operating

Fourth Place Winner in the Current Category. Photo taken by LT Erika Pederson, USN.

HSM-73 Battlecats performing hoist exercise with foreign nation submarine. This is an overhead shot when the aircraft was establishing a hover above the sub.

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Focus - ASW The Tyranny of NUMBERS in ASW By LCDR Tom Phillips, USN (Ret.)

Quickly, in 1974, the S-3 replaced the prop S-2s, with a ten-plane squadron to go with the 8 SH-3s. Somehow the S-3 VS found a home without leaving attack aircraft behind. At that time, the well-dressed, normal battle group had the ten S-3s and the 8 SH-3s, and normally at least four LAMPS helicopters (transitioning from the SH-2F to the SH-60B). The 8 HS became 6 and then two of THEM because non-ASW special warfare.

ack in the eighties, despite gradual erosion of ASW assets, we STILL had a lot more combat “elements” than available today. Our first big ASW numbers erosion was decommissioning the CVS - ASW consort to the CVA - and dedicated to the ASW mission primarily, relieving the CVA of having to have embarked air ASW and preserving flight deck space for fighter-attack-strike support tailhooks.

There were 24 VP squadrons, plus 12 reserve VP squadrons, of nine planes each, and VP support to the carrier was normal, routine, and continuous in any ASW exercise or real-world threat. In 1985, there were 30 cruisers, 69 destroyers, 110 frigates, a total of 209 potential CV escort combatants for 13 CV. Today there are 22 cruisers, 62 destroyers, no frigates yet, a total of 84 potential CV escort combatants for 10 CVNs. Less than half the number of escorts (ignoring overhauls, other requirements, etc..

As the CVA and CVS melded into the CV, available embarked strength in a strike group (a CVA and a CVS) went from 24 ASW fixed wing (VS, S-2s) and 16 ASW helicopters (HS, SH-3s), inter alia, on a CVS, to 12 VS and 8 HS on the redesignated CV. The 8 HS kicked off four HC plane guard/logistics H-3s and took up the plane guard mission. Was a blivet. The CV could not operate their original existing strike, plus all the new ASW additions, and had to go to a “swing-wing” concept, deciding when to take the ASW fixed wing, leaving behind an attack squadron, and when to take the attack squadron and leave the ASW fixed-wing behind. Either swing, the ASW helos (HS) went along probably because they did the plane guard mission as well as ASW.

Rotor Review #143 Winter ‘19

We have gone from 100 SSNs to 52 SSNs and 4 SSGNs With ships in overhaul, and on detached missions, the eighties well-dressed battle group would about 8 destroyer types and two cruisers, and could SUSTAIN about two S-3s and two H-3s and two HSL, and usually one VP. A submarine or two might or might not be out there (we would neither confirm nor deny).

Today, we have about 3-4 destroyers and cruisers, can neither confirm nor deny a submarine, will probably not usually see a VP. And we have 11 Romeos. Five on the carrier which can probably SUSTAIN two birds but more like 1-2-1-2, and 2-1-2-1-2 Romeos from the escort decks. Say 3 available for as long as they last. There is effort to try to plus-up a ship and to add a two-plane det from an expeditionary Romeo squadron. And myriad non-ASW missions are sucking the life out of the ASW strength of these very few aircraft.

at all, at coverage, so numbers to cover space and more numbers to cover time are essential. SUSTAINED anti-submarine warfare posture must be measured in multi-day if not multi-week increments. There will be no substitute for NUMBERS short some magic which makes the ocean transparent. Even then, itâ&#x20AC;&#x2122;s a real BIG pond.

Unlike perhaps no other warfare area, the round-theclock defense against an unlocated submarine threat requires numbers. Sensors are not dramatically better, if

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Helicopter History Â In Honor of the Winter ASW Issue a Naval History Quiz By LCDR Tom Phillips, USN (Ret.) Naval History Quiz 1. How many aircraft carriers have been sunk in combat? 2. Who lost the most aircraft carriers in combat? 3. What threat accounted for the most aircraft carriers sunk?

A. Aircraft

B. Ships

C. Submarines

D. Mines

4.How many aircraft carriers have been sunk by submarines? 5. How many United States Navy aircraft carriers have been sunk in combat? 6. What threat sank the most United States Navy aircraft carriers?

A. Bombers

B. Kamikazes

C. Submarines

D. Mines

7. How many United States Navy aircraft carriers were sunk by U-boats?

A. None

B. One

C. Two

D. Three

8. How many Royal Navy aircraft carriers were sunk by the Imperial Japanese Navy?

A. None

B. One

C. Two

D. Three

9. The Royal Navy lost eight aircraft carriers. How many to submarines? 10. The Imperial Japanese Navy lost wenty -five aircraft carriers. How many to submarines?

The Study Guide for the ASW Quiz is located on page 88. Rotor Review #143 Winter â&#x20AC;&#x2DC;19

The First Place Winner in the Historical Category for the Photo Contest is this picture taken by Mr. Mario Marini.

HELICOPTER History USCG HH-3F Pelican helicopter rescue swimmer training, Old Woman Bay, Kodiak AK 1989. The photo was taken just prior to Kodiak Air Station becoming an operational helicopter rescue swimmer unit in November 1989.

Second Place Winner in the Historical Category was submitted by LCDR John Triplett, USN (Ret.)

LST 799-D HRS-1 Buno 127785 HU-1 Unit 24 , LTJG Bill Stuyvesant in Korea -1953. 47

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Combat SAR The Coast Guard in Vietnam - Part 3

By LCDR Tom Phillips, USN (Ret.) Continued from Rotor Review Fall Issue # 142.

The previous part (Part II), climaxed with the loss of USCG Lieutenant Jack Rittichier, and his USAF crew while attempting a rescue under fire. Rittichier, Lonnie Mixon and Lance Egan were the first three Coast Guard naval aviators (of an eventual twelve) to accept exchange duty with the USAF. We continue with the service of Egan and Mixon.

or three weeks after the loss of Rittichier, the 37th ARRSQ(aerospace rescue and recovery squadron) was not involved in another rescue to dampen the pain and get things back on track. On July 1, 1968, they got back in the game, and it appeared it might be “déjà vu all over again.” A 333rd TFS (tactical fighter squadron) F-105D out of Phan Rang AB, South Vietnam was part of a flight that detected an SA-2 missile being transported in broad daylight to its launch site north of the DMZ near the coast. During the immediate attack on such a rare target, one Thunderchief was damaged by ground fire and made for the Gulf. The pilot stayed with his dying jet too long, desperate to get feet wet, and when he finally ejected at very low level, he was knocked unconscious and injured when he hit the ground. Worse, he was just north of Dong Hoi, an area of strong AA defenses, and heavily garrisoned. It took two hours for the pilot, Lieutenant Colonel Jack Modica, to regain consciousness and contact a Misty FAC F-100F searching for him. By then, the North Vietnamese had moved into the area. The first Jolly to go in for the pickup was driven away several times and finally departed the area with a low fuel state. Coast Guard Lieutenant Commander Lonnie Mixon took over the effort. He waited for suppression attacks, then found out the hard way they were not effective. The HH-3E was hit several times, damaging a fuel tank, rupturing a hydraulic line, and knocking out part of the electrical system. Mixon cleared off and the Sandys poured in more suppression fire. As the last of the daylight faded, Mixon advised Sandy Low he was still able to attempt the rescue, and started in, as the failing light exaggerated the brightness of the Rotor Review #143 Winter ‘19

tracers. He must have been thinking of Jack Rittichier as he was driven off again. Modica was told to hide himself until morning when the SAR force would be back. Two FACs kept him company throughout the night. The next day, July 2, started off badly. An A-1 from the 6th ACS (air commando squadron), Pleiku was shot down while orbiting before the rescue forces even began their preps for another try. Victim of a 37mm gun, pilot Major Henry Tipping did not get out of the plane, even though it went in from 5,000 feet. The first Jolly HH-3E to attempt a rescue waved off, badly shot up, with an unexploded B-40 rocket propelled grenade stuck through the bottom of a fuel cell. The helicopter returned gingerly to Da Nang. The rescue force backed off and a B-52 strike was directed into the area close to the scene. Several hours of additional softening passed before the decision was made to make another attempt. During that time, 32 F-4s and 12 F-105s bombed and strafed the area under the direction of three successive FACs. By the time the next attempt began, nine hours of daylight had seen 121 tons of ordnance dropped in the SAR area. Coast Guard RCC Lieutenant Lance Eagan and his copilot, Air Force Major Bob Booth, knew it was going to be hairy. Thoughts of Mixon’s bird’s damage, their squadron mates aborting with the rocket lodged in the belly of their helicopter, and of the destroyed A-1 must have piled on the memory of their fellow Coast Guardsman and his Air Force crewmates. Flight Engineer Sergeant Herb Honer had an experienced man’s awareness of the odds, while the PJ, Airman First Class Joel Talley, could only imagine; it was his first rescue mission. 48

Eagan planned to pass over the area low and see if they drew fire while locating Modica, then come back around for the approach to a hover. Approaching at medium altitude, Jolly 21 braved the 37mm guns which had shot down the A-1. Passing through the deadly airspace, Eagan dived for the ground, twisting and jinking, concussions from air bursts staggering the helicopter, with several explosions scoring shrapnel hits. Then they were down below the line of sight of the AA guns, into a small tree-filled canyon from which Modica’s smoke was already curling. Eagan made a quick change of plan. They weren’t taking fire and the smoke was already in sight, so he quickstopped and rocked into a hover over the smoke. While they were achieving a stable hover, Modica advised the Jolly on his survival radio that he was unable to move, so Eagan shifted position to a small opening a few yards away and sent Talley down the hoist.

Airman 1st Class, Joel E. Talley, USCG.

helicopter was able to slow and winch the men aboard. Safely aboard, Talley shifted to the other part of his PJ rating, medical technician, and made Modica as comfortable as possible. FE Herb Honer caught Talley’s eye and directed his attention to the sunlight beaming through the dozens of holes in the fuselage. It Eagan had a choice, clear the vortex of tracers which was amazing no one was hit and were riddling the helicopter, sacrificing Talley and that the bird could Modica to save Honer, Booth and himself, or stay still fly.

there transfixed, and take it.

his radio. Concerned with possible enemy in the area, and uncertain which way to proceed, he finally spotted the glow of the night end of an emergency flare, all Modica had left for a signal, but perfectly suited for the gloom of the underbrush, even though the sun was shining on Jolly 21 somewhere back above them. Quickly determining Jack Modica’s pelvis was broken, Talley called for the helicopter to get closer. Eagan hovered forward until a huge tree stopped him. Modica and Talley were at the base of the tree, and Talley had to carry Modica through the brush to the jungle penetrator. As they began their journey up the hoist to the helicopter, Talley having been on the ground 18 minutes, the NVA sprung their ambush. Eagan saw it coming, detecting movement under the trees ahead of them just before his windscreen was shattered by ground fire, plexiglass powder spraying all over him and Booth as rounds flew through the cockpit. Talley and Modica were still coming up through the trees, so Eagan had a choice, clear the vortex of tracers which were riddling the helicopter, sacrificing Talley and Modica to save Honer, Booth and himself, or stay there transfixed, and take it. It was an eternity until Honer called the hoist clear of the trees. Eagan pulled back to put vegetation between them and the soldiers on the ground, shielding the men exposed on the hoist as he cleared away. They sped a few thousand yards to a safer area with Talley and Modica hanging in the slipstream, until the

Eagan flew directly to the field hospital at Dong Ha, the first friendly airfield below the DMZ. There Lance Eagan, Bob Booth, Herb Honer and Joel Talley looked over their helicopter after seeing Jack Modica on his way to the field hospital there. They counted 40 holes of various sizes. A gaping hole in the tail cone, thankfully missing the tail rotor drive shaft and the tail rotor control cables, holes in four of five main rotor blades, thankfully missing the main spar (the strength member of those critical components) and nine holes in the self-sealing fuel tanks. Holes in the front windscreen, the rounds narrowly missing Eagan, dents in the armor under Booth’s seat. The bird was down; not fit to fly the rest of the way to Da

Nang, only 80 miles down the road. A CH-54B Skycrane carried it the rest of the way home. While the 37th and 40th ARRSq’s were focused on aircrew rescue, they did take other missions, such as a MEDEVAC and troop extraction, when those missions could not be covered by the 38th or the 20th or 21st SOS (special operations squadron, formerly called air commando: ACS). On October 5, 1968, an Army special forces reconnaissance team was surrounded and under fire and required extraction from the Laotian section of the always dangerous A Shau Valley. The 37th responded with two Jollys: 10 and 28. Jolly 28 was commanded by Coast Guard exchange pilot Lieutenant Commander Lonnie Mixon. The reconnaissance team was halfway up a mountainside in a small clearing with steep rock walls on two sides. Army helicopter gunships worked to suppress fire around the soldiers, and there came a pause in the hostile fire. Mixon moved in for pickup, escorted by A-1s from Pleiku AB. The approach was as routine as an approach right at a sheer granite wall can be under a solid low overcast that restricted the flight

The A Shau Valley is located in Thua Thein Hue Province, 30 miles southwest of the coastal city of Hue, along the border of Laos.

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Combat SAR

On the ground, the undergrowth was so thick Talley had to look back up to Sergeant Honer for directions to Modica. He set off searching, pistol in hand, unable to see the last wisps of the expiring smoke flare; at a loss for a reference to Modica, and at that critical moment losing contact with him on

Combat SAR options of fixed wing planes. With his helicopter filling three quarters of the diameter of the small circular clearing, Mixon turned to face in the direction he would depart once the pickup was complete. It was fortunate he did, for no sooner had he completed the turn than a group of enemy stood up from the tall grass to his left and opened up automatic weapons fire. With both crewmen in the door preparing the hoist, the copilot grabbed his rifle and returned fire. They were immediately rattled with numerous hits, one round nicking a fuel line, which drenched everything and everyone with fuel blown and atomized by the rotor downwash and crosswind through the ramp, cabin door and cockpit windows. Mixon pushed over ‘nose low’ and flew off and down the mountain, rapidly building speed. It was good luck the two gunners in the cabin were on the wrong side to return fire. There was so much fuel any spark might have destroyed the aircraft. Mixon refrained from working any switches or using the radio for several minutes until fresh air could clear the fuel-air-bomb mixture from the aircraft. As soon as the air was flowing, he secured the fuel boost pumps and the spraying fuel subsided. They returned to Da Nang, immediately evacuated the helicopter when on deck, signed out another bird, and returned to the scene as fast as possible. Back at the mountain, after Jolly 28 departed, Jolly 10, RCC Vernon Granier, his copilot Dwayne Wester, FE Gregory P. Lawrence, and PJ Dean Casbeer steeled themselves to make another attempt. As they began their approach, Spad pilot Don Dineen radioed: “Don’t do it!”

But the helicopter had already taken serious hits, had turned away and was losing altitude dangerously. It crashed about 500 meters away from the pickup site, hitting a tree as it came down. PJ Dean Casbeer pulled the pilot, Vern Granier, from the burning wreckage. He saw FE Greg Lawrence impaled by the barrel of his machine gun and was unable to save him or copilot Albert Wester before the flames broiled up and consumed the helicopter. Mixon returned to the tragic scene in time to take station as the high bird for a third rescue attempt. The special forces recon team had moved to the aid of the downed Air Force rescuemen, and on the third try, Jolly 32 was able to extract the four survivors of the recon team, as well as the two surviving Jolly crewmen without further loss. In April 1969, the two surviving original Coast Guard helicopter exchange pilots, Lieutenant Commander Lonnie Mixon and Lieutenant Lance Eagan, departed the 37th ARRSq and Vietnam, sadly taking with them the memory of their friend, Jack Rittichier, officially listed as missing in action, but surely dead. They were relieved by a second three-man USCG contingent, consisting of Lieutenants Richard V. Butchka and James M. Loomis, and Lieutenant Junior Grade Robert T. Ritchie. It was noted with pleasure by the beleaguered 37th that they were already qualified helicopter aircraft commanders.

