Rotor Review Spring 2019 # 144

Spring 2019 NUMBER 144

Focus on Situational Awareness

In this Issue: Symposium 2019: Rotary Force Innovation and Integration New MAD Technology CRM US Coast Guard in Vietnam

SYMPOSIUM 2019 Rotary Force Innovation and Integration NHA Symposium: ........................................................................................................................18 Rotary Force Innovation and Integration CAPT Matt Schnappauf, USN Commander, HSMWINGPAC Schedule of Events....................................................................................................................20 Latest symposium information is available in real time on the NHA app and on the website www.navalhelicopterassn.org

FOCUS: Situational Awareness Spring 2019 ISSUE 144 An MH-53E Sea Dragon helicopter assigned to Helicopter Mine Countermeasures Squadron (HM) 15, prepares to land on the expeditionary mobile base platform ship USS Lewis B. Puller (ESB 3). U.S. Navy photo by Mass Communication Specialist 2nd Class Kevin J. Steinberg 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 supports the goals of the association, provides 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.

When Good is Not "Good Enough" ....................................................................................22 LCDR Robert Belflower, USN Enhancing Lethality.....................................................................................................................24 LT Dave Moynihan, USN Naval Innovator Improves MH-60S Aircrew Situational Awareness .............................26 DON Innovations From One Point of View .........................................................................................................28 LT Daniel J.Whitsett, USN A Teaching Moment from HSC Weapons School Pacific..................................................30 CDR Joseph Zack, USN

FEATURES

Navy's Newest Outlying Landing Field Open for Training Operations ..............................32 Julie Ziegenhorn, NAS Whiting Field Public Affairs Officer Sensing the Future: A Miniaturized Next-Gen Magnetic Anomaly Detection Reveals Its Potential.................................................................................................................34 Sarah Staples Back to Basics: Crew Resource Management ...................................................................38 LT Virginia Nava, USN

Š2019 Naval Helicopter Association, Inc., all rights reserved

Rotor Review #144 Spring‘19

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HISTORY Editorial Staff Editor-in-Chief LT Shelby Gillis, USN shelby.gillis@navy.mil Combat SAR

Coast Guard Helicopter Pilots in Vietnam Part 4.....................................52

LCDR Tom Phillips, USN (Ret.) Helicopter History.............................................................................................................60

USS Valley Forge (LPH-8) Ship’s H-34 Helicopter “Bearcat One”

Rescue 1968

Bruce Browne, AFCM USN (Ret.) Helicopter Firsts.................................................................................................................62

Tiltrotor Genealogy

LCDR Chip Lancaster, USN (Ret.)

DEPARTMENTS

Chairman’s Brief....................................................................................................................5 In Review ...............................................................................................................................6 Letters to the Editors .........................................................................................................7 From the Organization .......................................................................................................8 In the Community .............................................................................................................10 Industry and Technology ..................................................................................................14

Bell V-280 Flies 322 MPH: Army Secretary Praises Program

Sydney J. Freedberg Jr.

U.S. Navy Asks for Final Training Helicopter Proposals

Don Parsons Useful Information...............................................................................................................16

Navy Returns to Flying Union Jack

Chief of Naval Operations Public Affairs Change of Command...........................................................................................................52 There I Was

HSC-23 Conducts Multi-National Search in Wake of USS John S.

McCain (DDG 56) Tragedy ..............................................................................54

Lt Eric “Cheech” Hayes, USN

Trust but Verify ...................................................................................................58

LT Greg “Simple” Shaffer, USN

MH-60R on the International Stage................................................................60

LT Leighton Pleasants, USN

Radio Check .........................................................................................................................46 Off Duty ...............................................................................................................................64

Fly Boys, Movie Review

The Sikorsky Legacy by Sergei Sikorsky

Fly Girls by Keith O'Brian

Oswald Boelcke by R. G. Head

True Story ..............................................................................................................................67

Thud Pilots - the Rest of the Story

LCDR Tom Phillips, USN (Ret.) Around the Regions ............................................................................................................68 Pulling Chocks .......................................................................................................................45 Command Updates ..............................................................................................................72 Engaging Rotors ....................................................................................................................80 Signal Charlie .........................................................................................................................84 Navy Helicopter Association Founders

Managing Editor Allyson Darroch loged@navalhelicopterassn.org NHA Photographer Raymond Rivard Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil CAPT Jill Votaw, USNR (Ret.) jvotaw@san.rr.com Aircrew Editor AWS1 Adrian Jarrin, USN mrjarrin.a@gmail.com HSC Editors LT Christa Turner, USN (HSC West) christa.turner@navy.mil LT Sam Calaway, USN (HSC East) samuel.j.calaway@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

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 Group Air Evac LifeTeam Avian LLC BAE Systems, Inc. Bell CAE Erickson Incorporated Fatigue Technology Flir Systems, Inc. GE Aviation Howell Instruments InnovaSystems Intl LLC International Meeting Solutions Kongsberg Defense Systems L-3 Technologies (Communications Systems East) Leonardo Helicopter Division - USA Northrop Grumman Integrated Systems Robertson Fuel Systems LLC Rockwell Collins SES Science Engineering Services Sikorsky, a Lockheed Martin Company Telephonics Corporation USAA (Military Affairs) Vertex Aerospace

National Officers President..............................................CAPT Brannon Bickel, USN Vice President…...………...................CAPT Sean Rocheleau, USN Executive Director...........................CAPT Jim Gillcrist, USN (Ret.) Member Services.......................................................Ms. Leia Brune Business Development...........................................Mrs. Linda Vydra Managing Editor, Rotor Review .......................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 Rick Haley USN VP Membership ......................................LCDR Jared Powell, USN VP Symposium 2019...........................CAPT Brannon Bickel, USN Secretary........................................................LT Ryan Stewart, USN Treasurer .....................................................LT Kevin Holland,USN NHA Stuff.................................................LT Ben Von Forell, USN Senior NAC Advisor........................AWRCM Nathan Hickey, 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 Ryan Carron, 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

Region 3 - Jacksonville Director ..................................................CAPT Michael Weaver, USN President..................................................CDR Teague Laguens, USN

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 4 - Norfolk Director ......................................................CAPT Al Worthy, USN President ...........................................CAPT(Sel) Kevin Zayac, 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 6 - Far East Region 2 ......................................................LT Ryan Wielgus, USN Director...................................................CDR Dennis Malzacher, USN Region 3 ....................................................LT Michelle Sousa, USN President............................................................CDR Justin Banz, USN Region 4 ...................................................LT Tony Chitwood, USN Region 5 .................................................LT Christina Carpio, USN Region 6 ........................................................................... VACANT

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Chairman’s Brief Time Flies

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y how time does fly! It’s hard to believe that this year’s NHA Symposium will be my sixth as NHA Chairman. It has been an extraordinary honor to be both a lifelong member of NHA and to also have an opportunity as Chairman. At this year’s Symposium I’ll be turning over the Chairman’s position to RADM Pat McGrath, USN (Ret.). I can’t tell you how thrilled I am to be turning the gavel over to Pat and it’s not just because he’s a fellow “New Yawka”! RADM McGrath has had a tremendous career of service both in the Navy and in San Diego. In the Navy, he began his career as an HSL pilot. As a Flag Officer, he has served as both Commander, Naval Air Forces Reserve and Vice Commander, Naval Air Forces. In his civilian life he has served for more than 20 years in the San Diego District Attorneys Office and is currently serving as the Deputy District Attorney. Welcome aboard Pat! I’ve had so much help over the past six years. Thank you to the hundreds of volunteers who have made this organization what it is today. Thank you to all the great JO’s and Senior Aircrew who have asked such great questions at the symposiums and fly-ins over the years. Thanks to our Commodores for their great leadership and advice. Thanks to our National Presidents and Regional Directors for your support. To my fellow board members: thanks for your patience, counsel, and great judgment. Last but certainly not least, I am forever indebted to our NHA national staff for keeping NHA running strong these past years. In particular, thank you to the tireless work of our Executive Director, Bill Personius. In his more than five years as our Executive Director, Bill and his staff have dramatically improved all elements of the organization. Bill and his team have modernized our membership and financial accounting, updated the website and created a strong and financially sound organization. Bill turned over the reins to CAPT Jim Gillcrist, USN (Ret.) in February this year. We are very lucky to have someone of Jim’s caliber coming aboard and very grateful for the tireless effort and leadership of Bill Personius. Fair Winds Bill!!