Coast Guard Commemorated 50th Anniversary of Vietnam War

oast Guard Sector Upper Mississippi River commemorated the 50th anniversary of the Vietnam War by presenting 12 local Vietnam veterans with a specially designed lapel pin on Tuesday, November 28. This pin was accompanied by a proclamation made by President Donald Trump. An excerpt reads: In 1976, nearly 500,000 American troops served in South Vietnam, along with approximately 850,000 troops of our allies. During this commemoration of the 50th anniversary of the Vietnam War, we embrace our responsibility to help our Vietnam veterans and their families heal from the heavy toll of war. We remember the more than 58,000 whose names are memorialized on the black granite wall in our nation’s capitol for having borne the heaviest cost of war. We also pay tribute to the brave patriots who suffered as prisoners of war, and we stand steadfast in our commitment not to rest until we account for the 1,253 heroes who have not yet returned to American soil. “This time of year represents a season of thanks and a season of reflection.” said Capt. Scott Stroermer, commander, Sector Upper Mississippi River. “Specifically, today, we take time to thank the men and women who have selflessly served in our nation’s Armed Services. We are proud of the service and sacrifice of these 12 veterans, and are humbled to follow in their tradition.”

Rotor Review #143 Winter ‘19

There was a three-way tie for Fifth Place in the Historical Category

Welcome Home by Ms. Anne Alfonso. Taken on March 19, 2011 when HS-12 returned from deployment.

LCDR John Triplett, USN (Ret.) second image; LST 799 HRS-1 Buno 127785 HU-1 Unit 24 LTJG Bill Stuyvesant Korea 1953.

LCDR John Triplett, USN (Ret.)’s image “BB-62 HO3S-1 106 3 VADM JJ Clark Korea 1953”

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“Working with international partners obviously is a critical part of our Navy’s mission. Considering the port calls, deck hits, dinner ceremonies, volunteer COMRELs, exchange programs, and all the rest, what has been your most rewarding experience training, operating, and deploying, with our foreign partners?” Anonymous by request The most rewarding international experience I had was during a COMREL in Pattaya, Thailand as a Junior Officer. An orphanage needed help moving large rocks to a riverbank next to their schoolhouse. The river was eroding away the bank to the point where the schoolhouse was in danger of being severely damaged. The COMREL team from the USS Ford completed the rock-moving mission then was fed lunch prepared by kids that lived there. They were amazing kids, they really enjoyed playing sports with us, and they prepared the best food I’ve ever had (Massaman curry). It was cool to be a part of having a small impact on a few kids that were seemingly less fortunate; although, you could not tell by their happiness and joy, that these kids less than we did. From Jeff Valdes I would say the most rewarding part I had of working with foreign partners was the ability to learn new and creative ways of executing similar missions. Even if you’re operating vastly different systems, there’s a commonality that all aviators share. I can remember a very successful mission that my HSL detachment conducted with the Dutch who had an alternative execution plan. While there was an initial learning curve, we quickly came together to complete the mission successfully. It’s great to know that when push comes to show we have strong alliances that can be relied upon. From CAPT Gabriel “Rican” E. Soltero, USN, Director, Naval Staff College I had to take a bite at this request to share experiences about working with our international partners - thanks. I have two particular “best” experiences and will leave it to you to decide if they’re worth mentioning in the magazine. As a former RR editor myself, I realize you sometimes have to make hard calls for content. it’s all good. :-) 1. While assigned to HS-4 in 2006 we flew combat missions with helicopters from the UK out of Basra in southern Iraq. The Joint Helicopter Force-Iraq was made up of RAF Merlins, Royal Navy Sea Kings, and a few Lynxes from the Royal Marines. They integrated our two HH-60Hs into their flight schedule immediately and we began flying the day after our arrival ashore from the CVN. Our British partners counted on us to provide everything from patrol insertions and extractions to top cover for convoys and logistical support to move people around the theater. Their inclusiveness and professionalism from the very beginning led to a hugely successful detachment and to something every naval aviator craves when flying overland combat: to make a difference on the ground. 2. In my present post as the Director of the Naval Staff College in Newport, I get to work with top-notch officers from all over: Albania to Vietnam and 50 other countries in between. These students have been carefully selected by their own navies as up-and-comers and are here to study alongside their American counterparts attending the Naval War College. The perspective they bring to class is invaluable, as is the opportunity to interact with other officers tracking towards positons in their country’s top naval leadership. We count over 40 current CNO’s among our alumni. From Dave Bean Probably the most interesting experience was a combined ASW exercise/port break out we conducted with the JMSDF back in the mid-90s. From planning through execution, I was continually impressed with their attention to detail and professionalism. From Susan (Fink) Yoshihara My most rewarding experience was in Japan in 1990 as part of an H-46 logistics det onboard USS San Jose. I was asked to plan and, even better, to fly the first cross deck operations between the US and Japanese Maritime Self Defense Force. Despite the language barriers, the Japanese H-60 crews were quick to learn our patterns, and all went smoothly. It was especially rewarding to see the look on the faces of the Japanese deck crew when I exited the aircraft and took off my helmet, seconded by the look on the captain’s face when I met him on the bridge. He was a bit somber and something about breaking an old tradition that women on ships brought them to the bottom of the sea. From CAPT Jeff Bartkoski USN (Ret.) I was blessed to have many rewarding experiences but two come to the top: a joint exercise between our HSL-48 detachment on the USS San Jacinto and Russian Aircraft Carrier Admiral Kuznetsov in the Mediterranean in the mid-90s; and on USS Blue Ridge visiting ports and militaries throughout the Western Pacific. Rotor Review #143 Winter ‘19

From Mike Higgins Everyone I ever talked to loved the Australian exchange tour the best. From CAPT Steve Arends,USN (Ret.) My best and rewarding experience was working with the Italian Navy and Air Force while the CO of NAS Sigonella in the 90’s. I was the first rotary wing skipper at NASSIG, as it had traditionally been considered a VP overseas base. All of the Italian military I worked with were superb, at NASSIG, Fotanarosa, and Augusta Bay. During the war in Bosnia nearby, as NASSIG was overloaded with USN & USAF aircraft, we hosted a Marine helicopter squadron at the Italian Navy helo base at Fontanarosa in Catania for a week. Marines worked and lived with the Italian Navy hosts... a first for Italian and American rotary wing aviators. The other most memorable experience working alongside the Italian military was hosting the NAS Sigonella air show in 1992 featuring the USN’s Blue Angels. Seems that every Italian except the Pope was there. Massive crowd to see the Blue Angels perform. Was a real team effort with the Italian military. After my CO tour at NASSIG, several Navy rotary wing aviators were chosen to be the skipper at NASSIG. It’s a great major aviation command opportunity for our helicopter pilots! I was also the first to land a helicopter at the NAS 1 helo pad at the new NASSIG hospital in 1994. Flying an Italian Navy UH-1 Huey. That was certainly memorable. In support, NHA life member, and past NHA President)in Franklin, TN. From LCDR Joshua Overn, USN, HSC-28 DET 1 OIC I am responding to the NHA post about US personnel working with international partners and the benefit to those who serve overseas in that capacity. I was fortunate enough to do a tour with the U.K. Royal Navy flying the MK-3 and MK-8 Lynx Maritime Attack Helicopters. For three years, I had the opportunity to train and deploy with several British aviators and observers. I began my training with 702 Naval Air Squadron (FRS) where I learned all about the Lynx, flight rules within the UK, and British naval operations. I then joined 815 Naval Air Squadron and began completing work-up cycles and deploying with the HMS Argyll to the Caribbean for OP MARTILLO for Counter-narcotic operations. All-in all, I had a great tour with the Brits. I was the only American in the Lynx force so I had to learn a lot in a short amount of time. However, it was highly rewarding working with the British as well as with other NATO allies along the way. If this is a story worth telling, please let me know and I can provide more details. From William Tooker Operating in the Adriatic in 1995 as part of the NATO force monitoring and boarding ships potentially carrying war materials during the Bosnian war. We were the LAMPS Mk III det on the USS Nicholas (FFG 47), taking a short break from endless merchant queries for a bit of actual ASW against an Italian diesel. It was a late night launch, and an unexpected summer storm came up fast with a vengeance. Within minutes there was a wall of powerful storms between us and home plate, not to mention any reachable Italian landing site. Yugoslavia was ahead of the storm and about 30 miles away, but not on the approved divert field list at the time. The rotors began glowing with an intensity I’ve never witnessed before, and UHF comms were nearly impossible due to the nearly constant lightening static. And being towards the end of the cycle, our options were very limited. Out of the din of lightening static comes a friendly Canadian voice offering us safe refuge on a brand new Halifax Class frigate. We had seen these from the air, a huge green flight deck with seemingly twice the landing area of our FFG. 15 nm away, easy choice. After explaining to our FFG CO that we were spending the night out, (interesting conversation) a short bumpy transit was followed by a straightforward landing and shutdown. Then the real surreal experience began. We were ushered to the larger-than-life wardroom, taking a double-wide ladder down to the main deck. There a female ensign (non-existent on our ship) offered up a wonderful Canadian beer to calm the nerves. I hesitated for about a nano second before downing the medicinal beverage. Very nice. Then it was off to bed on a most comfortable thick and wide mattress, obviously far too comfortable to meet US Navy specs. In the morning, it was a breakfast unheard of in frigate wardrooms. Sausages, pancakes with real maple syrup, eggs to order, orange juice and fruit. Was I dreaming? Could I immigrate? How about an exchange program? Anyway, it was back to business and a quick flight home to our waiting deck, narrow, low to the water with rotors close to the hangar face. I still can taste the maple syrup....... 53

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Radio Check

From Mark Vanderberg I was fortunate to have an exchange tour with the RAN flying Sea King MK50s. Although very similar to the SH3D, the RAN’s approach towards flying and tactics were very different and I certainly learned a great deal. That experience helped me greatly later in dealing with allies that do things differently... not better or worst, just differently.

COMHSMWINGLANT

HSM 49 Scorpions

CAPT Michael Weaver, USN relieved CAPT Michael Burd USN Jnuary 25 2019

HSM WSL Talons

CDR Gregory deWindt, USN relieved CDR David Wilson, USN October 11, 2018

CDR Joseph Scott Simpson USN relieved CDR Andrew Miroff, USN October 5, 2018

HSC - 21 Blackjacks

HSC 85 Firehawks

CDR David W. Ayotte, USN relieved CDR Nicolas B. Leclerc, USN September 27, 2018

Rotor Review #143 Winter â&#x20AC;&#x2DC;19

CDR Roy Dalton, USN relieved CDR Joseph Zack, USN October 19, 2018 54

HSM - 75 Wolf Pack

HSM - 74 Swampfoxes

Change of Command

CDR Thomas “Junior” Eisenstatt, USN relieved CDR Nicholas “Dapper” DeLeo, USN December 14, 2018

CDR Daniel Brown, USN relieved CDR Michael Madrid, USN December 12, 2018

HSC - 3 Merlins

HSM - 51 Warlords

CDR Justin Banz, USN relieved CDR Chris Morgan, USN January 10 2018

CDR Dewon Chaney, USN relieved CAPT Sean Rochleau, USN November 8, 2018

“For in this modern world, the instruments of warfare are not solely for waging war. Far more importantly, they are the means for controlling peace. Naval officers must therefore understand not only how to fight a war, but how to use the tremendous power which they operate to sustain a world of liberty and justice, without unleashing the powerful instruments of destruction and chaos that they have at their command.” Admiral Arleigh Burke, CNO, 1 August 1961, Change of command address at Annapolis, MD 55

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There I Was The Coldest War: Modern ASW Operations in the North Atlantic By LTJG Patrick Swain, USN

idsummer in the North Atlantic - Big Chief 704, the Alert-30 MH-60 Romeo embarked USS Farragut (DDG 99), was launched to investigate a sniff picked up by the on-station maritime patrol and reconnaissance aircraft (MPRA), a P-8A Poseidon, during joint operations. Conditions were not ideal as it was the middle of the night. There was no visible horizon, ceiling and visibility barely permitted launching, and the sea state was rough. The OOD was vigorously managing the wind envelopes, polar plots, and the ship’s own tactical picture to achieve a green deck for flight quarters. Nevertheless, it was the opportunity to gain contact on one of the most advanced nuclear submarines in the world.

Both passive and active anti-submarine warfare (ASW) sensors in the North Atlantic held exceptional ranges due to the sound propagation created by the cold water temperature and water depth. Nuclear submarines typically will attempt to out-run or out-dive ASW platforms and sensors, which made tracking submarines more dynamic than in other theaters of operation. If a MH-60 Romeo gained contact on a submarine during joint operations, contact was held until the aircraft was forced to return to its mother ship to refuel. As a result of detailed coordination, P-8s were always on station with a full sonobuoy loadout whenever a Romeo was required to check off station. The airborne team proved to be an effective ASW force, combining the reusable localization capability and proximity of the MH-60R to the contact with the endurance, sonobuoy inventory, and processing capabilities of the P-8. Working with MPRA was as seamless as working with another rotary wing asset. MH-60R crews receive significant MPRA exposure through the contract simulator instructors that are provided to CHSMWL, as well as real-world integration in exercises. Integrated operations are also supported by the Navy’s communication with industry contractors who update mission software to provide efficient methods of data entry and contact correlation.

The aircrew checked in with the MPRA aircraft and received tasking to localize a subsurface track, correlating with the contact of interest (COI). This wasn’t the first time the HSM-72 aircrew had tracked the COI, so the crew formulated a plan with their MPRA counterparts to use proven tactics and modern ASW sensors to capitalize on the fact that there were only passive sensors in the water. The goal: a more effective covert constructive kill. Big Chief obtained attack criteria and executed a constructive kill with a simulated MK-46 torpedo on the unsuspecting contact. MPRA then coordinated with Big Chief to transition to active tracking, employing the airborne low frequency sonar (ALFS) and countering the COI’s evasion tactics.

Big Chief continued to maintain contact on the adversary submarine using active sonar for the duration of its on-station time and executed two more constructive kills with simulated MK-46 torpedoes before checking out with MPRA to return to USS Farragut. In other areas of the world, the difficult part of the mission would be complete, but flight operations in the North Atlantic frequently encountered rapidly deteriorating weather during the course of a single flight. Weather conditions in the North Atlantic are conducive to a phenomenon known as Arctic Fog, which occurs when cold air moves over warmer water, producing a low level of fog over the ocean. Unfortunately for helicopter crews, this layer of fog begins about a hundred feet above the pattern altitude for shipboard operations and continues down to as low as the surface of the water. On this particular mission, the aircraft launched into manageable conditions but encountered quickly degrading weather during the return to the ship. As they observed the decrease in visibility and ceiling

AWR2 William Levin configures sonobuoys for an ASW mission. Photo by MC2 Camron Stoner, USN.

Rotor Review #143 Winter ‘19

fourth approach, it was not clear if they would find a gap in the weather. Fortunately, it was nighttime and the fog lifted just enough on the fourth approach that the PNAC was able to pick up the faint glow of the ship’s deck status light and wake, creeping through the arctic fog at 0.5 nautical miles from the ship. To the relief of each member of the crew, the pilots began to pick up the ship’s features through their NVD’s and, finally, the flight deck, bringing an end to another night’s flight operations in the North Atlantic.

Approaching the vicinity of the destroyer, it was apparent that the visibility was not improving, and it was unlikely the aircraft would break out of the fog and pick up the landing environment on the approach. Single ship operations in the North Atlantic did not permit the luxury of alternate landing sites for contingencies, so the option of diverting to another ship or airfield was not available as the destroyer was the only landing site for hundreds of miles.

This particular mission encompasses some of the complications that were seen most days while conducting helicopter operations in the North Atlantic, but there were many other challenges to operating in that part of the world. Icing conditions, which are typically encountered at high altitudes in the MH-60R’s traditional operating environment, were frequently encountered immediately after launch and became a chief concern discussed at every NATOPS and ORM brief. Dodging 500-foot tall icebergs obscured by thick fog was an unexpected and daily occurrence in the Denmark Straits. The forty-five degree sea temperature dictated flying in dry suits for the duration of the deployment in the operating area, which was not something any of the aircrew had previously encountered.

Starting the approach, the pilot at the controls (PAC) scanned the instruments, while the pilot not at the controls (PNAC) searched for the ship’s lights and wake. The Landing Safety Officer (LSO) held the hatch open to his control station on the flight deck, listening for the sound of rotors and searching for anti-collision lights. On the first approach, the crew flew to 0.5 nautical miles, failed to pick up the landing environment, and executed a missed approach. Two more approaches were flown to the missed approach point with the same result. As the crew began their

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There I Was

from the aircraft, the aircrew communicated a PIREP to their mother ship and attempted to locate an area of better visibility. Neither the aircrew nor the ship was able to find better conditions, so the aircrew geared up for a night of low visibility approaches to the back of a single-spot destroyer.

There I Was

Pilots and maintainers assigned to HSM-72â&#x20AC;&#x2122;s Det Three embarked Farragut. Photo by MC2 Camron Stoner, USN.

Effective operational risk management (ORM) was the single most important skill to the aircrew. By thoroughly planning, briefing, executing, and debriefing each evolution, the combat element (CEL) was able to leverage in-depth and deliberate ORM to avoid situations where time critical processes would be needed. These challenges should be anticipated, planned around, and mitigated by operational rotary wing units who may be deployed to the North Atlantic and Arctic regions in response to the growing strategic need to maintain sea power on the NATO periphery.

500 foot icebergs in the Denmark Straits created a hazard when enveloped in fog. Photo by MC2 Camron Stoner, USN.

Rotor Review #143 Winter â&#x20AC;&#x2DC;19

Another Routine Night DLQs to USNS Carl Brashear By LT Conor “Dom” Jones, USN

t was just another night on USNS Carl Brashear (T-AKE-7) as we approached the Arabian Gulf. On this particular night, we were tasked with deck landing qualifications (DLQs) to the Carl Brashear. It’s something we did routinely to maintain proficiency as we traveled west. As I briefed the crew, I hit the normal talking points before every flight. We talked about the ship’s deck size, emergency procedures, light levels, vertigo, Operational Risk Management, etc. It was muscle memory at this point; a low light night to maintain our currency. Feeling like any other night, the preflight went without a hitch, we hopped in the cockpit for ground checks. After finishing up our checks, we took off and immediately went into the landing pattern. From the back, our crew chief commented, “Wow, it’s a really dark night tonight.” As a crew, we talked about the light levels in our brief and how this was to be expected. Everyone felt comfortable after this quick discussion and we reentered the landing pattern. Coming in for the first landing, I felt the ship lights were extremely bright, almost to the point that my night vision goggles were blinding me. This gave me trouble on short final adjusting my closure rate towards the ship. The first landing was, needless to say, extremely uncomfortable. On deck, my helicopter aircraft commander (HAC) looked over and asked me, “Everything okay?” I told her I felt the lights were too bright and we requested the ship to turn them down. The ship replied over the radio, “We’ll see what we can do.” After a small delay, we checked gauges, and prepared to take-off. “I’ll improve the next pass; it’s just another night,” I told myself. Shipboard take-offs rely heavily on the relative winds over the flight deck. The winds were off the starboard side of the ship, requiring the HAC in the left seat to take controls for each take-off. Being closest to the superstructure, she would maintain controls until we reached our pre-briefed altitude and airspeed. As the pilot not at controls, it was vital that I maintain an instrument scan to back up the pilot at controls on take-off. Constant updates on airspeed and altitude are helpful to improving situational awareness. The first take-off went well, and controls were passed seamlessly. The lighting did not change. I thought to myself that the lighting was still too bright. I pressed on with the landing pattern and to no one’s surprise, it was another rough landing. The discussion on deck went the same, with the exception of the ship telling us that they lowered the lighting to the maximum extent possible. Everyone was still comfortable, and we continued on. Again, the

take-off went well, and we came around for another pattern, with the same degraded sight picture. The night grew darker and the lights became brighter through the night vision goggles. The take-off started like the previous two before it. We came to 10 feet, pedal turned, and transitioned forward. Continuing forward I called our airspeed, altitude, and nose attitude. I noticed our airspeed had stopped increasing and commented, “Watch your airspeed, nose down.” At this point, our nose attitude continued to rise and airspeed continued to bleed off. With urgency, I repeated, “Airspeed, nose down.” From there it got exponentially worse, nose attitude quickly coming up through 10 degrees, 15 degrees, reaching 20 degrees with minimal forward airspeed. As I grabbed the controls, my HAC announced, “I have vertigo, you have controls.” At this point we were approximately 20 degrees nose up, in a climb, with little to no forward airspeed. After taking all flight controls, I regained a safe flight profile and re-entered the landing pattern. Naturally, the crew was rattled at this point. We decided to call off the flight and finish the DLQs another night. There were multiple lessons to be learned through this experience. First, the brief before the flight is crucial for the flight’s safety and overall mission success. I, nor anyone in my crew, had ever experienced vertigo in previous flights. Understanding this risk beforehand and knowing what to do if it occurs saved our crew. Secondly, following strict procedures for shipboard take-offs was imperative to being able to recognize a problem and execute a quick recovery. Had I not been scanning the instruments vigilantly, I too could have experienced vertigo. Lastly, I should have been more assertive about the lighting on the ship. It was mentioned, but we pressed along with the training, despite the situation remaining unchanged. It eventually played a factor during the take-off, due to leaving a well-lit ship for the dark abyss of the ocean. These lessons continue to stay with me through every flight. This routine flight highlighted the importance of the process of each phase of a flight. Each step of the process, from the brief, to the procedures in the aircraft, all came to be utilized to get our crew on deck safely that night. These lessons were invaluable for an upcoming aircraft commander to learn and illustrated the importance of the responsibility a HAC takes when he/she signs for the aircraft. I’ll always remember that it’s never just another “routine flight.”

59 www.navalhelicopterassn.org An MH-60S Sea Hawk helicopter transports supplies from the dry cargo ship USNS Carl Brashear (T-AKE 7). U.S. Navy photo by Mass Communication Specialist 2nd Class Elesia K. Patten, USN.

There I Was MEDEVAC in the Gulf

By LT Amanda “Peeper” Zablocky, USN

again, which saved fuel, and then were cleared to takeoff. In total, we were on deck for approximately 30 minutes.

aunching on a Medical Evacuation (MEDEVAC) while holding the Alert 30 Search and Rescue/Plane Guard was a common occurrence while Helicopter Sea Combat Squadron EIGHT was deployed to FIFTH Fleet Area of Responsibility. On one of the days, my crew was holding the Alert 30 and we were tasked with a MEDEVAC for a neck injury off a destroyer to Bahrain. Though not declared an urgent MEDEVAC, all MEDEVACs require a sense of urgency; the Squadron Duty Officer and crew quickly planned the most efficient route into Bahrain. The Strike Group launched and recovered aircraft on a very set schedule during combat operations, which was dictated on the Air Plan. The only way to successfully launch the helicopter for the MEDEVAC was mid-cycle. On this particular MEDEVAC, fuel management, cyclic ops, and Ready Deck ship availability all played significant factors in our unsettlingly low fuel state once we successfully recovered.

We navigated back to the ship in time to be recovered, but Air Boss was unable to land us because the fixed wing cycle had been pushed to the right. This left us with less than optimal fuel. At this point we had 45 minutes until our “splash” time. “Splash” time is when there is only approximately 20 minutes of usable fuel left per Carrier Naval Air Training and Operating Procedures Standardization (NATOPS). We decided to let Air Boss know we were going to utilize the Ready Deck. After 25 minutes of communications with the Ready Deck, we were told they were unable to accommodate us because they could not close their hangar door. This left us with 20 minutes to “splash” and no viable landing deck. We called a destroyer that was 10 miles away and started trekking towards it. They also were unable to land us, even after explaining the urgency of our situation. Then, over the Carrier’s Tower frequency ZULU (Sea Combat Commander) cleared us to land on the destroyer since it was the Ready Deck regardless of the state of the hangar. We had eight minutes to our “splash” time. We trekked back and started an approach to the boat landing three minutes before “splash.” We landed, refueled, and then continued back to the Carrier. It was a stressful situation that could have been mitigated from multiple aspects.

The MEDEVAC planned to take off after the second launch of fixed wing aircraft that day. Due to the three and a half hour round trip, we knew we would have to wait until after the fourth cycle to recover. We had a single auxiliary tank, which increased our total fuel on takeoff to 3700 pounds. That put us right at three and a half hours of “play time.” We only had to travel 120 miles round trip so we opted to fly at max range airspeed to Bahrain and then max endurance airspeed on the way back to the carrier. The crew also recognized that we would be on deck for about 30 minutes to drop off the patient, which would allow us to conserve fuel. After we figured out our plan of attack on deck for recovery, we discussed refueling in Bahrain, on the destroyer, or neither. The safest and most conservative answer would have been to refuel at both, but we decided to refuel at the destroyer, about 15 minutes into our flight, and not refuel at Bahrain International, which was about two hours into our flight. The logic was on the ship we could receive fuel while still spinning; in Bahrain we would have to shut down cold. If we shut down and could not start back up again due to unforeseen maintenance issues, we could be stuck overnight. In this discussion we talked about the fact that we also had a Ready Deck that we could receive fuel from if we needed it.

In hindsight, we absolutely should have refueled in Bahrain. We ran a small risk of not being able to start back up, but that was negligible compared to running out of fuel. Part of our mitigation had been the Ready Deck. When we brief Ready Deck, crews assume it means that a helicopter can land in a reasonable amount of time. After looking through all the publications, there is no definition for Ready Deck. That means there is no real standardization to the process of utilizing the Ready Deck. The final situation that escalated the event was “splash” time. Per Carrier NATOPS, helicopters call “splash” time to NATOPS minimum fuel. In our case, 450 pounds, this equates to approximately 20 minutes of flight time. Older versions of the publication called “splash” to when an aircraft would actually hit the water. This created two very different senses of urgency between the various controlling agencies and our crew. Internally, we knew we were reporting time until we were eating into our reserve NATOPS fuel (below 450 pounds), what we learned after was that ZULU, Tower, and Carrier Air Traffic Control Center all expected us to run out of fuel at our reported splash time. These small misunderstandings of definitions escalated the situation immensely. As an H2P working my way through the HAC syllabus, this highlighted the importance of staying proactive, communicating effectively, and reevaluating your decision making process throughout the flight. The least useful resource we had was the fuel and runway that we had left behind us.

We launched as scheduled after the second cycle and made it to the destroyer quickly. We loaded the ambulatory patient, in the aircraft and topped off fuel (even though we had only burned 300 pounds). We then began the transit using max range to Bahrain International. Course rules into Bahrain were smooth. We landed, taxied to the helicopter operating area and the MEDEVAC patient and one of our crewmen stepped out to transfer the patient to the ambulance. After that, we called ground to taxi and were told to hold. We waited 15 minutes before calling Rotor Review #143 Winter ‘19

MEDEVAC Supporting OIR By LTJG Angela “Tigger” Stearn, USN

t was one month into my first deployment with the Dragonslayers of HSC-11, flying the MH-60S aboard USS HARRY S TRUMAN (CVN-75) in support of Operation Inherent Resolve. The day was supposed to be as routine as can be during a combat deployment. I thought I had prepared for nearly every scenario my Helicopter Aircraft Commander (HAC) could throw at me for my Alert 30 into Plane Guard line…within reason. As I walked into the ready room for the brief, I quickly came to the realization that I was about to be tested. Moments prior, our Squadron Duty Officer (SDO) received a call informing us one of our Air Wing’s F/A-18Es made a post-mission emergency divert into Incirlik Air Base, Turkey. We were told that the F-18’s cabin pressurization had malfunctioned resulting in decompression sickness (DCS) for the pilot with a medical condition of “undetermined”. This routine flight instantly turned into an emergency Medical Evacuation (MEDEVAC).

The beginning of the flight was benign as we split the Cyprus-Turkey corridor and established communications with Nicosia RADAR . Still feet wet and 50 miles from Incirlik Air Base (LTAG), but only 15 miles from the coast, we received a call on guard to contact a different Turkish controller. We complied, and the Turkish Center controller responded with, “You do not have diplomatic approval, turn back immediately”. The HAC, LCDR Wesley “Frodo” Johnson, passed ATC our diplomatic clearance number. ATC then stated we didn’t have a flight plan on file and ordered our return to mother ship. Again, Frodo passed them our filed flight plan information. We continued to hear, “Turn back now”. Frodo, now at the controls said, “Unable, we are at low fuel state, request to proceed direct to LIMA-TANGO-ALPHA-GOLF”. After what seemed to be forever, we were authorized to continue direct to Incirlik or so we thought.

There were plenty of factors to consider for such a robust flight. The first decision to make involved the risk of stretching the Wing Standard Operating Procedure (SOP) for ship-to-shore and shore-to-ship limits. With such a long flight across water, and considering fuel burn rates, any ship-to-shore flight over 250 nautical miles was prohibited. However, we knew we had other diverts available, if needed. Additionally, adverse weather was forecast to begin moving in that might cause problems on the back end of the mission. Analyzing the hazards, and in consultation with squadron and Air Wing leadership, we made the determination that the benefits of rescuing a fellow Air Wing pilot outweighed the risks. Less than one-hour after notification, our crew, with the addition of our HM2 corpsman and Air Wing flight surgeon, was off deck for the 300 nautical mile crossing over open water.

Upon entering Turkish airspace, we noticed traffic off the 11 o’clock. We saw, what we later visually identified, a Turkish F-16 intercepting us. We broke away from the coast and climbed for better reception to reach Incirlik Approach instead of Center. The aircrew gunners continuously gave updates on the jet’s position as it circled our helicopter. Still new to this environment, I could feel my heart rate increasing and a growing sense of tension coming from our crew in the back. The levelheadedness and voice of reason that came from our HAC kept the crew at ease and instilled confidence that we would safely complete our mission. Quoting the immortal Walter Sobchak from the Big Lebowski, Frodo began, “Nothing is [expletive]”. “Everything is fine, they’re doing exactly what we would do in this situation”, he said, as if knowing all of our thoughts simultaneously. After a few laps, and communicating with Incirlik Approach, the fighter jet receded back to its home base.

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Fifth Place Winner in the Current Category is CDR Scott Moak’s entry

Sunset DLQ’s with the Fleet Angels.

We landed safely at Incirlik Air Base minutes after sunset and our Doc and corpsman began examining the pilot without further trouble. Doc took some time to evaluate the pilot’s condition and concluded that he suffered symptoms of DCS but was fit for helicopter transfer back to the aircraft carrier. We now prepared for the return trip, but with all the commotion of rescuing the patient, getting fueled, and saluting every senior member of the base, we failed to get an update on our weather prior to departing Incirlik.

ternate barometric altitude hold. LCDR Johnson flew us out of the hail as I worked to troubleshoot our equipment failure. Reinitializing the system accomplished nothing but frustration and resetting the circuit breaker was just as unsuccessful. At this point, we accepted the loss in capability and started to work through the decision of whether to keep pressing toward the ship or turn back toward Incirlik. We considered such factors as patient care, our fuel state, weather, location of the carrier, and aircraft degradations. Our HAC consulted Doc’s medical assessment of the patient and, based on her diagnoses, Frodo made the final decision. We squawked emergency and were vectored for a safe return back to Incirlik. We decided to remain overnight and try again the next day.

As we headed south, lightning could be observed in the distance. We contacted ATC to get an update on the weather and asked for vectors to circumnavigate anything threatening. The controller assured us a southerly heading would by-pass the storm. This held true for about ten minutes. Once feet wet, our reference to the horizon vanished and the lightning became so frequent that our NVGs bloomed out, eliminating a vital situational awareness builder. Flying right seat, I instinctively shifted my scan to instruments and hawked the gauges to avoid vertigo as the turbulence jostled us around. ATC continued to give us vectors in an attempt to keep us clear of the storm, but it rendered futile as we started to encounter rain. We kept pressing through the storm with caution, turning west and hugging the coastline of Turkey hoping to eventually turn towards the carrier.