In July 1975 I started my rotary wing path when I was stashed at HS-1 at NAX Jacksonville FL while awaiting flight school. I knew I wanted to fly helos, doubted that I’d make the Navy a career, and couldn’t believe how hot and humid Jacksonville was! Now, after 44 years as part of the Naval Rotary Wing Community, Debbie and I are headed back to Jacksonville, Florida to retire. Best of all… we will have a great view of NAS Jax from the balcony of our condo. I’m looking forward to the beautiful Florida sunsets and the silhouettes of the mighty MH-60R’s around the airfield!!

RADM Bill Shannon, USN (Ret.) NHA Chairman

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In Review Hello Rotor Review Readers!!

By LT Shelby “Conch” Gillis, USN

T

hank you to all of the contributors for this RR edition! We had so many articles that we simply couldn’t fit all of them into this edition!

A GREAT problem to have! So, if for some reason you see that your submitted article didn’t land within these pages, fear not! It will make it into the next edition and continue to make all of us readers more informed aviators. Within the bindings of this work, you will find a smattering of topics: Where rotary wing aviation is headed and how to innovate, Situational Awareness and how it can be enhanced or degraded, NHA Symposium announcements, and updates for what is going on at fleet squadrons. Your insight into these issues is wonderfully enlightening and brings to the forefront topics and ideas that we should be pondering as a community. Thank you for continuing to better our community and for your unwaivering support in making this publication outstanding. Get excited, pack your bags, and I will see you all at Viejas for the annual NHA Symposium!

NEXT RADIO CHECK QUESTION What has been your most memorable cross-country in an aircraft and what made it so memorable? Send your answer to shelby.gillis@navy.mil or loged@navalhelicopterassn.org.

If requested, your replies can be anonymous.

Symposium Is Coming - Stay Connected!

Use the NHA app or website to access Symposium schedule, maps, bios, and more!

Visit www.navalhelicopterassn.org. Look for “NHA” in your App Store.

Rotor Review #144 Spring‘19

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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 the 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.

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Rotor Review Submission Guidelines 1. Articles: MS Word documents for text. Do not embed your images;within the document. Send as a separate attachment.

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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.

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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

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From the Organization President’s Message

By CAPT Brannon “Bick” Bickel, USN

Rotary Force Innovation and Integration

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reetings from the West Coast! It’s officially Symposium time. This year’s symposium theme, Rotary Force Innovation and Integration, focuses on the future endeavors of the Rotary Wing Community as we plan for the high-end fight and what the future of vertical lift might look like in the 2030 to 2040 timeframe. We expect to be a ready and lethal force that enables the Carrier Air Wings and Carrier Strike Groups to succeed in a contested maritime environment. We are confident that the innovation of our most junior pilots, aircrewmen, and maintainers all the way up to our resource sponsors on the OPNAV staff will carry the day for the future Rotary Force. It’s equally important to recognize that we have complete support from our industry partners and our program offices at NAVAIR. It’s a great time to be a Rotary-Winged Aviator!

I’m excited to see you all around the Viejas Resort. We will kick things off with a Sundown of the venerable HH-60H at NASNI followed by the Members’ Reunion poolside at the Willows Hotel. I am hopeful that you all have planned ahead and reserved your hotel rooms. The timeline for this symposium is more condensed than in years past. My goal in putting on a Thursday through Saturday event was to encourage more participation of the local commands at NAS North Island. If there was one complaint that I always heard, it was: “the NHA Symposium is great for the folks who travel in from offsite, but because we are still running a flight schedule, I only get to see my friends for one day otherwise, I’m always back and forth to work.” Well, I think we have a viable solution, and I’ve asked the Commodores and Skippers to minimize flight operations, the operational schedule permitting, to maximize everyone getting together at Viejas to enjoy all the benefits of the NHA Symposium in San Diego.

I have a lot of folks to thank for the hard work it has taken to prepare for this Symposium. I am personally humbled by the work of our NHA National Staff. It is hard to believe that everything gets done with a staff of five, so I would like to recognize the Herculean efforts of our Executive Directors (past and present) CAPT Bill Personius, USN (Ret.), CAPT Jim Gillcrist, USN (Ret.), Ms. Leia Brune, Ms. Linda Vydra, Ms. Allyson Darroch, and CDR Mike Brattland, USN (Ret.). We also have tremendous support from the Fleet with event volunteers. Thanks to HSM-41, HSC-3, HSC-21, and all local volunteers. CDR Nick “Granny” Smith has been my right-hand, and I truly appreciate his ability to herd the cats. Well done Granny! Additionally, LT Dave “FIGJAM” Kehoe led the charge as our Junior Officer Council President and Flag Officer liaison. We also have had tremendous sponsorship. Thanks to all of our Corporate Sponsors for making the 2019 NHA Symposium a success! I’ve certainly left someone out, so here’s where I’ll try to make amends… if you have played any part in promoting, supporting, or volunteering for this year’s Symposium, please accept my sincere thanks. We could not have done it without you.

In an attempt to wrap this column up, I would like to introduce my replacement as the NHA National President, CAPT Ed “EDub” Weiler. EDub is coming from staff duty in the Pentagon. As you read he will have taken over as the Skipper of HSC-3 Merlins. EDub, it is great to have you back on the team! I have been truly honored to serve as your President. This organization is successful because of the participation of our membership. I would encourage you to reach out to our National Staff to see how you can help your organization in the future. It has been an absolute thrill to see this organization grow and become more relevant as we tackle the future challenges of the Rotary Wing Community.

I look forward to catching up with you during Symposium week!

Bick

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Executive Director’s Notes

By CAPT Bill Personius, USN (Ret.)

Its Been a Great Ride

I

t is time for the 2019 Symposium and we have a great show lined up for you.

The Symposium theme this year is “Rotary Force Innovation and Integration.” We hope that the briefings and the ensuing discussions help generate some critical thinking concerning current fleet operations, readiness and the future development of the Rotary Wing Community. I would like to thank everyone involved with this year’s Symposium, the NHA National Staff, CAPT Bickel and Commodore Schnappauf for all their hard work.

That having been said… after careful thought and consideration it is my intention to leave the NHA Executive Director position. I have had a great ride as the ED and I believe that it is best that I move on to other things at this time. It is not like I am leaving the NHA organization all together or departing the area as I plan to continue to be a NHA BOD Member and the NHA Historical Society President going forward. Thank you for this great opportunity and I hope that I have made a difference for our Rotary Wing Community for having been in the job. I enjoyed working with and for all of you these past five years. CAPT Jim Gillcrist, USN (Ret.) has been selected as my relief. Jim is a retired Navy Captain, prior CO of HSL-43 BattleCats, FASOTRAGRUPAC Commanding Officer and he was my Air Boss on USS Peleliu, LHA-5. Jim is a great American and a fine friend. Please continue to provide Jim the enthusiasm and support that you have extended to me over the past five years.

I also want to thank RADM Bill Shannon, USN (Ret.) for his support and wish him all the best in the future as he turns over the Chairman position to RADM Pat McGrath, USN (Ret.). Welcome aboard, Admiral McGrath!.

Thank you to all our membership and have a great Symposium and going forward keep the spirit of the Rotary Wing Community strong. Thank you for your support and I hope to see you at the Symposium.