The next day yielded better weather and an uneventful return to the ship. The experience resulted in several valuable lessons learned. First, remain mentally alert for every flight. A routine flight can turn dynamic in a matter of seconds. The crew woke up that morning planning for the usual Plane Guard flight and ended up flying a long distance MEDEVAC mission. Second, check the weather. Had we taken the extra ten minutes to get a clear image of the forecasted weather, we may have avoided putting ourselves into an uncomfortable situation entirely. Finally, as a leader, the aura you project in a high-stress situation matters. LCDR Johnson’s calmness and confidence kept the entire crew composed during an air intercept, thunderstorm, and aircraft emergency.

Frodo took the controls and brought us around as AWS2 Knaack voiced, “Sir, I think that’s hail”. Acknowledging the immediate danger, we continued our turn away to avoid damage to the aircraft. And then, like any good Rotor Review article, the Swiss cheese started to really line up. Our radar altimeter failed causing our altitude hold to switch to the alRotor Review #143 Winter ‘19

I hope you take away a few lessons learned from our mistakes, strive for excellence, and always be ready to execute the mission. DOUBLE ONE!!

Helicopter Firsts

CH-21 Shawnee

oday aerial refueling H-53’s and V-22’s from KC-130’s is common place, but where did it start. The Army proved the concept over 60 years ago. On August 24, 1954 an Army Vertol H-21C flew nonstop coast to coast becoming the first helicopter to accomplish the feat. The flight was made possible by refueling the H-21 in flight from a de Havilland U-1A Otter single engine prop transport. The H-21 Shawnee was named Amblin’ Annie and both it and the Otter were powered by air cooled piston radial engines. The H-21 had a Curtis Wright 1820 cubic inch Cyclone radial while the U-1 a Pratt & Whitney 1340 Wasp. The exact starting and ending point for the flight and how many times it had to be conducted in-route are unknown but the Shawnee and the Otter were uniquely matched for the operation with the 21 having a cruise speed of 85 kts while the Otter’s was 105 kts. The operation was accomplished by literally trailing a hose out of the Otter’s cabin to be snagged and brought into the cabin of the 21. The exact pumping mechanism is unknown by this writer but I suspect that it may have been a hand cranked pump pumping from 55 gallon fuel drums in the Otter.

The de Havilland Otter and it’s smaller brother the Beaver are still the aircraft of choice on floats on the inland passage up to Alaska. The only flying H-21 Shawnee is located only about 30 air miles or a 50 minute car ride from North Island in the Classic Rotors Museum at Ramona Airport in Ramona, CA.

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Off Duty The Great Santini

Reviewed by LCDR Chip Lancaster, USN (Ret.)

This isn’t a stick-n-rudder aviation movie although it does have flight scenes in it, they are minimal, punctuating the beginning and end of the movie. It’s more a story of a part of the military that is seldom talked about much less shown on the big screen, the family. The Meechums are a beleaguered unit raised by a hardass who runs his family like a boot camp squad leader, often being harder on them than he intended. His wife is a literal saint, keeping her brood together and supporting her husband and her children’s father, in spite of his overbearing militaristic leadership. Lillian Meechum is a product of the Deep South and every bit as badass in her own way; she’s the glue in the Meechum unit. The rest of the unit consists of a teenage son on the verge of his 18th birthday, two younger teenage daughters who are separately the images of their mother and father, and a grade school boy who can hold his own against his old man. They all love their dad and put up with his boot camp antics. The family is driving to Beaufort, South Carolina for Bull’s next set of orders. Bull is on the edge career-wise, Rotor Review #143 Winter ‘19

much of the Corps and probably all of the Navy would like to see him put out to pasture. He’s being given a last chance, called in to turn a failing squadron around as its new CO. He hits the street running at his new command, letting them know in no uncertain terms that he’s there to kick ass and turn them into a fighter squadron every bit as badass as he is. Another of Bull’s unfortunate characteristics is that he’s a borderline alcoholic; it’s the 60’s and throwing back shots is second nature to Marine Aviation. This tendency coupled with his egocentric narcissism gets him into trouble every time and is especially stressful for his family, even though it never dawns on him. His older son Ben is at the end of his rope with his dad but finds a new situation that will test him even more than his father does.

bit as intense, also with a powerful big screen debut performance by Robert Duvall. The military action takes place at MCAS Beaufort and is supported in depth by the Marine Corps. The aerial action is with actual Marine F-4s with no CGI or speeded up action ala Top I’ll leave it there for you to see how it all resolves. This is a powerful movie Gun. Duvall knows his character, being an Army vet who grew up a Navy brat made in 1979 and based on a 1976 son of an admiral, lending credibility autobiographical book of the same to his character. Another aspect that name written by Pat Conroy who was real life “Bull’s” son. Bull aka the Great makes this so enjoyable is its authenticity. This is genuine 1960’s Americana, Santini is a warrior, in every sense of filmed in the Deep South with actual the word, now in a world without a war. He’s a spit and polish Marine but, local characters including high school kids (I’m playing the baritone in the as the saying goes, you can dress him band). Directed by Academy Award up but you can’t take him out. Robert Duvall of Godfather fame is an amazing winning Louis Carlino with Academy, Emmy and Tony Awards winning cast in actor who gives a tour de force perforDuvall, Danner and O’Keefe, The Great mance resulting in an Academy Award Santini rates turns of 110 percent. It’s Oscar nomination for Best Actor in a worth more than the price of admission. Leading Role. Michael O’Keefe in the Get the video and watch it on your own role of Bull’s son Ben Meechum gives a powerful performance resulting in an private big screen, you won’t be disapAcademy Award Oscar nomination for pointed. Best Supporting Actor. Blythe Danner is no light weight being an Emmy and Tony Awards actress, giving an incredible performance as Bull’s wife Lillian. Another powerful and moving performance is by Stan Shaw who plays Toomer Smalls, a character pivotal to Ben and Bulls relationship. The Great Santini in some respects reminds me of To Kill a Mockingbird and is every 64

Movie Night

efore Top Gun and Maverick there was the Great Santini. LtCol “Bull” Meechum is the Great Santini, as he and his embattled family call him. He is a generation and a half older than Maverick and would eat him for breakfast, showing a certain distain for squids, especially those with wings. He’s every bit as mean as the aircraft he’s flying, the McDonnell Douglas F-4 Phantom, an ugly bird in its infancy that looks like it’s meant to go out and kill something just like Bull himself. It’s 1962 and the world is on the verge of imploding, what with the recently failed Bay of Pigs invasion and the Cuban Missile Crisis and Vietnam around the corner. Bull Meechum is the product WWII and Korea, he’s a total “badass” and doesn’t mind letting everyone know it, including his family.

Moscow Airlift by CAPT Mark Liebman, USN (Ret.) Reviewed by LCDR Chip Lancaster, USN (Ret.)

The action starts in South East Asia with a harrowing bullet riddled escape from a Pathet Lao concentration camp in the 70’s. A tight timeline takes the reader to Beirut in the 80’s before ending up in the Persian Gulf in the 90’s where it settles into a steady stream. More like a running

REading List

his is the fifth in the series of Josh Haman novels by Marc Liebman. Marc’s development of Haman has spanned a career from JG to CAPT with insight into previous novel plots as this book plot moves along. The first half of the book is a kaleidoscope of action and characters around the world from SE Asia and the Middle East to San Diego, DC and NYC to Moscow. The book then centers up in Moscow, delving deep into Russian society and politics. Marc’s dense but rich tableau of characters stretches around the globe with in depth characterization and down to the nuts and bolts research. By the way, you’ll probably be able to say Russian names with ease by the time you’re done, not to mention ample Google support for Russian military equipment.

river actually, complete with rapids, boulders and plenty of pitfalls and even some helicopter action in the Gulf for you rotorheads out there. Josh is after all a helo pilot and no lightweight by a long shot, with a career peppered with special ops involvement, he is a force to be reckoned with. The main action settles into a plot of some familiar bad guys to acquire some Ruskie nukes. The reader gets entrenched into a Russia suffering from severe food shortage, on the verge of bankruptcy and with a military coup threatening to blow the whole thing up. Josh’s very hush-hush mission is to intercept the nukes. Sounds pretty straight forward, but side plots involving murder, suicide bombers, ex-nazis and a cast of international hit-men, bad guys, moles and general reprobates keep the action and intrigue swirling. From the concrete canyons of NYC to the political halls of DC and through the mean streets of Moscow to the desolate plains of Uzbekistan, Josh has both bad guys and good guys gunning for him; Iranians and Russians are bad enough but U.S. bureaucrats rounding out the adversaries keeps you guessing who’s going to pop up next.

What makes Marc’s novel a cut above the typical spy story and especially interesting is his in-depth look into Russian life. His insights from army, politicians and street hoods to family and religious life really round the story line out. I think it’s the best insight into Russian police activities that I’ve read since Gorky Park. His characterizations and visualization are rich and colorful, bringing the action to life, with the reader wanting more Josh Haman in the future. Marc even includes a synopsis at the end of Russian historical facts that all of the events in novel are based on. Moscow Airlift is a great read and worth the price of admission. Check it out.

The Adventures of a Helicopter Pilot, Flying the H-34 in Vietnam by Bill Collier Reviewed by Military Writers Assn. of America

ill Collier’s book The Adventures of a Helicopter Pilot, Flying the H-34 in Vietnam for the United States Marine Corps is a rough-and-tumble journey through initial training to combat flying in the jungles of Vietnam. It is at times gritty, at times funny, and always very, very real. I found myself almost reflecting constantly on the way he described the losses of some of his friends in combat in such a down-to-earth “here one minute, gone the next,” sort of fashion. Through it all, the author cheats death in the air and on the ground, and yet always manages to keep his wits and sense of humor about him. I particularly enjoyed the way he was able to switch quickly between a humorous anecdote and a terrifying flying event, giving the reader some understanding of what it must be like to be scared to death in one moment and then relatively safe thirty minutes later, beer in hand and skin fully intact. I also enjoyed the way he spoke of the times he was afraid, or of how he dealt (or for a while ignored) his PTSD upon his return. This made the author and the book seem much more real, and he does his fellow vets a service by describing how he eventually discovered that he needed some help. 65

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True Story Maudlin Mission (Look It Up) By LCDR Tom Phillips, UNS (Ret.)

hristmas 1970. South Vietnam. Mekong Delta. Christmas is not a formal ceasefire time. Not like the Tet New Year. It is a unilateral ceasefire of sorts because no American, or Christian Vietnamese is going to go looking for trouble on this Holy day. Not usually. (There was the Christmas bombing of the North in 1972. But all the U.S. ground pounders were withdrawn from the country by then.) We pull in our fangs and try to let there be a little peace on earth. But all dets are on call, ready to enforce peace through fire superiority if need be. But that would not prevent the VC or NVA from taking advantage of our maudlin self-pity if they could catch us looking inward instead of scanning the tree lines vigilantly. I am tapped for a log run on Christmas Eve, 1970. We are to make the rounds of all the dets in the SW Mekong Delta, and all the friendly outposts in the area that contained U.S. advisors. Our mission? Deliver the mail to all points. And deliver a little Christmas “cheer” to each advisor. Advisors are more of a target than the aveage G.I. because, they are relatively easy “pickins” out there in the boonies, even if they are in a “friendly” village compound/outpost. And ALONE; no other Americans with which to commiserate and share the ache for our particular method of celebrating the birth of our Savior. Their’s is the very loneliest of billets especially on this day. Not only in a foreign country, away from home and hearth, family and friends, but in a combat zone where they are very much a high priority target themselves.

Santa in Vietnam

Those of you who have been away from home on Christmas (and I hope you are few), have an idea of the ache of a Christmas spent away from home.

This is a pathetic rationalization, a desperate reach, but it is all you have to counter the overwhelming maudlin funk Christmas brings.

Those of you in that category who are civilians, may have had a choice in the matter, and were probably home just before or just after The Day. A shame to miss the actual Day, but hey, just have it in a couple of days one side or the other. No big problem unless little critters are involved.

It’s bad enough to be away in the Christmas season, but to be at war? A target on Christmas Day itself? Our fathers, who fought the Japanese can identify. Our fathers who fought the Germans probably can’t. Stories of Christmas Day fraternization and local informal cease fires in Europe (on the Western Front at least) are legion.

Those in the service and away from home at Christmas are not usually there voluntarily, and are seldom going to be home in a day or even a week. It’s longer, much longer, not measured in calendar days or clock hours. It is eternity. You understand the peculiar ache, only slightly mitigated by a tinge of pride, because, at least, you rationalize, you are ensuring the benefits of a peaceful Christmas for your loved ones by your sentinel duty on some foreign sea or rampart or revetment.

(What a coup in the propaganda war back in the land of the big P.X. and round eyed “wimmin” if the VC could kill some Americans on this day. Imagine how it would play with the television news. Not just another ordinary individual death unworthy of a mention on the evening news. Instead this misfortune is elevated to grist for the political soapbox. Oh the pathos, the tears, the outrage,. . . .) We get gifts and cards and send a

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possibilities, great expectation, eager anticipation and sheer excitement of a youthful Christmas to have yet evolved into responsible obligation, practical possibilities, mature expectation,

“On this special day, we actually shut down and go into the compound because today we have two deliveries to make, one of which must be hand-delivered.” sadness, loneliness. What to do? Is it good to surround ourselves with all these reminders, without a single family member in sight? Wouldn’t it be better to blow by the day without any fanfare or preparation or poignant reminders and just move on? We are not that jaundiced. So we get together with our comrades and put on a jolly face. We drink. We sing (ever notice how many of the old Christmas favorites are sad, wistful, maudlin. I never noticed it until I spent that Christmas so far away from family.). We party. We try to kill off the day and delay the inevitable moment when we finally must end the day alone and face our ghosts. Add to that, you middle aged readers, the fact of our youth. Most of our previous Christmas’s have been from the point of view of a child. Not so many Christmas’s away from the boundless

calmer anticipation, and perhaps, old friend, an eternally youthful Christmas tingle, which is pleasant, but not the excitement of innocent youth.) The home guard was selling Christmas cards for Christmas 1970. Black and white glossy. night time lapse shot of a Binh Thuy guard tower with an M-60 with ammo belt attached on a pintel mount silhouetted against a flood light like a big moon. With the picture on the cover were the words “Peace on Earth” and inside were the additional words “Through Fire Superiority.” Pretty much summed it up. As we made our appointed rounds that day, the scenario went something like this at virtually every outpost: We land, shut down, and scuttle into the compound, wasting no time.

Remember, the typical helo landing pad was often outside the defense wire at the smaller outposts like the ones we were visiting this day; a circle of concrete poured into a retaining mold of empty artillery shell casings pounded into the mud. About the size of the skids footprint; a precision landing to get on it and stay on it. These ground pounders don’t have much appreciation for the finer things in helo flying, like a great big pad to land on. Usually we just toss the mail out, grab the outgoing, and take off for the next fort. On this special day, we actually shut down and go into the compound because today we have two deliveries to make, one of which must be hand-delivered. My HAC and I leave our crewmen/gunners with the bird to make sure it is not picked clean like a Christmas turkey carcass while we are away. We weave back and forth along the path through the concertina to the mud berm which is the “fort” wall. They are usually rectangular or triangular enclosures, with bunkers and watch towers at each corner. The walls have fighting positions built into them, some with overhead cover, some without. Once inside, we are in a sea of mud, for Christmas is still the rainy season. There is usually a drainage ditch or two crisscrossing the enclosed common. In some outposts, they are invisible underneath a calm surface of standing water covering the entire interior.

No grass in sight. Either never planted, which is most likely, or worn away by the years. Occasionally, there are walkways of planks, or even gravel, between selected points, but inevitably we slog through the muck to get to where we are going. Some outposts are big enough to host a pair of 105mm howitzers, most are not. There is usually a sandbagged bunker in the vicinity of the center, which is the radio shack. Often there is another, which is an ammo bunker. And often there is a fire arrow; a large horizontal arrow Hootches were usually bamboo posts and frame, thatch walls, thatch roof. Some- on a vertical post. It can be spun 360 times the walls are plywood, or the roof is corrugated tin; usually scrounged from degrees, and the arrow has flare pots here or there. which can be lit to make a fiery arrow, 67

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True Story

few. We put up simple decorations. These familiar procedures are bittersweet; familiar trappings, suggestions of happiness and cheer, reminder of better days. But they also evoke nostalgia,

True Story visible from overhead, to point the direction of the enemy to friendly aircraft. Along the walls are scattered hootches, with some sprinkled around the central “plaza” if the enclosed perimeter is big enough. Hootches were usually bamboo posts and frame, thatch walls, thatch roof. Sometimes the walls are plywood, or the roof is corrugated tin; usually scrounged from here or there, but never enough to fully standardize a place, for these are Vietnamese militia outposts. As we get inside the wall, we are greeted by the advisor and his Vietnamese counterpart. He invites us into his hootch, out of the Sun. Inside the hootch; dark, dank, dirty, fetid, HOT, stifling. A table or two. Sometimes electricity from some overworked portable generator. Strong odor of plywood, foul mud, stale sweat. First, we deliver the mail, if there is any. Sometimes there isn’t. That’s a crusher. When there isn’t, the guy is quick to put us at ease by insisting that he just got his Christmas mail the day/week before. If he doesn’t come up with that, we come up with it, assuring him that his mail is “in the mail” and will surely be here soon. The guy quickly agrees, again to take us off the hot seat. Pro forma platitudes that goes with all mail deliveries on long overseas deployments. If the guy without mail is a guy who never gets mail, the formalities are observed and everyone with mail, or who gets it regularly, goes about his business with a minimum of comment, and NO display of PITY. NO pity. NEVER. What a shitty little charade, especially on Christmas Day. It’s made worse by not knowing these guys enough to know which situation might apply to them, who is telling the truth, and who is observing the ritual. Our shutting down and coming in is unusual in and of itself, but then we present the guy (or guys, occasionally there are two), with a fifth of Jack or Pinch, or some such (we have a variety because the Seawolves have cleaned out the P.X. to get enough for this task). Rotor Review #143 Winter ‘19

“Compliments of the Seawolves, and Merry Christmas!” That usually elicits a grand smile, a slap on the back, a heartfelt hand shake, and an occasional choked up reply. It ain’t the booze, it’s the thought. I don’t know whose idea this was for us to deliver “Cheer”, but the guy deserves a medal. This is bigger than a visit by Bob Hope, and more personally appreciated; these guys had no chance of ever seeing Bob Hope.

flying, because NO ONE would drink and FLY! That’s for driving, not flying. Jeez! He did everything but grab us around the ankles when we tried to go. So we toasted him, and ourselves, with ONE drink. Anything to get this guy to shut up and let us go. That satisfied him, and we were off. We sauntered back to the bird, remembering the crew when they came into view, blushed with guilt, strapped in, and launched. No problem. No suspicion. No adverse effects.

Neither did the rest of us “front line” guys. He did his show for all of IV Corps at On to the next little outpost. Same Long Binh, the country’s largest rear area supply center, because it had an amphi- drill with the mail. Same presentation theatre. One guy “in a million” from the of the booze, courtesy of the Seawolves! “front lines” by the luck of the draw, got Same battle to leave. Same results. One to go to Long Binh to see him. HA(L)-3 little drink for the road. Same bluff used 100% of its allotted tickets (three as with the crewmen. No adverse effects. Despite the repetition of the ceremoI recall) on enlisted men. Sounds noble, but those three were “These guys knew they could depend on us to be there pullall home ing their chestnuts out of the roasting fire some night, and guard, not maybe soon. We represented their fire brigade around here det gunners. and everyone knew it. As real strangers, maybe we would It just wasn’t have had an easier time avoiding the toast. Maybe not.” a big deal because the chances of going were lower than the chances of ny, we weren’t smart enough to come up with a better plan of action should getting shot. We are honored to be the ones to deliver this happen again. Probably because the cheer, present this present, and repre- we already weren’t thinking clearly. Not sent the squadron, and get the reaction. because of the booze, we hadn’t had that Each and every one of those guys insisted much, but because we were awash in that we share a little nip with them, since guilt. The very though of drinking and it was Christmas Eve and all. At every flying was unthinkable, and anathema site, we protested. Sincerely protested. to all our sacred training. It was so No B.S. Really protested, objected, ar- unthinkable that I doubt we had ever gued that we were flying, couldn’t do it, been told not to do it. It simply isn’t done. Flying hung over? Maybe once wouldn’t be prudent. or twice, but drinking WHILE flying? Really. And here we had had TWO. The No thanks! obvious solution was to knock it off, No not just one. fer crissakes! None. . . . . . . . . . Have you ever looked into the If we hadn’t been delivering the stuff eyes of a big ole sad bloodhound, or say, a cocker spaniel. These guys were ALONE. from us, the Seawolves, but were just A drink with their V.N. counterparts nameless, faceless guys, passing out would NOT be the same. Pleading and the stuff from some nameless, faceless, begging ensued. It’s Christmas. PLEASE. “higher authority” it would have been easy to beg off. But when it came from Well, just one wouldn’t hurt. We knew US, the Seawolves, even though we that. I don’t care what the flight surgeon didn’t personally know these guys, it might say about impairment, which was personal. Americans were pulling WASN’T talked about with reference to 68

out of Vietnam by Christmas of 1970. We were the rear guard. U.S. combat units were becoming scarce. These guys knew they could depend on us to be there pulling their chestnuts out of the roasting fire some night, and maybe soon. We represented their fire brigade around here and everyone knew it. As real strangers, maybe we would have had an easier time avoiding the toast. Maybe not. Seawolves, or no Seawolves, flying or not flying, we WERE Americans, and it was Christmas, and we were not heartless. It would take a stronger man than either of us to actually walk away without a toast. It would have taken a heart of stone. So at the next outpost, we had one, just one. Sauntered back to the bird, and took off. The crewmen may have been a little alerted that something was different, but . . . No adverse effects. The obvious solution looking back on that Merry Christmas flight, was to have the crewmen to do our drinking for us. They probably would have understood, and reluctantly taken on the burden. It would have been an unusual order, and

a dangerous assignment, but somebody had to do it. But the same guilt about taking a drink at all, was equally as strong when it came to co-opting somebody else, especially enlisted men, into breaking the Rule of Rules. Jeez, what kind of officer would even consider such a thing? So our cultural constraints, and training, completely unable to have anticipated this leadership situation, locked us in silence. We couldn’t even talk about between us. It happened again at the next outpost, and at the next, and so forth. It got harder and harder to say no. Not because we were getting tipsy and losing our judgment. Heavens no! We kept trying, and loudly, to say no. We protested no less fiercely as the day went on. But it was hard to say no, when the advisor could smell our breath from 10 meters. He KNEW we had not been saying no with 100% success at our previous stops, and he’d be damned if we would be allowed to leave without having a drink with him! One little drink for the road. One little drinkee. No adverst defects.

ering dusk, and a little fog in the cockpit, toward Binh Thuy, our base, and what must pass for home on this day half way around the world from family and hearth. As the sun set, the Christmas Day silence in our aircraft was broken by a single burst of the UFH radio: “THIS IS GOD ON GUARD. HAPPY BIRTHDAY SON.” We managed to put the sleigh to bed. The HAC did the yellow sheet and slinked away. As the copilot, I wrote up the gripes without serious difficulty, briefed the maintenance chief about them. He looked at me quizzically, stared off into space, thought for a minute, looked back at me, then shook his head: Nah! Can’t be. “Merry Christmas, Lieutenant” “Murrie Chrishmus, sheef, and to all a Good Night!”

Our saving grace, was the distance and time between deliveries. We continued our mission of mercy, on into the gath-

Photo Contest 3rd Place Winner in the Historical Category. Taken by Mr. William Bush

This is the enlisted flight crew that flew the first 5 SH-3 aircraft from Key West to San Diego (Ream Fld) upon completion of the factory school. The aircraft were 5 of the first 10 delivered to the Navy and went to HS-10. 69

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Around the Regions CHSMWL Celebrates Naval Aircrewman (AW) Rating 50th Anniversary By LT Shaun “Cookie” Molina, USN

Senior Enlisted Aircrewman gathered for a dining in to celebrate the 50th Anniversary.

aval Aircrewmen past and present from both the rotary and fixed wing communities gathered at the Afloat Training Group Auditorium aboard Naval Station Mayport to celebrate the 50th Anniversary of the AW rating on Sept. 28. The event included two presentations from AWRCM Crossan on the history of the AW rating and retired AWRCM Brock Jewel on Anti-Submarine Warfare. Deputy Commodore, Helicopter Maritime Strike Wing Atlantic, Capt. Michael J. Weaver, provided his perspective on the importance of the AW rating and regaled the audience with his personal sea story of a harrowing open ocean search and rescue. His rescue swimmer and hoist operator exemplified the best of the aircrew rate. Together, everyone in that aircraft worked as a team to save the life of a stranded mariner. “In 1962, the Navy established the Aviation Anti-Submarine Warfare Technician (AX) rating,” Crossman said when he presented the history of the AW rating. “Sailors in that rating handled in-flight duties to ensure the success of combat, reconnaissance, search-and-rescue, and transport missions.” As the Cold War continued to escalate, and with the specific threats relating to Anti-Submarine Warfare, the United States Navy determined that changes were needed to continue to counter the threat. Subsequently, the release of BUPERSNOTE 1440 dated 29 February 1968 established the AW (Aviation Anti-Submarine Warfare Operator) rating. Further, BUPERSNOTE 1440 dated 5 August 1968 announced the selection of 1,252 Active Duty Sailors, 150 AIR TAR, and 566 Inactive USNR personnel for transfer to the new Aviation Anti-Submarine Warfare Operator (AW) rating, effective 1 September 1968.

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Following the collapse of the Soviet Union and cooling of Cold-War tensions, expanding to the overall increased responsibilities to ‘mirror the broadened responsibilities and mission of the AW rating as it transitions to a multi-mission function.’, the rating’s title was changed to Aviation Warfare System Operator by BUPERSNOTE 1440 of 16 November 1993, but the abbreviation remained AW. For decades, the aircrew community had been divided into one of two categories. The first was a population of maintenance rated Sailors whose primary role was to service and repair the squadron’s aircraft but yet still serve as Aircrewmen during flight missions. The other aircrew demographic was comprised of “traditional” AWs who were primarily concerned with the operational and tactical aspects of naval aviation. On 2 May 2005, NAVADMIN 092/05 established the Helicopter Enlisted Aircrew Rating Consolidation: ‘The CNO has approved the consolidation of all Enlisted Helicopter Aircrew into the Aviation Warfare Systems Operator Rating. As an element of Navy’s Human Capital Strategy, this consolidation marks a major milestone in the evolution of Naval Rotary Aviation and Helicopter Aircrew culture. It prepares the inventory and billet base for the conversion to the MH60R and MH-60S Multi-Mission Platforms and improves the efficiency of the Aircrew accession and Training pipeline’. On May 30, 2008, NAVADMIN 153/08 established the Enlisted Naval Aircrew Rating Consolidation. ‘The CNO has approved the consolidation of all remaining source rated Naval Aircrewmen into a single source rating with five new service ratings (AWR, AWS, AWO, AWF, and AWV) and change the name of the rating from Aviation Warfare Systems Operator (AW) to Naval Aircrewman (AW)’, effective on Oct. 1, 2008.

Navy vs Notre Dame in San Diego - NHA Tailgate Report By LCDR Chip Lancaster, USN (Ret.)

ctober 27 2018 was the start of a beautiful evening at the SDCCU Stadium. For a first time Navy and Notre Dame faced off in San Diego. The final score was 44 to 22. Sounds like a drubbing with the Fighting Irish stomping the Mids into the turf. Let’s put it into some sort of perspective. The Midshipmen of that University on the Chesapeake, out-gunned and outweighed, put 22 points on the scoreboard against the number 3 team in the nation. Navy may have lost the game, but they won the crowd. The 60,000 plus crowd started off the evening with a thundering F/A-18 flyover as folks decked out in blue ‘n gold and green poured into the stadium. Old Glory arrived in the stadium under the ‘chutes of the Leap Frogs Navy Parachute Demonstration Team, hitting their marks on the 50 yard line after a spiraling aerobatic descent. The Irish were first on the board with a TD after 9 and a half minutes of play. They continued to roll up the score, sending the mids to the locker room at the half 27 to zip. Midshipmen, however, are not afraid to be underdogs; the Navy often called on to face superior opponents. Superior maybe in tonnage and guns, but not in guts and determination. Speaking from experience, it’s drummed into mids from the day one to give it your all 110 percent of the time. So, at halftime, Navy again won the crowd over rolling out the Drum and Bugle Corps to give an outstanding performance. The sparks probably flew Inside the Navy locker room, getting the Mids charged up to do some second half Irish stomping. The Navy might not have stomped the Green, but they met them man for man to put 22 points on the board before the clock stopped.

Of special note is the deep respect that these two teams have for one another. The crowd is hushed at the end of the game while the Midshipmen sing the Blue and Gold and likewise the Irish their Alma Mater. This respect stems from World War II. During the war the draft called most of Notre Dame’s student body up. They were going to have to go under due to lack of people on campus. In short, the Navy stepped into the picture offering to make Notre Dame an officer training site and paying ND for that option. This kept the doors open with the Fighting Irish offering to play the Midshipmen in perpetuity to repay the debt. It’s not a one way proposition though, the Mids have beat the Irish several times. Of their 91 meetings since 1927, Navy has won 13 times. It’s not the toss-up of the Army Navy game, but the Irish always know they are going to get a rough physical fight when they face the Mids. Google it for the full story, in the meantime Beat Army!

NHA’s Tailgate Party. 71

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Around the regions

the attendees to a NHA hosted BBQ after the presentations. Friendly competition in multiple sporting events, good food, and many sea stories were the highlight of the BBQ. The anniversary event culminated in a dining in for active and retired AW Chiefs. The AW Rating shares in a rich history of warfighting excellence and continues to be a corner stone in the Anti-Submarine Warfare mission. Today, CHSMWL celebrated a major milestone for AWs across all of Naval Aviation thank you to all aircrew who have served and continue to serve our great Navy!