Keep your turns up.

Regards, CAPT P., USN (Ret.)

Welcome aboard CAPT Gillcrist!

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In the Community Naval Helicopter Association Historical Society

By CAPT Bill Personius, USN (Ret.)

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he Historical Society has been doing some “spring cleaning” here recently as a result of receiving two large donations that we needed to make room for.

There is a lot of things to go through and in the process we have cleaned out our storeroom and have taken the time to get a bit more organized. We have cleaned up the office and displayed many of the model aircraft that we have collected over the years from the overhead (the office looks a lot like the I-Bar now) and added a new large flat screen monitor for use at our monthly BOD meetings. The place looks really great and I’d like to publicly thank Joe Skrzypek and Mike Brattland for all their help and hard work. Feel free to stop by and visit if you’d like to see the place.

We have loaned several items to a couple local squadrons and the HSC Weapons School here at NASNI and continue to collect and catalog many items from our history when we receive them. The NHAHS website continues to grow with new information and we look forward to inputs that come in almost on a daily basis. Do you have items you would like to donate or information you would like to share on the NHAHS website of historical significance? Please let us know. Contact me at 619-435-7139 or stop by the NHA/NHAHS offices.

We are looking forward to the 2019 Symposium and will have a booth or a table on the exhibit floor so stop by and visit.

Check your pilot designation number to see if you might win a seat at the VIP luncheon.

Keep Rotary Wing History Alive.

Regards, CAPT P (Ret.)

Aug. 16, 2012: A Sailor assigned to Explosive Ordnance Disposal Mobile Unit (EODMU) Platoon 12-3-1, embarked aboard the aircraft carrier USS Enterprise (CVN 65), jumps from an HH-60H Sea Hawk helicopter assigned to Enterprise during a training exercise in the Arabian Sea. U.S. Navy photo by Mass Communication Specialist 3rd Class Jeff Atherton

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Naval Helicopter Association Scholarship Fund Update

By Kelly Dalton, Vice President of Operations NHASF

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he application season for the 2019-2020 school year wrapped up on January 31, and the NHA Scholarship Fund executive committee is, once again, deeply impressed by the depth and breadth of talent and scholastic achievement of all the applicants. The committee will make our final selections and announce the scholarship recipients at the 2019 NHA Symposium.

As always, we welcome donations to the fund—whether at an individual or corporate level of giving—which can be made through our website at: http://www.nhascholarshipfund.org/donations/ how-to-donate/.

We are grateful to the entire NHA community for your continued support, and wish all applicants the best of luck in their future endeavors.

A View from the JO Council

By LT Dave "Figjam" Kehoe, USN

Greetings Rotor Review!

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t is a pleasure to be able to introduce myself as the oncoming NHA JO President, taking over for LT Andy "Hassle" Hoffman. I am currently serving as an MH-60R FRS instructor for the World Famous Seahawks of HSM-41 out here in sunny San Diego.

Previous stints include a JO tour with the Scorpions of HSM-49 and flight school squadrons of HSM-40, HT-28 and VT-27. The west coast helicopter community couldn't be more excited for 2019 as we push toward the NHA Symposium out at Viejas Casino and Resort on May 15-18. We are committed this year at HSM-41 to take a few days away from the squadron, join the other communities at an off-site location and take full advantage of all the week has to offer. I have attended three of the past four symposiums and am continually impressed with the turnout and camaraderie that we are able to build in a few short days.

Leading up to the symposium, Region 1 had various events throughout the spring. The NHA Night Out with the San Diego Gulls and NHA Bar Crawl in North Park highlight an event-filled schedule that is focused on improving JO participation. I urge the leadership in the other regions to engage their JOs throughout the squadrons to get events on their calendars that will get people out to network, build camaraderie or whatever "sparks joy" for them in 2019. Please hit me up (email: david.m.kehoe@navy.mil) with any questions or suggestions on how to continue to support JOs within our professional organization. Fly safe and don't forget to log your ASAPs. -Dave "FIGJAM" Kehoe NHA JO President

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In the Community A View from the Labs: Supporting the Fleet

By CAPT George Galdorisi, USN (Ret.)

Rotary Force Innovation and Integration

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As part of my “day job” in a U.S. Navy lab (the newly named Naval Information Warfare Center Pacific) we focus on innovation big-time. But by “we” I mean all 4,900 military and civilian government professionals (and about an equal number of contractors). That’s why I’m drawn to ideas and articles about innovation. I put one on my blog, here’s how it begins:

mong the buzzwords circulating in the U.S. military, innovation is likely the most common one we all have encountered over the last decade.

As the old saw goes, the guy (or gal) who invented the wheel was an inventor, the person who took four wheels and put them on a wagon was an innovator.

Countless commands have set up “innovation cells” on their staffs and have sought ways to become more innovative, often seeking best practices from industry, especially Silicon Valley.

We are taken by innovations and innovators, they help define our future and then make it possible. That’s what drew me to Kerry Hannon’s piece, “The Courage to Change the World.” Here’s how she begins: "Call them what you will: change makers, innovators, thought leaders, visionaries. In ways large and small, they fight. They disrupt. They take risks. They push boundaries to change the way we see the world, or live in it. Some create new enterprises, while others develop their groundbreaking ideas within an existing one.

The Department of Defense has created a Defense Innovation Board comprised of outside experts who are charged to find ways to make the DoD more “innovative.”

And just a few years ago, former Secretary of Defense Ashton Carter created Defense Innovation Unit Experimental – DIU(X) – (now DIU) at the old Moffett Field near the heart of Silicon Valley.

From Archimedes to Zeppelin, the accomplishments of great visionaries over the centuries have filled history books.

More currently, from Jeff Bezos of Amazon to Mark Zuckerberg of Facebook and Elon Musk of SpaceX and Tesla Motors, they are the objects of endless media fascination — and increasingly intense public scrutiny.

All of this is good as far as it goes – but the danger is clear – by establishing innovation cells on major staffs, by having outside experts tell the DoD how to be more innovative, and by establishing a large organization to be the DoD’s innovation “place” we may be sending the wrong signal to the rest of the military and civilian professionals: Don’t worry about being innovative, we’ve assigned that task to someone else.

Although centuries stretch between them, experts who have studied the nature of innovators across all areas of expertise largely agree that they have important attributes in common, from innovative thinking to an ability to build trust among those who follow them to utter confidence and a stubborn devotion to their dream."

Former Pacific Fleet Commander, Admiral Scott Swift was unique among senior commanders in that he purposefully and deliberately did not establish an innovation cell on the PACFLEET staff. As he shared in his remarks at the 2018 Pacific Command Science and Technology Conference, “I want every one of my sailors to be an innovator.”

Want more? You can read the full article in the New York Times at: https://www.nytimes.com/2018/05/24/us/visionaries-change-the-world.html.

Which brings us to our naval rotary wing community.

There is no question that we are now the main battery of naval aviation. We have multi-mission rotary wing platforms engaged in a plethora of missions – often conducted simultaneously. If any community needs innovative ideas it’s us – and these ideas need to come from the deck plates, maintenance shops, flight lines, ready rooms and cockpits.

Rotor Review #144 Spring‘19

Let’s get to it – let’s become the most innovative community in naval aviation. Our future really does depend on it.

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Door Gunner Diaries

By AWS1 Adrian Jarrin, USN

Could One Flight Helmet Rule Them All?