The AW rating title was changed to the currently held designation of Naval Aircrewman, serving within the service ratings of: AWR (Tactical Helicopter), AWS (Helicopter), AWO (Operator), AWV (Avionics), and AWF (Mechanical). As of September 2018, the AW rating(s) inventory is comprised of 4,485 Enlisted Naval Aircrewmen flying across multiple Communities within a wide range of Type / Model / Series Naval Aircraft. CHSMWL is comprised of 229 AWRs, among 11 subordinate commands flying in 104 MH-60R helicopters.” Helicopter Maritime Strike Squadron FOUR ZERO Commanding Officer and Naval Helicopter Association (NHA) Region Three president, CDR Teague R. Laguens, welcomed

Around the Regions No Hooks Required at HOOK: A Helicopter Pilot’s Perspective on the Fraternal Order of the Jets By LT Kristen McKim, USN and LT Nick “Wonka” Oberkrom, USN

HeloOps Panelists (left to right) CAPT Jeff Melody, CDR Ed Weiler, CAPT Jason Burns, RADM Dan Fillion CAPT Sean Rocheleau, CDR Chris Richard.

t may come as a surprise to some (most) that the Tailhook Association no longer requires an actual tailhook in order to land at their annual reunion. Every year during the weekend following Labor Day, the city of Reno, NV is flooded with pilots and NFOs spanning generations of carrier-based aviators. The Tailhook Reunion, colloquially known as “Hook”, has enthusiastically expanded during recent years to include members of the rotary wing community. While Hook has been traditionally dominated by our pointy-nosed brethren, helicopter pilots are no longer considered outsiders and should realize that we have a place not only tactically within the Carrier Air Wing, but also professionally and socially as members of the storied Tailhook Association. This year’s Hook took helicopter Air Wing integration a step further, boasting the first ever CVW Helo Operations Panel, comprised of O-6s from both HSM and HSC. It was groundbreaking that the very first panel of the 2018 Tailhook Reunion was dedicated to helicopter operations. While the audience was primarily composed of helicopter pilots, there were several E/A18G Growler pilots and NFOs in attendance who posed questions to the panel concerning future Growler and MH-60R Electronic Warfare integration. The leaders of the helicopter community also emphasized the future increase in EMCON operations and the need to train well in order to be ready for the High End Fight. One of the yearly highlights of Hook is the CNAF JO Call. Airboss Actual closes himself in a room with only Rotor Review #143 Winter ‘19

O-3s and below to enable a candid discussion and capture real issues that concern JOPA. While the topics discussed between Airboss and the JOs are strictly protected through an unspoken bond of secrecy, suffice it to say that there are few things more empowering to junior officers than to have a three-star Admiral listen to their ideas and concerns. CAPT Baze from PERS-43 provided a highly informative brief regarding promotion, retention, and the new Professional Instructor Pilot Program. The Professional IP Program is an interesting concept which will allow post-Department Head officers to be permanently assigned to CNATRA. Promotion and command opportunities for this career path would be limited. However, the program is anticipated to draw a large number of applicants due to its appeal, especially by those seeking to remain in the cockpit and maintain a degree of stability not typically found in sea duty. Other yearly fixtures found at Tailhook include the JO Panel, Flag Panel, and Naval Safety Center Brief. While not every panel directly relates to the helicopter community, the ability to listen to the concerns of the fixed wing community is enlightening as it enables us to see more clearly the challenges they face and search for common solutions that could ultimately help us all. Another one of Hook’s great benefits is that it provides a true respite from the workplace for a few days. Because it is held outside a fleet concentration area, attendees are able to disconnect from the daily distractions of squadron life, such as routing a flight schedule or running a maintenance division. While there is usually one Air Wing 72

The helicopter community’s place in carrier aviation has been even more firmly cemented over the last few years. We have more pilots than ever selected to command aircraft carriers and even the first helicopter pilot chosen to be a CAG. This year’s Tailhook attendees challenge the helicopter community, as a whole, to increase travel funding in future years and encourage as many pilots as possible to attend next year’s Tailhook. We also invite the jet community to attend traditionally helicopter-dominated events, such as the NHA Fleet Fly In and the NHA Symposium. Gone are the days of jets versus helicopters. We are all one Carrier Air Wing, hooks allowed but not required.

who will have to make the drive an hour east to Fallon at the end of Hook to continue their workups, escaping the day to day work commitments is a huge benefit which frees up pilots to attend any or all panels and activities. Tailhook’s strength comes from the legacy it has with both active duty aviators and retirees dating back as far as WWII. There was a gentleman in his mid-nineties who stood up at every single panel and, without a microphone, told the entire room how proud he was of the aviators of today. The strength of naval aviation lies in its comradery where aviators of all ranks and statuses come together to share a beer and a story. These personal connections foster professional relationships, which in turn, makes us better warfighters because we know and understand one another.

If you are leaving the Naval Service NHA wants to hear from you! Please send us an email at pullingchocks@navalhelicopterassn.org. Let your squadron mates and shipmates know where you are. We will publish it in “Pulling Chocks” section of Rotor Review. 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.

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Pulling Chocks

Time for a Change?

Command Updates HSC-21 AMCM During RIMPAC 2018 By LCDR James W. Gelsinon, USN

IMPAC 2018 marked a significant milestone for HSC-21 and the HSC community’s efforts to bring Airborne Mine Countermeasures (AMCM) capabilities to the fleet. HSC-21 Detachment 3 successfully completed the first airborne laser mine detection system (ALMDS) and airborne mine neutralization system (AMNS) fleet operations on the west coast, and the first MH-60S AMCM integration into a combined large force exercise. After initial training flights with HSC-3, the pilots, aircrew, and maintainers of Detachment 3 spent the bulk of May and June preparing for this first-of-akind RIMPAC experience, with all the associated challenges that come along with independently Sideflare 71 crew (L to R): LCDR James Gelsinon, USN, LT operating and maintaining AMCM equipment. Thomas Routt, USN, AWS1 Alejandro Vega,USN, AWS2 Dane While the lion’s share of RIMPAC takes place in Hawaii, the mine warfare (MIW) portion of the exercise Floyd, USN. Photo by LT Mark Rutherford, USN. is conducted off the coast of San Diego at San Clemente island and the Imperial Beach mine warfare range. In all, the neutralizer, via a fiber optic cable, is controlled by seven nations participated in the MIW exercise, to include a qualified aircrewman who acts as a sensor operator to Canada, Great Britain, Australia, New Zealand, Japan, the reacquire, identify, and ultimately destroy the target. Netherlands, and the United States. RIMPAC presented a unique opportunity to interface and learn from partner nations while developing proficiency with these new AMCM systems against actual mine shapes. AMCM is planning intensive and data driven. It marks a significant shift from the tactical mission areas in which we are accustomed to training – personnel recovery, SOF support, and ASUW. AMCM crews utilize the Mine Warfare and Environmental Decision Aids Library (MEDAL) planning software to develop search and reacquisition plans for ALMDS and neutralization plans for AMNS. After the MEDAL plan has been developed, crews still use the joint mission planning software (JMPS) for flight mission planning prior to actual operations.

During RIMPAC 2018, the detachment flew 81.6 hours over thirteen days between ALMDS and AMNS. While offshore weather is often a challenge in San Diego, the weather in July presented surprising challenges throughout the exercise. On a number of missions, we were forced to launch IFR to San Clemente in order to reach the operating area. On other occasions, we were forced to cut our ALMDS missions short due to deteriorating weather conditions in and around the search area. Despite the weather challenges, support from Fleet Area Control and Surveillance Facility (FACSFAC) detachment Southern California Offshore Range (SCORE) was indispensable to ensuring we had usable ranges to exercise and operate both systems. As AMCM systems become more prevalent within the HSC community, ensuring the logistics and support requirements for ranges, laser operating areas, boat and shore support are adequately met will be critical to providing the training environment where squadrons can develop the experience and proficiency required to put qualified detachments to sea.

ALMDS uses laser energy to detect and localize naval mines. Once an area search has been completed, the data collected is analyzed during post-mission analysis to identify minelike echoes (MILEC) and minelike contacts (MILCO). In the operational arena, after these objects have been identified and reacquired, they are forwarded to the mine countermeasures commander (MCMC) for further prosecution utilizing the most capable MCM assets available.

Mine Warfare represents a new and challenging warfare arena in which the HSC community is expected to play an important role. It is a mission that requires significant planning and a thorough understanding of system capabilities, limitations, and environmental factors that all impact a crew’s ability to find, locate, reacquire, and

AMNS provides the MH-60S with a neutralization capability which can be deployed both ashore or afloat from the littoral combat ship (LCS). AMNS consists of a wench assembly, a launch and handling system (LHS), and up to four neutralizers which are deployed from the LHS to prosecute mine targets. Once deployed, Rotor Review #143 Winter ‘19

While further community inroads still need to be forged into the AMCM mission set, the lessons learned and experience gained during RIMPAC 2018 can act like a spring board for HSC expeditionary squadrons as we collectively learn from each other and work to bring an important capability to the modern battlefield. While there is still room to grow, flight crews were able to successfully prosecute both ALMDS and AMNS missions, which is a significant step forward for the fleet. Overall, Detachment 3 rose to the challenge, and as a fleet.

HSM 75 Change of Command

By LTJG Rachael E. Davis, USN, HSM-75 Public Affairs Officer

DR Daniel W. Brown relieved CDR Michael M. Madrid while CDR Eli C. Owre assumed the duties of Executive Officer. at a traditional Change of Command ceremony on North Island December 12, 2018. CAPT Steve Jaureguizar, Commander, Carrier Air Wing 11 served as the Presiding Officer and was the event’s guest speaker. CDR Madrid, a 1997 graduate of University of Nevada, has commanded the “World Famous” Wolfpack for the past 18 months. He led the squadron on their deployment to 5th and 7th Fleet Areas of Responsibility aboard USS Nimitz (CVN 68) as part of Carrier Strike Group 11 and Carrier Air Wing 11 supporting Operation Inherent Resolve. “I relieve you sir.. I stand relieved.”

CDR Madrid proudly reflected on his time as Skipper of HSM-75. “Being your commanding officer has been the highlight of my 20-year career,” said CDR Madrid. “I will look back on this tour fondly and admire your future success from afar. Keep the legacy of the Pack strong and continue to take care of each other.”

CDR Brown, a 1996 graduate of the University of Wisconsin, assumes command of HSM-75 following a successful tour as the Executive Officer of the squadron. “I am honored and humbled to be standing here today as the 27TH Wolfpack Commanding Officer,” said CDR Brown. He further commented on his vision of the Wolfpack moving forward. “Readiness is the focus for the next year. We need to be personally and professionally ready to deploy”.

During CDR Madrid’s tenure, HSM-75 achieved the 2017 Commander, Naval Air Forces Blue M for Medical Readiness, the 2017 U.S. Pacific Fleet “Golden Anchor” for Retention Excellence, the 2017 Commander, Helicopter Maritime Strike Wing Pacific “Golden Wrench” Award for Maintenance Excellence, and the 2017 Commander, Naval Air Forces Pacific Battle Effectiveness Award. He will serve his next assignment in the Office of the Chief of Naval Operations, Arlington, VA as the Branch Head for Plans and Force Management.

As the new Executive Officer, CDR Owre is looking forward to serving with HSM-75. He is a 2002 United States Naval Academy graduate and during his previous tour, he served as Special Technical Operations planner on the Joint Chiefs of Staff, J-7 Joint Exercise Division. 75

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COMMAND UPDATES

ultimately neutralize naval mine threats to keep surface and sub-surface assets safe. To meet the operational requirements that are currently forecast for composite MH-60S/MQ-8B detachments deployed from the LCS platform, significant time and resources will have to be devoted to ensuring pilots, aircrew, and maintainers earn and maintain the required SWTP (Seahawk Weapons and Tactics Program), MIW, FWTP (Fire Scout Weapons and Tactics Program), and maintenance qualifications in order to safely and proficiently operate two separate and distinct airframes with a smaller detachment personnel footprint than we have traditionally utilized in the HSC community.

Merlins Reach 300,000 Class A Mishap-Free Flight Hours

By LCDR Dave “Brisket” Kiser, USN and LT Aimee “Elmo” Brenner, USN

n the evening hours of Thursday October 25th, Naval Air Station North Island’s HSC-3 Merlins crossed the incredible milestone of 300,000 Class A mishap-free flight hours on a nighttime formation flight. Throughout its history, HSC-3 has distinguished itself for providing mission readiness and unparalleled safety, most recently being awarded the 2016 CNO Safety “S”. Today, HSC-3 serves as the Navy’s premier helicopter training squadron and provides pilots and aircrewmen to units that are deployed worldwide. HSC-3 executes its primary missions with precision across multiple airframes, including the MH-60S, HH-60H, and MQ-8B. In this capacity, HSC-3 provided 136 Fleet Replacement Pilots, 85 Fleet Replacement Aircrewmen, and 32 Air Vehicle Operators in FY18. These pilots and aircrew train to become tactically proficient in a broad range of missions including Anti-Surface Warfare, Personnel Recovery, Special Operations Force Support, and Search and Rescue. The Merlins are also developing and expanding Aerial Mine Countermeasure capabilities and tactics, adding a new dimension of warfighting capability to the MH-60S

“I couldn’t be more proud of the Merlin team in accomplishing 300,000 Class A mishap-free flight hours. This accomplishment is truly a testament of the outstanding teamwork and contribution of every Merlin and would not have been possible without a complete all-hands dedicated effort,” said CAPT Sean Rocheleau, Commanding Officer HSC-3. “From all rates and paygrades, our culture of safety first and by-the-book procedures was vital to the success of the HSC-3 team and there is not one Merlin who was not a contributor to this milestone. I look forward to the continued success of the Mighty Merlins!” Thursday’s milestone was reached during a dual-ship nighttime low-level formation flight. The four pilots and five aircrewmen aboard the two helicopters recognize that while it was just another successful mission, they are excited and humbled to reach the 300,000 Class A mishap-free flight hour mark. Helicopter Aircraft Commander, LT Kristin Bowen stated “I’m proud and excited to be part of a squadron that has hit such an amazing milestone. It’s saying a lot about how hard our instructors and maintainers work on a daily basis.”

In addition to its role as a Fleet Replacement Squadron, HSC-3 provides operational support for the Southern California Offshore Range (SCORE) based in San Clemente Island and maintains the readiness of a reserve unit. HSC-3 also serves as the CHSCWP Firefighting Model Manager, training other Navy helicopter squadrons on airborne firefighting operations while providing CALFIRE with on-call support to combat fires in the Southern California Fire Sector.

Rotor Review #143 Winter ‘19

Despite the complex, evolving, and diverse day-today missions of a single squadron, HSC-3 continues to meet and exceed all expectations through superlative dedication, exceptional professionalism, and a daily commitment to safety from every Sailor. In 44 years of continuous flight operations, HSC-3 has now flown 300,000 flight hours without a Class A mishap.

Maintainers, Aircrew, and Pilots assigned to the Merlins of Helicopter Sea Combat Squadron (HSC) Three celebrate after landing from the flight that surpassed 300,000 Class A Mishap Free Flight Hours. From left to right: AE2 Lonnie Maynard,USN, AT2 Fatima Abubakar,USN, LS2 Nanjing Chu, USN. In the 2nd row: SA2 Ashley Duncan, USN, AWS2 Kyle Daggett, USN, LT Mark Trask,USN, AWS2 Jacob Powell,USN, AWS1 Jason Schamp,USN, LCDR Kevin Ringelstein, USN, AM1 Eun Yi ,USN. 77

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Command Updates Helicopter Maritime Strike Weapons School Conducts Record Setting Training

By LT Colin “Geisha” Price, USN

n June 23rd, HSM-46 and crews from HSM79 completed Helicopter Advanced Readiness Training (HARP) class 18-02, facilitated by Helicopter Maritime Strike Weapons School Atlantic (HSMWSL). This rigorous curriculum begins with classroom instruction and advanced flight simulation focused on tactical employment of the MH-60R in its diverse mission sets to include Surface Warfare (SUW), Anti-Submarine Warfare (ASW), and Electronic Warfare (EW). The course culminates at the Atlantic Undersea Test and Evaluation Center (AUTEC) on Andros Island, Bahamas, where aircrews apply their warfighting skills in the aircraft against targets simulating real world threats. HSMWSL instructors teach and evaluate MH-60R tactics, techniques, and procedures (TTPs), focusing on AGM-114 HELLFIRE, lightweight torpedo (LWT), and crew served weapons employments. Over the course of eight weeks, HSM-46 and HSM-79 expended a combined 16 missiles, 12 torpedoes, 10,900 rounds of ammunition, and 511 sonobuoys at various mobile training targets. HARP 18-02 also provided the opportunity for HSM crews to integrate with crews from Helicopter Sea Combat Squadron 5 (HSC-5) during Helicopter Visit Board Search and Seizure (HVBSS) and Restricted Waters Transit (RWT) training events. HSC-5 completed concurrent HARP training, facilitated by Helicopter Sea Combat Weapons School Atlantic (HSCWSL). HARP 18-02 was highlighted by a record-setting 15 helicopters at the AUTEC heliport on Andros Island, Bahamas, from HSM-46, HSM-79, HSC-5, New Hampshire Army HARP 18-02 was highlighted by a record-setting 15 National Guard, and local range service helicopters. The New helicopters at the AUTEC heliport on Andros Island, Hampshire Army National Guard conducted operations with Bahamas. three UH-60L helicopters for Operation Trade Winds – 18, an international exercise with Bahamian forces. The AUTEC heliport consists of four landing spots and eight ramp spots, along with two tenant H-3 range support helicopters. Despite the volume of aircraft and different unit training objectives, operations were conducted safely and effectively due to proactive and flexible coordination of all units involved. HSMWSL, in coordination with nine additional commands including the Naval Aviation Warfighting Development Center (NAWDC), HSM-40 and FRC Mayport, facilitated the execution of 235 hours and 106 sorties at AUTEC. On the success of this HARP, CDR Andrew “Mopey” Miroff, Commanding Officer, HSMWSL, commented, “I am very proud of the entire staff here at the Weapons School. Several hurdles were overcome to provide valuable training both here in the local area and down at AUTEC, namely the unprecedented number of aircraft and coordination with supporting units. It takes the entire team working hard together to accomplish HARP. I want to thank everyone, because every staff member had a part to play. ” HSM-46 and HSM-79 will now begin integrated training with their assigned Carrier Strike Group and associated Air Wing and ships. HSMWSL is located at Naval Station Mayport. Point of contact is the Public Affairs Officer, LT Colin “Geisha” Price, colin.r.price1@navy.mil. Rotor Review #143 Winter ‘19

HSC-11 Employs High-velocity Learning to Enhance SAR Response in the High North By LT Sean “Hobo” Carrigan, USN and LT Todd “Cubchild” Behrman, USN

uring the fall of 2018, Helicopter Sea Combat Squadron ELEVEN (HSC-11) Dragonslayers and Carrier Air Wing ONE (CVW-1) left Norfolk, Virginia for Phase II of their 2018 deployment onboard USS HARRY S. TRUMAN (CVN-75) under the new Dynamic Force Employment (DFE) model. This phase took them to the North Atlantic, Iceland, and the Norwegian Sea above the Arctic Circle. The historic patrol was farther North than any aircraft carrier had traveled in three decades and forced CVW-1 and HSC-11 to dust-off old lessons learned and discover innovative solutions to anticipated problem sets. Life expectancy chart in SAR TACAID (NTTP 3-22.5-SAR-TAC).

As the primary Search and Rescue (SAR) asset for Carrier Strike Group EIGHT (CSG-8), HSC-11 was responsible for ensuring they could successfully accomplish their mission in an unforgiving environment with strong winds, high seas, and fridge water temperatures. The squadron discussed, in detail, the expected environment and prepared months in advance by outfitting rescue swimmers with the required cold water gear. They also reached out to the Coast Guard and tapped the knowledge of AWS1 Cory Hedges, a graduate of the Coast Guard’s Advanced Rescue Swimmer School and a veteran of Whidbey Island Station SAR where he accomplished numerous rescues in extreme environments.

increased pressures and strain applied to the survivor’s back. Understanding that the onset of hypothermia could become lethal even after a successful rescue, HSC-11 aircrewmen created an ingenious “hypothermia kit” which was included in the Plane Guard and Alert helicopters. This kit consisted of a body bag containing two wool blankets, one space blanket, two pairs of socks, one beanie, and two towels. In order to minimize the effects of hypothermia, Rescue Swimmers trained to perform an initial medical survey inside two minutes. Following the assessment and any required medical interventions, the crew would dry the survivor and wrap them in the blankets and space blanket. Next, the dry socks and beanie would be placed on the survivor to retain as much heat as possible. Then, the survivor would be placed inside the body bag and zipped up to avoid further heat loss. During training, this proved to be successful in maintaining and even rising core temperature for a survivor, possibly preventing death.

HSC-11 also discussed and practiced the preferred methods of conducting a rescue in the high seas above the Arctic Circle. Given the large peaks and troughs of the rough open-ocean, rescue swimmer contact can easily be lost by the hoist operator and pilots. It was determined that direct deployment would be the primary means of rescue for both day and night missions. Another adaptation implemented dealt with the rescue of aircrew after an ejection. Standard procedure calls for the use of a rescue liter to prevent further damage to a survivor’s neck and back. However, high sea states could make it extremely challenging, if not impossible, to perform a time consuming rescue via liter. Additionally, the onset of hypothermia due to the frigid water temperatures also had to be considered when assessing the time consuming process of a liter transfer. It was determined that the rescue basket or double-lift method would be the most efficient way to affect a rescue while also minimizing further damage to the spinal column. Rescue via strop or survival vest D-ring would be a method of last resort due to the

Once HSC-11 prepared itself, they set out to educate the rest of the Air Wing. AWS1 Hedges organized a “traveling roadshow” and visited every ready room to brief all aircrew on the numerous environmental considerations and what to expect from the rescue helicopter and swimmer. AWS1 emphasized cold weather exposure, life expectancy, and methods for retaining body heat when submerged in freezing waters. He also stressed the time critical nature of cold water exposure and issues experienced in the past with traditional rescue methods in these challenging environments. Most importantly, survivor cooperation was emphasized due to its significance in conducting a timely rescue. 79

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Command Updates Further analysis by HSC-11 revealed that the alert postures outlined in CV NATOPS did not provide a sustainable option for overnight SAR alert crews while also ensuring a timely rescue for a man overboard. With water temperatures between 40 and 50 degrees Fahrenheit at the time CVN-75 operated in the High North, a man overboard could become fatal within a very short period of time. Based on the life expectancy charts in SAR TACAID (NTTP 3-22.5-SARTAC), a person without an anti-exposure suit would have a 50 percent chance of survival in water temperatures of 45 degrees Fahrenheit after only 30 minutes of exposure. Therefore, a standard overnight Alert 30 (Condition III) may not be able to launch, locate, and retrieve a man overboard within time to save a life. One solution was to set an Alert 15 (Condition II) posture, but with the drysuit requirement, crew fatigue, dehydration, and other mission requirements made this unsustainable. Faced with this capability gap, HSC-11 developed an “Enhanced Alert 30” posture that was well received by CAG and the Commanding Officer of CVN-75. The Enhanced Alert 30 is a hybrid of Alert 15 and Alert 30, providing an adequate response time that is also sustainable by alert aircrew for extended periods. In essence, the aircraft is set similar to an Alert 15, yet the crew is postured in an Alert 30 status. HSC-11 set the Enhanced Alert 30 when sea surface temperatures dropped below 50 degrees Fahrenheit. Prior to being set, the aircraft was spotted for immediate launch, preflighted, rotors engaged, and all required systems checked. Once complete, the blades could be folded and crutched to protect from strong relative winds; however, the tail pylon remained spread.

This SAR alert posture was held any time a SAR capable aircraft was not airborne and on-station. In practical execution, it was held from the end of one day’s flight ops to the beginning of the next day’s flight ops. Typically, the Plane Guard helicopter would land, complete its engine wash, and that crew would hold the alert until another aircraft could be spotted, spun, and set. This new aircraft was ideally the aircraft that would hold the Plane Guard line for the next day’s flight schedule; thereby, minimizing deck moves and the requirement for additional spin and sets. The Enhanced Alert 30 required one important additional responsibility that compensates for the time required for aircrews to don their drysuits. This position was the newly conceived Spin-Up Assistant (SUA) who was also designated on each day’s flight schedule. The SUA pre-staged their helmet, flight gloves, and float coat in the ready room and was responsible to be the first arrival at the alert aircraft in order to start the Auxiliary Power Unit (APU), turn on all flight computers, initialize the Embedded GPS Inertial (EGI) units, and spread the rotor blades. This greatly reduced the time to launch by getting the aircraft properly staged while the alert aircrew donned their gear and made their way to the flight deck. The new Enhanced Alert 30 posture provided a launch capability in less than 20 minutes, greatly increasing the chance of survival for personnel in cold water without an anti-exposure suit. Fortunately, HSC-11 did not need to test the cold weather adaptations developed. However, the clever and forward thinking problem solving exhibited by the Dragonslayers demonstrated the ingenuity and adaptability of the Helicopter Sea Combat community and furthered our reputation within the Naval Aviation Enterprise. The Dragonslayers remain ready to support the fleet in every climate!

Preventing Aviation Ground Mishaps: Khaki Presence Matters By LTJG Brian Lugavere, USN

ince established in June 2016, the HSC-11 “Dragonslayers”, have successfully executed SafeTo-Operate certification, Carrier Qualifications, Helicopter Advanced Readiness Program, Flight Deck Certification, Air Wing Fallon, Tailored Ships Training Availability (TSTA), Composite Training Unit Exercise (COMPTUEX) and a Dynamic Force Employment deployment onboard USS HARRY S. TRUMAN (CVN-75). How does a squadron go through all of these complex exercises with no break in operational tempo, log an astounding 5,800 flight hours in the MH-60S and earn the Carrier Air Wing One Golden Wrench Award during COMPTUEX, without having a ground mishap? Our answer has been through engaged Rotor Review #143 Winter ‘19

khaki leadership walking the deckplates, asking questions, and ensuring there is procedural compliance no matter how routine the task. According to Vice Adm. Miller, head of all Naval Air Forces, “Since 2012, Class C [ground] aviation mishap rates have more than doubled – 9.86 mishaps per 100,000 flight hours in FY12 steadily increasing to conclude FY17 at 20.25.” One of the causal factors to this increase was the lack of experienced supervision at the deckplate level. At HSC-11, when a maintainer is performing maintenance, we focus on making sure a khaki is present to ensure procedural compliance. This builds a relationship between the khaki leadership and the Sailors which is vital to preventing ground

mishaps. When asked about that relationship, AD1 Aaron Russell, Power Plants Leading Petty Officer, explains “When an experienced Chief is involved and shows that he or she has the willingness to turn wrenches; that goes a long way with the comradery between the khakis and the work center”. The Commanding Officer of HSC-11, Commander Matt “Wrecking Ball” Wellman, sets “Slayer Standard” from the top down and ensures his team is safe and ready to execute with precision. When you have engaged leaders, from the CO down to the newest Chief Petty Officer, who truly care and are involved with each evolution in the command, you will have a positive, and safe working environment that prevents mishaps. The Sailors at HSC-11 value the input and presence from the Division Officers, Chiefs, and pilots as they perform maintenance, but it takes more than simply walking around, to ensure procedures are followed. During our recent Enlisted Safety Council meeting, AD1 Damian Gomez, a Quality Assurance Representative with 14 years of experience in aviation maintenance, explained his views on khaki leadership, “A proactive engaged khaki that has the experience and care factor for the task at hand, makes a difference at staying safe on the flight deck or hangar bay.” This care factor is felt throughout HSC-11. With HSC-11 executing several hundred flight hours a month, there are numerous maintenance actions taking place daily and there is a Chief in the background overseeing it all- whether on the flight line ashore or on the flight deck at sea. Often, additional khaki leaders such as the QAO, MMCO, MMCPO, and Division Chiefs spot check progress and show their support and interest in the junior Sailors and their work. It is also important to have an experienced set of eyes assigned to observe the larger picture of an evolution. Those involved in complex maintenance tasks are sometimes so focused on their job that they may lose sight of potential hazards around them. They may also not consider the effect their work may have on others around them. Encouraging junior officers to be out on the deckplates not only provides some oversight, but also demonstrates interest in maintenance evolutions, is important in building team comradery, and helps further develop the officers as future aircraft commanders. You can frequently find HSC11’s more junior pilots in the hangar bay observing and learning what it takes to maintain the MH-60S. When asked about the relationship with the maintainers, LT Sean “Hobo” Carrigan explained, “Going through the training syllabus we memorize NATOPS diagrams to learn the different components of the aircraft. After combing through the NATOPS for a year, I was eager to see and touch the components to increase my systems knowledge. Working with and observing the maintainers further increased my appreciation for the intricacies of the aircraft components and the knowledge required to maintain our aircraft. The maintenance professionals explained each procedure in great depth and displayed enthusiasm and pride with completing

their job. Working together is the best method to build trust and appreciation between different squadron departments.” With it known throughout the maintenance department that khaki leaders are engaged in maintenance evolutions, the maintainers ensure they utilize their publications, don proper Personal Protective Equipment, and use the correct tools for the job. When asked how he views the khaki leadership at HSC-11, his first rotary wing squadron, AMCS Anthoney Johnscott, Aircraft Division Leading Chief Petty Officer, explained “Sailors are more prone not to cut corners because of the khaki oversight. They are there to ask questions and point out the potentially hazardous situations that the Sailors may not see in the heat of the moment while conducting maintenance. Overall, khaki presence enhances a safe work environment.” Do we at HSC-11 do it perfectly every time, all the time – no, but the culture of khaki involvement and constant presence has paid dividends over the past few years of high op-tempo workups and deployments. Creating a culture of safe maintenance practices takes engaged deckplate leaders present at each evolution. They need to be effective communicators who know how to create a dialogue with the maintainers who execute the maintenance. Asking open ended questions and sharing knowledge, builds comradery with the Sailors and strengthens safe maintenance practices in our command. AVCM Tom Jackson, HSC-11 MMCPO, with 27 years of aviation maintenance experience, explained the mindset of the maintainer in regards to khaki presence as “If I know I’m never going to see a khaki it is easier to take a short cut. The goal is to keep them honest. I want to catch them doing it right.” And doing it right, the first time, every time is our goal. Double one…. second to none!

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Engaging Rotors

September 28, 2018 TOP ROW: LTCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; LTJG Sean C. Andino, USN, HT-8; 1st LT Zachery M. Hedrick, USMC, HT-18; LT John W. Schultz,USCG, HT-28; 1st LT Bradley J. Bloxdorf, USMC, HT-8; LTJG. Richard E. Wheeler III, USN, HT-28; 1st LT Matthew A. Goodwin, USMC, HT-8; LTJG. Alec M.Chesire, USN, HT-8; LTJG. William S. Weiland, USN, HT-8; 1st LT John T. Findley, USMC, HT-18; LTJG. Paul E. Tomeo, USCG, HT-8; 1st LT Taylor M. Hecht, USMC, HT-8; Ensign Kyle H. Suhrie, USN, HT-18; Col. David C. Morris, USMC, Commodore TRAWING 5 MIDDLE ROW: LT Col. Aaron J. Brunk, USMC, Commanding Officer HT-18; 1st LT Luis A. Del Castillo, USMC, HT-8; LTJG. Josiah C. Boggs V, USN, HT-8; 1st LT Elaina L. Alcocer, USMC, HT-8; LTJG. Steven A. Sallinger, USN, HT-28; 1st LT Matthew L. Chavez, USMC, HT-8; LTJG. Patrick J. Resler, USN, HT-28; LTJG. James A.Ownbey, USCG, HT-18; 1st LT Robert W. Hamilton, USMC, HT-8; LTJG. Brent M. Schwarz, USN, HT-8; 1st LT Asher M. Johnson, USMC, HT-8; LTJG. Kevin M. Lois, USN, HT-8; LTJG. Patrick J. Lien, USN, HT-28; Col. Michael H. Johnson, USMC, Commanding Officer MATSG-21(guest speaker). BOTTOM ROW: LTJG. Madison A. Pascale, USN, HT-8; LT Leslie A. Marchalonis, USCG, HT-28; LTJG. Kolby W. White, USN, HT-8; LTJG. Tyne M. Jones, USN, HT-8; LTJG. Kyle B. Priddle USN, HT-28; 1st LT Lucas W. Mckee, USMC, HT-8; LTJG. Andrew C. Toomey, USN, HT-18; LTJG. Abdulrhman A. Alhazzaa, RSNF, HT-8; 1st LT Derek S. Koon, USMC, HT-8; LTJG. Marina R. Leynse, USN, HT-8; LTJG. Shawn-Noel L. Semana, USN, HT-18; LTJG. Johnathan L. Wright, USN, HT-8; LTJG. Kristina M. Tatsanaram, USN, HT-28; 1st LT Mackenzie A. Spaich, USMC, HT-8.

October 12, 2018

TOP ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; Col David C. Morris, USMC, Commodore TRAWING 5; LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; Lt Col Mark C. Thompson, USMC (Ret.), former HT-28 Commanding Officer (guest speaker) BOTTOM ROW: LTJG Rachael A. Kuhn, USN, HT-8; LTJG Evan J. Sternstein, USN, HT-8; LTJG Alexander E. Barnhard, USN, HT-8; LTJG Joseph G. Losoya, USN, HT-18; 1st LT Hillary G. Leonard, USMC, HT-28.