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ould one flight helmet rule them all? That may be a reality for many warfighters in the Department of Defense's (DoD), rotary wing communities. Currently, there are only two rotary wing flight helmets used in the DoD: HGU-56 and HGU84. In some rotary wing communities, the HGU-56 is popular and in some cases being referred to as the possible replacement HGU-84. The first thing that comes to mind is why? Why are some communities preferring the HGU-56 over the HGU-84. In this issue, we will explore both the HGU-84 and HGU-56 and some performance requirements that apply to both helmets in a two-part column series.

to 110 newtons (N) 24 lbs increased to 1950 N (440 lbs) for a total of 2 minutes. The chinstrap strength determined at 1334 N (300 lbs) until catastrophic failure. The test procedure was following the Department of Transportation (DOT) FMVSS 218. (USAARL, 1996) Visor. The visor only had to meet the requirements of MIL-V-43511 for optical performance and impact resistance and abrasion resistant requirements of MIL-C-83409. This military specification dates back to 1973, 1976 and 1990.

(DoD,1973-90) Sound attenuation. Two tests conducted for sound attenuation. The first test determined by using the American National Standard Institute (ANSI) S12.61984“ Method for the measurement of real-ear attenuation of hearing protectors.”

The second test determined by using MIL-STD-912 “Physical Ear Noise Attenuation Test” (PEAT). The PEAT provides data for all frequencies from 125 Hertz to 8000 Hertz. The attenuation results indicate the helmet fails to meet the requirements at all frequencies below 1000 Hertz. However, there was attenuation of 24 dB at 1,000 Hz up to 43 dB at 4,000 Hz. (USAARL,1996)

In the 1970’s the U.S.Navy’s rotary wing flight helmet was the Sound Protection Helmet (SPH) 3, and in contrast, U.S. Army ’s rotary wing flight helmet was the SPH-4. Around the 1990s the Navy’s Head Gear Unit No. 84 (HGU-84) replaced the SPH-3 and the Army’s Aircrew Integrated Helmet System (AIHS), designated Head Gear Unit No. 56 (HGU-56/P) to replace the SPH-4. The two flight helmets were initially developed for different performance standards; thus the operational requirements for the HUG-56 are not the same operational requirements for the HGU-84. Let's talk about the HGU-84.

Impact. The HGU-84 was designed for specific operational needs which means different performance requirements. With that said, an impact protection assessment of the HGU-84 was tested to Army rotary wing impact requirements following ANSI Z90.1-1971. The helmets were tested on a guided freefall drop tower assembly. The test only requires 7 impact location on the helmet. The headband (front, rear, left side, right side) locations has a threshold of 175 acceleration (G’s) at an impact velocity of 6 meters per seconds (m/s). This threshold was determined by USAARL to “prevent the potential of concussion to aircrew in a survivable aircraft accident”.

The crown and ear cup location requires an impact velocity of 4.9 m/s. . This threshold was determined also by USAARL to” reduce the potential of basilar skull fractures to aircrew”.

The impact velocity for the crown impact location is reduced because the blunt crown impact at the higher velocity rarely happens in survivable aircraft accidents according to an Army report that studied head injury mitigation technology. As a conclusion to these impact test, the helmet crown impact location of HGU-84 met the Army impact requirement with 4.96 m/s impact velocity at 115 G’s, while the headband location did not meet the requirement in all instances.

The HGU-84 was developed by the Gentex Corporation and is used on all U.S. Navy and Marine Corps rotary wing platforms as well as on the tiltrotor platforms. The helmet comes in four sizes: medium, large, extra-large, and large-wide. The helmet consists of a shell, polystyrene liner, thermoplastic liner, integrated double D-ring chin straps, earcups, communication system, leather covered edge-roll, a night vision goggle (NVG) interface mount, and dual snap-on visors with a soft visor cover. The shells constructed of pressure-molded laminated graphite and ballistic nylon.

A polystyrene liner, approximately 1.27 cm thick and 0.112 grams per milliliter. The overall weight of helmet ranges from 2.7 lbs to 3.5 lbs depending on components attached. The dual snap-on visor is made of impact resistant polycarbonate abrasion resistant coating designed to protect against harmful ultraviolet UV rays and facial injuries.

Now let’s discuss specifics on the performance of the helmet. Here are some of performance requirements that I think stand out to me as an end user: chinstrap retention, visor protection, sound attenuation, and impact deceleration/ protection.

Chinstrap. The chinstrap strength test was determined by applying a static load to the chinstrap. The chinstrap reloaded 13

This concludes the first part of my two-part column. In the next issue, we will explore the HGU-56. I believe the more we familiarize ourselves with these helmets and their capabilities, you the end user can determine for yourself which helmet, if any, is meeting the needs of the 21st-century warfighter.

Fly smart. www.navalhelicopterassn.org

Industry and Technology Bell V-280 Flies 322 MPH: Army Secretary Praises Program

By Sydney J. Freedberg Jr. (Reprinted from Breaking Defense, https://breakingdefense.com)

The V-280 Valor prototype at Bell’s Amarillo, Texas, manufacturing facility.

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ur new approach is really to prototype as much as we can to help us identify requirements, so our reach doesn’t exceed our grasp,” Secretary Esper said. “A good example is Future Vertical Lift: The prototyping has been exceptional.”

Bell’s V-280 prototype exceeded 280 knots this week, making good on the aircraft’s namesake speed, the company announced this afternoon.

And it’ll fly faster before it’s done, a Bell executive told me in an interview.

The news is the latest public triumph for Bell’s tiltrotor technology at a time when its rival for the Army-led Future Vertical Lift program, the Sikorsky-Boeing SB>1 Defiant, is still in ground testing after repeated delays.

And, coincidentally or otherwise, Army Secretary Mark Esper went out of his way this afternoon to praise FVL as a model for Army modernization.

Just over an hour before Bell emailed me about its breakthrough, Army Secretary Mark Esper happened to be singing the praises of Future Vertical Lift. While he didn’t cite either competitor by name, and he didn’t mention the V-280’s speed milestone – he may

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well not have known of it, although some in the Army certainly did.

Esper noted that only one of the two competitors is already doing flight tests.

“There always is a risk of schedule slips or cost overruns and you have to manage that,” Esper told reporters when quizzed about a recent skeptical GAO report on Army modernization. “[But] our new approach is really to prototype as much as we can to help us identify requirements, so our reach doesn’t exceed our grasp. A good example is Future Vertical Lift,” Esper went on, unprompted by any prior question about the program. “The prototyping has been exceptional. We have one aircraft flying, the other one’s supposed to fly soon. It’s really helped us identify what’s in the realm of the possible, so we don’t repeat the mistakes of the past.”

What mistakes does he mean? Well, the Army has an unhappy history of setting ambitious goals – a stealthy helicopter, a tank small enough to fit in a C-130 transport – and then cancelling the program when it realized they were impossible or unaffordable. Now, as the service strives to modernize for major war, it’s radically reorganizing its entire 14

acquisition system for greater speed, which the GAO report said could easily go awry. But Esper argues this time is different: “There has to be room for growth but we’re not looking to develop, field something that is brand new and not ready to go.”

The FVL prototype program, officially known as the Joint Multi-Role Tech Demonstrator (JMR-TD) long predates this new Army acquisition approach: It officially began in 2011. But those years of work are coming to fruition at the perfect time.

Beyond 280 280 knots isn’t the limit, an exultant Bell executive told me in a quick phone call. “Our sprint speed, our dash speed so to speak, will probably be in excess of 280 knots,” said Carl Coffman, director of sales & strategy for Advanced Vertical Lift Systems.

“We’re not sure exactly where it’s going to go yet. I mean, (computer) models certainly give us a good indicator of what we’re going to get to in the design of the aircraft, but until we fly in and continue to expand the envelope, we’re not sure exactly where that airspeed is going to fall.”

US Navy Asks For Final Training Helicopter Proposals

By Dan Parsons, Reprinted from Rotor and Wing January 28, 2019

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he U.S. Navy on January 28 of this year published the final request for proposals to build a replacement for its fleet of TH-57 training helicopters.

and anticipated delivery schedule for a commercially available, FAA-certified, IFR-capable training aircraft. Plans are to start buying new trainers in fiscal 2020 and have the entire TH-57 fleet divested by 2023.