Rotor Review #143 Winter â&#x20AC;&#x2DC;19

Engaging Rotors

October 26 TOP ROW: Lt.Col. Gregory R. Curtis, USMC, Commanding Officer HT-28; LTJG. Patrick R. Stone, USN, HT-28; 1st Lt. Raymond T. Lessig, USMC, HT-28; 1st Lt. William D. Seibold, USMC, HT-18; Col David C. Morris, USMC, Commodore TRAWING 5. MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; 1st Lt. Austin S. Grebe, USMC, HT-18; LTJG. Austin S. Traylor, USN, HT-28; 1st Lt. Ivan M. Duran, USMC, HT-18; CDR Kelly Harrision, USN, Commanding Officer HSC-26 (guest speaker). BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; 1st Lt. Tyler M. Burke, USMC, HT-18; 1st Lt. Donald R. Edwards Jr, USMC, HT-8; ENS Kristen M. Boye, USN, HT-28.

November 9, 2018

TOP ROW: Lt.Col. Gregory R. Curtis, USMC, Commanding Officer HT-28; Lt. Kyle E. Vandillen, USCG, HT-28; 1st Lt. Jack C. Seehof, USMC, HT-8; LTJG Thomas M. McFillin, USN, HT-18; LTJG Michael J. Tharratt, USN, HT-28; ENS Nicholas C. Venzke, USN, HT-18, Col. Joseph P. Richards, USMC, Ret. (guest speaker). MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; 1st Lt. Bradley L. Farmer, USMC, HT-28; LTJG Richard A. Harrell, USN, HT-18; LTJG Zachary R. Berman, USN, HT-18; 1st Lt. William D. Rose Jr., USMC, HT-28; LTJG Kristofer R. Luciani, USN, HT-8; Col. David C. Morris, USMC, Commodore TRAWING 5. BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; LTJG Cassandra E. Quick, USN, HT-18; LTJG Timothy C. Niitani, USN, HT-18; 1st Lt. Matthew M. Nilson, USMC, HT-18; LTJG Caleb J. Herrick, USN, HT-28; ENS Rochelle M. Balun, USN, HT-8.

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Signal Charlie 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 fixedwing 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.

President, Naval Aviator George H.W. Bush

Former President, Naval Aviator George H.W. Bush Dies at 94

By Ben Werner, Staff writer for USNI

eorge Herbert Walker Bush — 41st President of the United States — died on Friday, November 30, 2018 in his Houston home. He was 94 years old. The former naval aviator with a decades-long legacy of public service was one of six U.S. presidents to have served in the Navy. Bush was born June 12, 1924, in Milton, Mass., and grew up mostly in Greenwich, Conn. His father Prescott Bush was a Wall Street investment banker and served in the Senate from 1952 to 1963. Just after graduating high school at Phillips Academy in Andover, Mass., Bush volunteered to join the Navy on his 18th birthday in 1942. A year later, after 10 months training to be a pilot, Bush was commissioned as an ensign in the Naval Reserve on June 10, 1943 — just days before his 19th birthday making him one of the youngest U.S. naval aviators of all time. In the spring of 1944, Bush was assigned to Torpedo Squadron (VT-51) aboard carrier USS San Jacinto (CVL-30). San Jacinto was part of Task Force 58 which attacked the Japanese in the Marcus, Wake, Marianas and Bonin islands. On Sept. 2, 1944, Bush, Radioman Second Class John Delaney and LTJG William White were sent to attack a Japanese position on the island of Chi Chi Jima. Bush’s Avenger took heavy anti-aircraft fire during the attack. With LTJG George H.W. Bush, his Avenger’s engine on fire, Bush and his crew still managed to successfully USN in World War II. bomb their target before turning out to sea, according to the Navy History and Heritage Command. Bush ordered everyone to bail out, but only he survived. After spending several hours in an inflatable lifeboat, he was rescued by the submarine USS Finback (SS-230). Bush spent a month aboard Finback before returning to flight service on San Jacinto. Bush flew 58 combat missions and was presented the Distinguished Flying Cross and three Air Medals. After San Jacinto returned to Guam in 1944, Bush was assigned to train new torpedo pilots in Norfolk, Va., and then assigned to a newly formed torpedo squadron, VT-153, before the war ended. He was honorably discharged in 1945 and entered college as a freshman at Yale University. While at Yale, Bush majored in economics and was captain of the baseball team. Bush married Barbara Pierce in January 1945. They had six children– 43rd U.S. President George W. Bush, Robin, John (known as Jeb), Neil, Marvin and Dorothy. After Yale, Bush spent decades in and out of public service. Before joining Ronald Reagan on the 1980 presidential ticket, Bush had served as a two-term congressman representing Houston, the Director of the Central Intelligence Agency under President Gerald Ford. He was also the U.S. Ambassador to the United Nations and the Chief of the U.S. Liaison Office in the People’s Republic of China. When he was elected president in 1988, Bush brought to the White House a determination to making the U.S. “a kinder, gentler nation.”

Rotor Review #143 Winter ‘19

CAPT Kevin McLaughlin, USN and CDR Patrice Fernandes, USN, the executive officer of Strike Fighter Squadron (VFA) 103, prepare to fly an F/A-18F Super Hornet for the 21 plane Fly-over honoring President Bush.

During his one term in office, Bush presided over major shifts in U.S. foreign policy as the Berlin Wall came down, the Soviet Union dissolved and the Cold War faded. U.S. military and political leaders increasingly focused on the Middle East. In 1991, Bush ordered 425,000 U.S. troop to expel Iraqi forces from Kuwait as part of Operation Desert Storm. Bush was out of office when the Navy reestablished U.S. 5th Fleet, but the robust Bahrain-based Navy presence occurred because of Desert Storm and the ensuing military focus on the region. Early in Bush’s presidency, he sent U.S. troops to Panama, to oust the nation’s strongman president Manuel Noriega because of threats made to what was still the U.S.-controlled Panama Canal and U.S. citizens living inside the canal zone. While noted for foreign policy success stories, including helping secure ensure the Soviet Union’s nuclear arsenal was secured during the nation’s breakup, his bid for a second term was unsuccessful largely over domestic issues including a lagging economy, increasing inner-city crime and high deficit spending.

After leaving office, Bush focused on volunteering and raising money for charitable causes. He served as chairman of the University of Texas M.D. Anderson Cancer Center Board of Visitors. He also teamed up with former President Bill Clinton to raise money for relief efforts following the 2004 Indian Ocean Tsunami, Hurricanes Katrina, Rita and Ike. In 2017, Bush teamed up with former Presidents Jimmy Carter, Clinton, George W. Bush, and Barack Obama to raise funds for relief efforts in Texas, Florida, Puerto Rico and the U.S Virgin Islands. While his son, President George W. Bush, was in office the Navy named the last Nimitz-class aircraft carrier in his honor. Bush died less than a year after his wife Barbara of 73 years. She died on April 17.

LCDR Mark Eugene Doub, USN (Ret.) February 26, 2018

CDR Mark Eugene Doub, USN (Ret.) passed away February 26, 2018 in Oklahoma City, OK. According to CAPT Jim Ellington, USN (Ret.), “Gene was a squadron mate of mine in HS-3 back in the late 60s and early 70s. I understand from his sister-in-law who responded to a face book inquiry, that Gene died of complications from a fall while in his home in Oklahoma City and that there is no obituary. His wife, Trish, passed away approximately a year ago and I was fortunate to spend some time with Gene at her memorial service.” Many thanks to CAPT Ellington for sharing this information with NHA and his shipmates.

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Signal Charlie LCDR Joesph W. Gardner, USN (Ret.)

CDR Joesph W. Gardner, USN (Ret.) passed away Tuesday evening December 11, 2018 from a stroke in Fairhope, Alabama, with his wife and family at his side. He was a Plank Owner of the original NHHS, now NHAHS and a NHA Trustee. He received his wings as a Navy LT in HTU-1 at NAS Ellyson Field, Pensacola, FL April 1, 1955 as Helicopter Designator Number 2392. Thoughts and memories from CAPT Terry Lackey, USN (Ret.) about Joe below “On 29 April 1970, Joe Gardner gave me my HAC check in HC-7. After wringing me out, he took the controls to “show me a couple things.” Returning to the field at NAS Atsugi, Japan, he requested a down wind low pass over the runway, at the numbers pulled the aircraft up into a Paris Air Show rotor over, touched down precisely abeam the HC-7 flight line with enough airspeed for a running landing, holding the nose off the deck for taxi, spinning the aircraft into the parking area, starting the APP, dropping the nose gear on the parking spot after bleeding off turns, shutting down, then hitting the rotor brake. He turned to me, said “Nice job,kid. I had Aircraft Commander SAR duty today. Now you have it.” Did not get a SAR call that day. My only other hop was a .2 test hop with Mike Reber. Two legends in one day. Priceless.” Thoughts about Joe below expressed by CAPT Mike Reber, USN (Ret.) “Rats, the greatest Rat of all, the inventor of Vert Rep in the H-46, the first XO of HC-3, designer of the Vert Rep ship configuration, OinC of the first Navy H-46 Detachment, deployed to the Med and West Pac, Paris Air Show with the H-46, flew the H-46 in HC-4, HC-3 and HC-7, helicopter legend, JOE GARDNER has passed away after a stroke. He will be greatly missed and there will never be another like him. Raise a glass./ MR” Fair Winds and Following Seas. CAPT Carl J. Stokes, USN (Ret.)

APT Carl J. Stokes Jr, USN (Ret.), former Commanding Officer of HS-4 at NAS Imperial Beach, California, passed away at home in San Diego this morning, Tuesday December 11, 2018. Captain Stokes received his wings in HTG-1 at NAS Ellyson Field, Pensacola October 1, 1959. His Naval Helicopter Designator Number was 4946. Graveside services for Captain Carl Stokes, USN, were held at Miramar National Cemetery January 4, 2019 at 1430. Celebration of Life followed at ADM Baker clubhouse. Fair Winds and Following Seas Captain Stokes.

Rotor Review #143 Winter ‘19

AWS1 Jonathan Richard Clement, USN

WS1 Jonathan (Jon) Richard Clement, a U.S. Navy Petty Officer First Class Aircrewman/Rescue Swimmer died Tuesday July 31, 2018 while doing what he was proudest of; serving his country alongside his fellow BrotherIn-Arms. Jon is survived by his parents, Chris and Laura Clement of Vero Beach, Florida: his siblings Christopher Clement of Vero Beach, Florida, Mathew Clement of Clarksville, Tennessee and Rebecca Clement of Imperial Beach, California; nieces Caroline Clement of Vero Beach, and Milania Clement of Clarksville; grandparents and Jeanne Elias of Vero beach and Joan Goddard of Manassas Park, Virginia; nine aunts, 10 uncles and 44 first cousins and numerous seconds cousins. Jon enlisted in the Navy in June 2007 at the age of 20. Following his graduation of basic military training, Jon was sent to Rescue Swimmer School in Pensacola, Florida where he would undergo months of intense physical training. Following successful completion of Rescue Swimmer School, Jon was assigned to HELSEACOMBATRON THREE (HSC-3) Naval Air Station North Island, San Diego, California where he completed his fleet transition training and earned the official title of Naval Aircrewman/Rescue Swimmer. Jon was then assigned the HSC-12 “Golden Falcons” where he served from 2009 -2012. During his time at HSC-12, Jon did two 9-month deployments aboard the USS Abraham Lincoln (CVN-72) in support of Operation Enduring Freedom. Jon’s third deployment was aboard the USS Washington (CVN-73), where his squadron HSC-12 was highly instrumental in supporting humanitarian relief operations in the Philippine Islands, conducting around-the-clock search and rescue missions, delivering food and water to those who were hit hardest from Typhoon Haiyan. After three deployments, Jon was then assigned to shore duty where he served as a Seahawk Weapons and Tactics Instructor (SWTI) at the HSC Weapons School Pacific at Naval Air Station North Island from 2014-2017. After completion of his three years of shore duty at HSC Weapon School, Jon was then assigned to join the ranks of the elite aviators of HSC-85 “Firehawks”. This would be Jon’s final act of duty and service to his country. There, Jon demonstrated the professionalism and leadership to his fellow Firehawks in addition to himself serving as helicopter Door Gunner providing dedicated helicopter support to U.S. Special Operations Forces. Jon was laid to rest with military Honors in his hometown of Vero Beach, Florida on August 18, 2018. Jon lived his life to the fullest and anyone who knew him well, knew that to be true of Jon. AWS1 Jonathan Richard Clement will now join the ranks of our Air Warriors who have given the ultimate sacrifice. To quote one of America’s greatest story tellers of our time, Mark Twain;“The Fear of death follows from the fear of life. A man who lives fully is prepared to die at any time.” AWS2 Jay Wilson, USN

WS2 Jay Wilson, a U.S. Navy Petty Officer Second Class Aircrewman/Rescue Swimmer passed away Sunday, November 11, 2018 while doing what he loved. Jay is survived by his wife Lianna, his mother Michelle Haage, his step-father Larry Haage, his sisters Amber Wilson Goodman and Candace Wilson Salisbury, his brother Aaron Haage, and his grandmothers Jeanne O’Neal and Ruth Wilson. Jay was born November 1, 1989 in Riverside, California to Cary and Michelle Wilson. Jay’s family lived in Sun City, California until 1994, when they moved to Oregon. Jay grew up in Gresham, Oregon where he graduated from Sam Barlow High School and attend Mt. Hood Community College. In June 2002, Jay’s beloved father passed away. In 2009, Jay served a two-year missionary project in Japan for the Church of Jesus Christ of Latter-Day-Saints. Upon returning from his overseas missionary service, Jay enlisted into the U.S. Navy in service to his country. Jay served as a helicopter rescue swimmer assigned to HELSEACOMBATRON Twenty Three (HSC-23) Wildcards, Naval Air station Coronado, San Diego California. Jay loved life. He always had a smile on his face. His great sense of humor, adventurous personality and love for the outdoors was reflected in all he did. Jay was a proud Eagle Scout. He was greatly respected for his extreme determination; accomplishing all he pursued. Jay loved and valued others and had great relationships with all those who knew him, including his family, step-father, fellow crewmen and the love of his life, his wife Lianna. He will be remembered as an extremely loyal friend, son, brother, husband, and Sailor. “Everyman man’s life ends the same way. It is only the details of how he lived and how he died that distinguished one man from anther”. Ernest Hemingway 87

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ASW HISTORY QUIZ STUDY GUIDE Aircraft Carriers Sunk in Combat BRITISH ROYAL NAVY Glorious German battleships 8 June 1940 Hermes Japanese aircraft 9 April 1942 Courageous U-29 17 September 1939 Ark Royal U-81 14 November 1941 Audacity U-751 21 December 1941 Eagle U-73 11 August 1942 Avenger U-151 15 November 1942 Nabob U-354 damaged never sailed again 22 August 1944 US NAVY SHIPS Lexington Bombers Coral Sea 8 May 1942 Hornet Torpedo/bombers Santa Cruz 27 October 1942 Princeton Bomber Leyte Gulf 24 October 1944 Gambier Bay Japanese ships Leyte Gulf 25 October 1944 St. Lo Kamikaze Leyte Gulf 25 October 1944 Ommaney Bay Kamikaze 7 January 1945 Bismarck Sea Kamikaze Iwo Jima 21 February 1945 Yorktown I-168 Midway 7 June 1942 Wasp I-19 15 September 1942 Liscome Bay I-175 Tarawa 24 November 1943 Block Island U-549 29 May 1944 JAPANESE IMPERIAL NAVY Shoho Torpedo/bombers Coral Sea 6 May 1942 Akagi Dive bombers Midway 4 June 1942 Kaga Dive bombers Midway 4 June 1942 Soryu Dive bombers Midway 4 June 1942 Hiryu Dive bombers Midway 4 June 1942 Rjuyo Dive bombers E. Solomons 24 Aug 1942 Hiyo Torpedo bombers Philippine Sea 21 June 1944 Chitose Torpedo bombers Leyte Gulf 25 Oct 1944 Chiyoda surface ships Leyte Gulf 25 Oct 1944 Zuiho aircraft Leyte Gulf 25 Oct 1944 Zuikaku aircraft Leyte Gulf 25 Oct 1944 Yamashiro Maru aircraft Yokohama harbor 17 Feb 1945 Ryuho aircraft damaged never sailed again 19 Mar 1945 Amagi aircraft Kure harbor 24 July 1945 Rotor Review #143 Winter â&#x20AC;&#x2DC;19

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