Industry hopefuls have until April 2 to submit proposals for the Advanced Helicopter Training System (AHTS) TH-XX. The IFR-certified TH-XX aircraft will replace the legacy TH57B/C Sea Rangers used by the U.S. Navy, Marine Corps, and Coast Guard for advanced helicopter training for undergraduate pilots.

Final specs for the TH-XX aircraft require that it is capable of continuous operations in temperatures ranging from -2 to 102 degrees Fahrenheit at the Navy’s rotorcraft training base at Naval Air Station Whiting Field in Florida.

Naval Air Systems Command (NAVAIR) anticipates awarding a single firm-fixed-price contract for a total procurement of 130 commercial aircraft through a base and up to four options, according to the RFP. Contract award is anticipated in the first quarter of fiscal 2020.

It will fly at 115 knots true cruise airspeed during daytime operations and 80 knots true airspeed with the doors removed with a service ceiling of at least 15,000 feet, according to the RFP. It will be able to hover out of ground effect at maximum gross takeoff weight at sea level and have two and a half hours of endurance with “mission fuel equal to endurance fuel.”

The Navy is also mandating a digital health and usage monitoring system (HUMS) for ground-based display of information to aid in predictive maintenance and reduce sustainability cost. The HUMS system should store data generated from 24 continuous flying hours and provide diagnostics and health monitoring of drive-train components, rotor components, engines and engine performance, absorbers, hydraulic systems, electrical systems, hydro-mechanical and electromechanical systems, and for structural usage monitoring/regime recognition, according to the RFP.

As a training system, AHTS includes the TH-XX aircraft and its associated Ground Based Training System (GBTS) to train contact, basic and radio instruments, basic formation, and tactical events including use of night vision devices, low level navigation, external load, search and rescue (SAR), hoist, shipboard operations and tactical formation, according to the RFP. Proposals likely will come from three companies that are publicly competing for the work: Leonardo with its TH119 singleengine trainer, Airbus Helicopters with its H135 light twin and incumbent TH-57 Sea Ranger manufacturer Bell, which is offering the 407GXi. The manufacturers were working off a draft RFP published in November. This RFP finalizes the specifications for the aircraft

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www.navalhelicopterassn.org

Useful Information Navy Returns to Flying Union Jack From Chief of Naval Operations Public Affairs

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he Navy on Feb. 21 released a NAVADMIN 039/19 directing the display of the union jack instead of the first Navy jack aboard Navy ships and craft.

U.S. Navy ships and craft will return to flying the union jack effective June 4, 2019. The date for reintroduction of the union jack commemorates the greatest naval battle in history: the Battle of Midway, which began June 4, 1942.

Quartermaster 2nd Class Taylor Miller, USN unfurls the union jack on the jack staff of the aircraft carrier USS Dwight D. Eisenhower (CVN 69). U.S. Navy photo by Mass Communication Specialist 3rd Class Kaleb Sarten, USN.

“Make no mistake: we have entered a new era of competition. We must recommit to the core attributes that made us successful at Midway: integrity, accountability, initiative and toughness,” said Chief of Naval Operations Adm. John Richardson. “For more than 240 years, the union jack, flying proudly from jackstaffs aboard U.S. Navy warships, has symbolized these strengths.”

The union jack is a flag consisting of 50 white stars, representing each of the 50 states, on a blue background. A version of this jack first flew in 1777 and was updated as new states joined the union.

“The union jack is deeply connected to our heritage and our rise as a global nation with a global Navy,” said Richardson. “The Navy is a symbol that projects American values to the world. Just as the Navy embodies the values and principles that we hold dear, our very appearance in port and at anchor communicates important messages.”

The Navy will re-establish the custom in which the commissioned ship in active status having the longest total period in active status, other than USS Constitution, will display the first Navy Jack until the ship is decommissioned or transferred to inactive status. As of June 4, 2019, the only warship authorized to fly the first Navy jack is USS Blue Ridge (LCC 19).

This policy change does not affect the wearing of the first Navy jack patch as an optional uniform component on TYPE II/III Navy Working Uniforms.

For more information on the history of U.S. Navy jacks, visit https:// www.history.navy.mil/browse-by-topic/heritage/banners/usnavy-first-jack. html.

Cryptologic Technician (Technical) 2nd class Taylor Riggins, USN raises the Navy Jack during morning colors aboard the guided-missile destroyer USS Gravely (DDG 107). U.S. Navy photo by Mass Communication Specialist 2nd Class Mark Andrew Hays, USN.

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It does not cost you anything and a percentage of your purchase price is donated to NHAHS! Rotor Review #144 Spring‘19

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www.navalhelicopterassn.org

Symposium 2019 Rotary Force Innovation and Integration NHA Symposium: Rotary Force Innovation and Integration

By CAPT Matt Schnappauf, USN Commander, HSMWINGPAC

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t has been ten years since the Naval Helicopter Association celebrated operational implementation of Helo Concept of Operations (CONOPS) 1.0 with the symposium theme “CONOPS: Here and Now.” The 2009 symposium highlighted a new era in Naval Aviation, leveraging the inaugural 2009 deployment of HSM-71 and HSC-8 with Carrier Air Wing Nine in USS John C. Stennis (CVN-74) as the catalyst for discussion. CVW-9’s deployment was the first time an air wing deployed with its full complement of 19 MH-60R/S Seahawk helicopters. CAPT George Galdorisi, USN (Ret.) wrote an article in the Spring 2009 Symposium Issue of Rotary Review titled, “What will Tomorrow’s Helo CONOPS Look Like - and who will write it?” In his article, Galdorisi provided sage advice: “…as we go through this important process and improve the warfighting capabilities operating with this CONOPS brings to naval aviation, to the Navy writ large, and ultimately to the Joint force today and tomorrow, our community must also keep a weather eye on how this CONOPS will evolve to support not just tomorrow’s Navy, but also the Navy after next.”

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Ten years later, CONOPS 2.0 is in the infancy of development and we are seizing the opportunity to deliberately assess and evolve our rotary force concept of operations.

The “Rotary Force Innovation and Integration” theme was specifically designed to stimulate thought provoking discussions and facilitate the exchange of innovative ideas across our Naval Helicopter Association organization. Flag Officers, industry partners, senior community leadership, pilots, aircrewmen and maintenance professionals will assemble at Viejas Resort for such engagement opportunities. This year’s symposium provides a venue to share examples of successful integration, while also encouraging us to consider new ways to improve our capabilities and operational practices. I was especially impressed by the joint “FNDF Rotary Operations” brief presented by HSM77 and HSC-12 during the Naval Aviation Warfighting Development Center (NAWDC) ReBlue in January and believe NHA symposium provides the perfect platform to build on such teamwork.

Looking forward, we must actively consider the complimentary (not competing) platform capabilities that exist within the HSC and HSM communities. Our collective force includes a community ideally suited to perform complex Combat Logistics, Anti-Surface Warfare, Combat Search and Rescue, Special Operations Force support and Airborne Mine Countermeasures missions. Our force also includes another community

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with platform capabilities specifically designed to conduct Anti-Submarine Warfare, Electronic Warfare and AntiSurface Warfare missions. Where do these capabilities intersect? Where do they remain distinctly unique? Do the answers change when moving between the CVW and expeditionary environments? How does Distributed Maritime Operations influence our planning factors? What should the future rotary community look like?

Should a future CONOPS include two separate communities or would we be better suited migrating to a single rotary community model, with geographic Type Wings supporting either CVW or Expeditionary squadrons? What missions or capability requirements should we seek in the future?

Symposium 2019 is the ideal forum to have these discussions.

The challenges associated with high end peer competition require us to think, act and operate differently.

Together we will seek opportunities to improve rotary integration today, while simultaneously developing the foundational CONOPS for tomorrow’s rotary force. Continued evolution is key to success as the greater Navy force becomes more integrated, distributed and maneuverable. I look forward to an engaging, stimulating and valuable symposium. See you in Viejas!

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www.navalhelicopterassn.org

Focus - Situational Awareness When Is “Good Enough” Not “Good Enough”?

Ask for what you want, fight and win with what you have…

By LCDR Robert “Wrecks” Belflower, USN he “can-do” attitude of the American warfighter is one of our greatest asymmetric strengths.

This attitude can have the unintended side effect of warriors unnecessarily accepting less-than-optimum conditions (resources, terrain, weather, etc.) under which they are to fight.

T

Today, Flag Officers and fleet commanders implore unit commanders to tell them when they are not ‘Ready,’ and promise their protestations will be taken seriously. Despite these assurances from higher headquarters, admitting we are not ready or are not getting the resources we need to accomplish the mission is simply against our nature.

CDR Newt “Bomb” McKissick, former HSM-77 Commanding Officer, wrote in a forthcoming article in Tailhook magazine about the risk we incur when we accept less than optimum conditions in Naval Aviation. I strongly recommend the article to Rotor Review readers, and I know how important it is that HSC and HSM make our voices heard in those broader Naval Aviation forums, but I think the topic is important enough that it deserves particular attention in these pages.

It’s a feature of our military culture to get the job done, no matter the challenges, and no matter how stressed we may be by resource constraints or the operating environment. That proud culture can have unintended consequences when we stop asking whether the additional risk is “unnecessary.”

As a first tour pilot in the HSL community, I recall regular debate about the potential risk associated with takeoffs and landings aboard air-capable ships with true winds abaft the beam. The topic was regular HAC board fodder, and there were even some squadron SOPs that prohibited those wind conditions during night operations. Like many junior officers, I was a contrarian prone to the hubris that often accompanies youthful inexpeRotor Review #144 Spring‘19

rience and pushed back against the notion that there was anything inherently unsafe with true winds abaft the beam. The simple fact, which remains today, is that shipboard operating wind envelopes are defined by relative winds under which safe flight operations from any combination of ship-aircraft can be conducted. True winds matter only to the extent that they factor into the relative wind calculus; ship course and speed, day versus night being the others. As a Department Head, even posing the question elicits eye rolls from junior officers. Often their response is matter-of-factly (and often triumphantly), “only relative winds matter.”

This is technically true, but I believe it misses a critical point: some winds are better than others. We miss the bigger picture when we focus too much on the interesting but perhaps irrelevant detail of whether the true winds are abaft the beam. To prove this is true, one need only ask what their preferred winds would be in the event of a single-engine landing aboard a single spot ship. Rather than accept any winds that are within the proscribed envelope, why not ask for “best” winds as a matter of routine? The problem with saving requests for “best” winds for power limited or single-engine situations is that you may have little 20

to no warning of an impending power loss. The stellar performance history of the T700-GE-401C engine of today’s H-60’s will be little consolation to you, and the true winds behind you will be no help in the unlikely event of an engine failure or other power loss. This problem is doubly true at night, when even with the aid of night vision, owing to both fatigue considerations as well as degraded visual cues; your response time to a power loss is going to be slower than during the day.

Why do we accept conditions that are less than ideal when there are options available to us? This question should not be asked only when we are considering flight operations. Instead, I argue that it should be a feature of our culture. Certainly, there are situations that preclude asking for what otherwise would be “ideal.” In my example, the ship being restricted in its ability to maneuver due to international straits or surface traffic or when shipboard operations do not permit it to maneuver are but two examples of situations where the ship is unlikely to give you exactly the winds you’d prefer, all other considerations being equal. In those conditions, it would be an unreasonable for you to request “best” winds.

But when those restrictions are not in place, what else prevents us from

asking for “best” winds? In his article, Skipper “Bomb” referenced the concept of the “Power Gap,” a term coined by author Malcom Gladwell in his popular non-fiction book Outliers. The idea is that perceived and real distances between us and decision makers, as well as our own assumptions about what their response to our request will be, sometimes prevents us from asking the question in the first place. There are anecdotes of this phenomena all around us, and this cultural feature can seep into all levels of an organization. We don’t ask the Air Boss for better winds because we’re helicopters, and the ship’s requirement to reposition for fixedwing flight operations takes precedent over our preferences for “better” winds.

We think an engine failure or power loss will never happen to us. We don’t tell the Commodore we need more people or aircraft to accomplish the mission because we “know” those resources aren’t available, the processes to change our manning documents are “too time-consuming,” and the bureaucracy is “too burdensome.” We don’t want to appear to be too risk-averse or to be “whining.”

This phenomenon is not restricted to Naval Aviation. The Surface Warfare community never asked for sleep requirements because “this is just the way it is,” or “we don’t have the manpower.” Unfortunately, it took the USS McCain and USS Fitzgerald mishaps for our SWO brethren to implement circadian rhythm-oriented watch bills and monitor watch stander rest. There were many causal factors for those two mishaps, but a culture that asked “why don’t we ask for better” rather than “this is good enough” or “this is just the way it is” might have prevented those mishaps.

The essence of this discussion is nothing more than the tried and true principles of Operational Risk Management. Whether or not to accept a particular set of conditions is a risk calculation, so we must ask ourselves those basic ORM questions: Do the benefits outweigh the costs? Am I accepting unnecessary risk? Is the risk decision being made at the appropriate level? I would submit that not asking for “best” winds, “best” training aids and facilities, “better” flight equipment or mission software, etc., are all possible

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ways we may be getting by today at the expense of preparing ourselves for tomorrow’s fight. Sometimes that risk is accepted unwittingly because not asking for what we need or want while getting the mission done with what we have is a valuable part of our organizational culture, and we take pride in getting the job done with the resources provided. We absolutely don’t want to lose the motivation to look for ways to “do more with less,” to continue to look for ways to be more efficient in order to be good stewards of the taxpayer dollar. We know resources are not limitless. But in fostering that culture of innovation, adaptability and flexibility, we may be unknowingly accepting unnecessary risk if we stop asking for better conditions, or not making that risk decision at the right level, when we silently make do. Be conscious of that fact and push back when appropriate when the ship tells you “the relatives are in so you’re good to go.” If “better” exists and is not unreasonable, why not ask for it, whether that be with respect to winds, aircraft, parts or people? If those extra few knots of wind help you get back to the deck or to scoop it out in the event of a power loss, you’ll be glad you did.

www.navalhelicopterassn.org

Focus - Situational Awareness Enhancing Lethality

By LT Dave “$Hands” Moynihan, USN

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ince returning from deployment in May of 2018, HSC-6 has had the opportunity to fly and employ ordnance with the Mixed Loads Enhanced Targeting Capability / Helmet Display and Tracker System (MLETC / HDTS) for the MH-60S. More than half of our squadron’s aircraft have the system installed and pilots’ helmets have been updated with the electromagnetic head tracker. Using the sighting system, we have employed unguided rockets (UGR) and 20mm rounds at stationary and moving targets both overland and overwater in support of Exercises Northern Strike in Michigan and Phoenix Fire in the Navy’s Southern California Offshore Range (SCORE). When employing “non-precision” weapons using HDTS, aircraft commanders and crews can quickly and accurately target the enemy. This new tool has been an immense upgrade for HSC-6 aircrew members’ employment of existing weapons systems.

Elbit Systems manufactures the MLETC / HDTS for the MH60S; however, the technology is joint and multinational. Elbit systems has installed HDTS on 25 different platforms, including the AH-1, Puma, Super Puma, UH-60, and CH-47. From 2015 to 2017, Naval Air Warfare Center Aircraft Division (NAWCAD) at Patuxent River evaluated the system installed on the MH-60S and published their results in Report No: NAWCADPAX / RTR-2017/200.

The symbology that most enhances the pilot’s ability to accurately employ munitions is the previously mentioned CCIP. The CCIP reticle represents the predicted impact location for forward firing unguided weapons, as calculated from an internal ballistic trajectory model.

Being a carrier-based squadron, HSC-6 has had the benefit of early adoption and the responsibility to share what we have learned about the system. Having shot non-precision munitions with and without HDTS, the difference is night and day, and NAWCAD testing results back anecdotal experience with statistical significance.

The MH-60S is capable of arming unguided High Explosive (HE) or Flechette rockets and a 20mm cannon.

The type and location of the CCIP reticle displayed is dependent on the type of weapon employed (HE UGR, Flechette UGR, or 20mm). The location of the reticle changes due to the fact that the CCIP algorithm incorporates ballistic parameters and firing latency into its trajectory model. The Mission Computer also feeds Air Data Computer (ADC), Multi-spectral Targeting System (MTS), and Embedded Global Positioning System/Inertial Navigational System (EGI) information to the CCIP algorithm to define initial conditions for the trajectory model. Before each flight, pilots must boresight their helmets to ensure correct sighting of the CCIP as well as other augmented reality symbology. Pilots adjust and program the HDTS using a control unit similar to the legacy HUD system.

Generally, the HDTS enables pilots to engage targets from more challenging aspects and perform more dynamic patterns. In their tests, NAWCAD employed munitions against moving targets and determined that the Continuously Computed Impact Point (CCIP) allowed pilots to accurately lead the target and engage from aspects that were previously considered difficult. The high-speed target, simulating a FIAC threat, was suppressed 95% of the time during day runs and 88% of the time during night runs.

HDTS provides this enhanced weapons accuracy and lethality by displaying critical flight and targeting information to the right eye of each pilot using either the Color Day Display Module (CDDM) or Color Night Display Module (CNDM), both of which use the NVG helmet mount. There are 44 symbols that can be configured to three separate display pages (Cruise, Hover, and Attack) and then saved to each pilot’s helmet to provide information pertinent to the phase of flight.

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With the Hover page configured with pertinent symbology, the pilot can see aircraft torque with yellow or red boxes aligned to limitations; he or she can augment the visible (or not so visible) horizon with a horizon line and pitch ladder.

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engines, though HDTS requires a Hybrid-Navigation alignment with the EGIs. Additionally, HSC-6 and Helicopter Sea Combat Weapons School Atlantic have separately developed standard knee board cards to help make programming and operating the system more user-friendly.

A real time velocity vector (absent legacy HUD delay) can aid in hover work, and a rising deck visual based on RADALT information provides a visual cue to warn pilots of the ever present CFIT danger. This augmented reality is a tremendous aid to pilots landing on pitching decks or landing in the dirt. Symbology that I have found beneficial on the Cruise page is the Other Pilot’s line of sight (OPL), which can be used to “call” traffic or terrain by matching one’s own LOS with the OPL. Part of the design of the OPL symbology is the Dot Quadrant feature which intuitively directs the pilot where to look when the OPL is beyond the range of the HDTS display. Symbols that enhance lethality on the Attack page include OPL to facilitate target talk on, Quad Threat display to expedite defensive maneuvers, Active Weapon display to help the shooter maintain situational awareness in a dynamic mixed loads engagement, and, most notably, CCIP.

As implementation goes fleet-wide, Navy’s Aviation Safety Awareness Program (ASAP) is taking pilot comments on HDTS. With that will come safety related concerns, and HSC-6 has noted a few. The system slightly obstructs the daytime pilot’s sight picture, which takes some getting used to. The HDTS is also one more device that needs to be disconnected on egress; however, NAWCAD confirmed through testing that a pilot using the HDTS system needs less time to egress than a pilot using the legacy HUD. HDTS brightness needs to be actively managed when flying close to sunrise / sunset and moonrise / moonset; automatically adjusting brightness would be a much appreciated improvement.

The HDTS will only continue to increase lethality as pilots develop better ways to fight with this tool. It will allow strafe tactics to change, as current procedures using the MTS to aim on the engagement profile are cumbersome, and time-consuming legacy boresighting methods are inaccurate. Shifting targets on the engagement profile is simplified because target talk on is immediate; each pilot can see exactly where the other pilot is looking. Additionally, MLETC / HDTS has a manual mode to display either the gun or rocket CCIP when unarmed – a cost effective feature to accelerate training.

Further, the HDTS prevents use of the helmet visor for eye protection. During doors off flight and DVE landings, pilots typically use various brands of shatter resistant eye protection, which is a potential short-term solution for flight with the HDTS. A long-term solution is the Dual Lens SPH ANVIS visor modification for the Gentex HGU-84; currently flown with dual lens bungee visor. Another option in the Navy’s inventory is the Gentex HGU-56 with dual lenses and ANVIS visor. But perhaps the biggest concern with implementation is the Crew Resource Management piece. Air traffic, terrain, and target talk on calls are made simpler between the pilots, but until this system is adapted for aircrewmen, crew chiefs and gunners are left out of the information loop.

HSC-6 encourages pilots to fly with the HDTS in MLETC / HDTS capable aircraft both day and night to improve proficiency and safety. Each pilot will develop his or her own preferences with the administrative task of programming and boresighting the HDTS. We have found that it is significantly easier to boresight prior to starting

Overall, the benefits of the system outweigh these faults and inconveniences. With MLETC / HDTS, traditional “non-precision” weapons are rapidly and accurately employed due to superior targeting technology and decreased workload. The system can and will be improved as funds are available, but the cost benefit of initial implementation cannot be overstated.

Seeing how the HSC community enhances lethality with developments regarding MLETC/ HDTS is exciting.

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Focus - Situational Awareness Naval Innovator Improves MH-60S Aircrew Situational Awareness

By DON Innovation. Published: 7 Nov 2017

A Foreflight VFR chart is displayed on the mission display (MD) of an MH60S of HSC-15. HSC-15 was operating in the busy airspace of Honolulu in support of RIMPAC 2016.

The Situational Awareness that this tool provided contributed greatly to the squadron’s safe operations throughout the detachment.

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he MH-60S Armed Helicopter is the Navy’s premier rotary wing small unit warfare platform.

Despite its many state of the art capabilities, the aircraft lacks a movingmap display, which is a critical tool for crews’ situational awareness. A software and hardware update is currently being developed to address this long-standing deficiency; however, it is years away from fleetwide implementation.

existing capability gaps, the hardware and software to provide an interim solution for the MH-60S already exists. The Electronic Kneeboard (EKB) Program of Record (PoR) is a COTS hardware solution for a durable, lightweight tablet. The currently funded program combined with the existing aircraft interfaces can provide an extremely cost effective moving map stopgap measure.

Currently, crews are able to draw a minimal number of monochromatic routes and airspace boundaries. The fidelity of the system limits aircrew integration, battlespace awareness, and tactical aircraft employment.

LT Sean M. Skalski, under his own initiative, researched available alternatives, designed, and built a low-cost alternative to address this limited capability. His design uses commercially available technology to feed live tablet screen information onto the existing mission display (MD).

Many military pilots purchase and fly with their own tablets due to the situational awareness that it provides. Once the EKB is released to the fleet, it will alleviate the need for military pilots to personally purchase tablets for flight purposes. There are a multitude of aviation applications that are available for both Android and Apple tablets. These applications provide timely, critical information in a significantly more compact package than any paper chart could.

Using commercially available electronics, he built the connection to provide the real time display of a tablet onto the Mission Display. The allows the ability to view, but is not limited to, mission data, a moving map, approach plates, airport diagrams, synthetic terrain, obstacle data, and imagery. Current aircraft software allows either pilot the choice to view this tablet information with the push of a button. No current capabilities are removed from the cockpit, only the option to display more relevant flight information.

The MH-60S currently has the ability to display analog video input on its Mission Display (MD). This feature

The possibilities are only limited by the capabilities and applications available on the EKB or other tablet.

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was designed to playback recorded sensor footage. The Digital Video Recorder (DVR) sends this footage to the MD via an analog video connection with the Digital Map Junction Unit (DMJU). LT Skalski recognized that he could send other video feeds to the mission display using the same DMJU to MD connection.

The FAA has already identified the enhanced safety and improved situational awareness that tablet based applications offer. These tablets, if paired with an Automatic Dependent Surveillance Broadcast (ADS-B) antenna, would provide aircrews the ability to see air traffic around them as well. By January of 2020, ADS-B out capability is required in civilian aircraft operating in airspace where a Mode C transponder is currently required. These COTS antennas would not broadcast ADS-B out for the MH-60S aircraft, but having the ability to electronically acquire civilian aircraft utilizing ADS-B in far surpasses the current capabilities of the aircraft and crew. These antennas also provide subscription free in flight weather including NEXRAD radar, METARs, TAFs, TFRs, AIRMETs, SIGMETs and NOTAMs. The benefits to safety and mission execution of having tablet information integrated into the cockpit only continue to grow with technological advances in tablet software.

By displaying tablet information on the MD for both the pilot and copilot to reference during flight, LT Skalski opened the door for aeronautical and tactical information to be presented on any MD. This simple and cost effective design places critical information right in front of the pilots, thereby enhancing the mission capability, safety, and combat effectiveness of the crew.

For example, using an off-the-shelf program, the flying pilot would have a geo-referenced sectional, an airway chart, an approach plate or an airport diagram available on their display.

Additionally, with tactical software, a pilot, copilot or aircrewman would be able to input real-time tasking information on battlespace imagery to increase the crews situational awareness. The technology could be further expanded with the ability to receive tasking via a network that would then display on the MD. The Marine Corps uses this technology regularly to support close air support (CAS) missions. Real time wireless information transfer would require

additional hardware not covered under the purview of this article.

Furthermore, by using a tablet as an interface, an aircrewman has the ability to push visual information to the entire crew, therefore getting the entire crew more involved in the mission with more SA and better crew resource management (CRM) than has been available previously. This frees the copilot to use onboard sensors and to run the mission as needed.

This technology would decrease the likelihood of flight violations, midair collisions, ground or taxi mishaps, and improve the tactical effectiveness of the MH-60S in all mission areas.

Helicopter Sea Combat Squadron FIFTEEN (HSC-15) utilized this technology to provide a moving map solution while operating a shore-based logistics detachment from Oahu, Hawaii. The increased situational awareness provided in the cluttered airspace of Honolulu International Airport, Fleet Area Control, and Surveillance Facility (FASFAC) Hawaii was instrumental in HSC-15 operating successfully, safely, and without incident.

This cost-effective COTS solution can be implemented immediately throughout the fleet. It would instantly enhance crew situational awareness, thereby improving safety and increasing the mission capability of the MH-60S helicopter.

Furthermore, this capability is not limited to EKB tablets, which have not yet arrived in the fleet. Instead, this capability can be utilized from any device that provides a video output capability, including the tablets that are currently utilized by many military pilots Innovation in technology usually occurs during project development; however, this design is truly the byproduct of a gifted Junior Officer.

LT Skalski demonstrated true innovation when he recognized a significant capability gap in the MH60S and designed a low-cost solution to mirror a tablet display in the cockpit. His simple and cost-effective design provides numerous options of relevant information to the pilots, thereby enhancing the safety and mission effectiveness of the helicopter and crew.

LT Skalski recently commented to Rotor Review with regard to this article "I have heard that there are multiple fleet squadrons that have been utilizing this solution within their aircraft which is great news. As stated in the article, the situational awareness gained from utilizing this cannot be overstated.

I hope that the EKB program has progressed leaps and bounds from where it was just a year ago when I was in the fleet. Just a year ago, there were rumors of these EKBs being provided to us in the near future, but nobody had received them as of yet. It is an asset that all naval aviators should have at their disposal, without having to pay for it themselves. It it unfortunate that the acquisitions process has taken as long as it has to come up with an acceptable solution and get them into the hands of those that need them most. " LT Sean Skalski, USN, now of HT-8 is pictured in front of an MH60S. U.S. Navy Photo by AWS2 Aaron White.

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Focus - Situational Awareness From One Point of View

By LT Daniel J Whitsett, II, USN

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in Fire Scout from advancing in the UAS world as fast as they otherwise could. Pilots learn much during the SWTP Level III syllabus, but they will not learn anything about the MQ-8B, how to employ it, or instruct others how to use it.

I have learned the most about employing MQ-8B and instructing others to employ it while overseeing Fire Scout flights and simulators. The HAC process is vast, it teaches a lot about H-60 decision making and proper risk mitigation.

I am a safer and more capable pilot after completing the HAC process. I am not a significantly safer or more capable AVO. Both HAC and Level III are still being required as prerequisites to the Fire Scout instructor syllabus. The MQ8B tactics syllabus is shorter with an emphasis on a single overarching mission, ISR. With the shorter and simpler syllabus HSC has the opportunity to push leadership and responsibility to lower levels. By empowering younger pilots as MQ-8B instructors we will create a significantly better H-60 instructor. The same goes for the utilization of the UAC qualification. The skills of decision making and risk mitigation will be taught at a much earlier stage in a pilot’s career. Their UAC skills will improve with each UAS flight hour and risk decision. Once these pilots advance to the same point in their H-60 syllabus, they will be much more

oint of view drastically affects how people understand, react to, and most importantly act on information.

Aviators take a lot from the environment in which they were raised. Most of us have been raised in the world of the H-60 and view the world through that lens. Now our community has a new tool to utilize, the exciting and challenging MQ-8B Fire Scout. This aircraft will provide HSC with nearly limitless new opportunities to explore.

It is very interesting to witness the bleeding through of procedures from the MH-60S to the MQ-8B. When in doubt we immediately fall back to the H-60 mindset, even when it does not fit our task. We must fight this impulse.

We need to be creative in everything we do, especially with Fire Scout. The H-60 is not new and we have developed excellent ways to operate it, but that is not the case with the Fire Scout. We must be bold and innovative, unafraid of failure in trying new things. We can't apply H-60 thinking and modeling to something that isn't an H-60. During Apollo 13’s mission, NASA had to put a square peg through a round hole to solve the CO2 problem in the Lunar Module. NASA engineers created brand new procedures as the current procedures didn't work. Pushing harder on the square peg will never solve the problem of the round hole.

HSC must be ready to change the way we think and the lens we look through. There are two main areas in which we are unnecessarily applying H-60 principles and have the opportunity to think differently and innovate: MQ-8 qualifications, and crew composition.

The first example of application of H-60 principles is evident so long as H-60 qualifications are prerequisites to MQ-8B qualifications. These prerequisites cement qualified MH-60S pilots, with little to no UAS experience, as MQ-8 instructors. Further, it will keep those pilots knowledgeable

A Sailor performs preflight checks on an MQ-8B Fire Scout unmanned helicopter assigned to Helicopter Maritime Strike Squadron (HSM) 35 aboard the littoral combat ship USS Fort Worth (LCS 3).

U.S. Navy photo by Mass Communication specialist 2nd Class Tim D. Godbee, USN.

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competent decision makers, aircraft commanders, and instructors than if they hadn’t been exposed to and utilized these skill sets significantly earlier with MQ-8B, resulting in a better, more capable HAC.

UAS for what it can do. Until we begin training operators as purely UAS operators, USAF experience shows that it is absolutely crucial that HSC challenges the way we approach UAS operations.

Lastly, with UAS crew composition, our inherent H-60 procedures are being applied unnecessarily. Our detachment needed two Fire Scout grade cards for two pilots and we had one instructor. We had written the schedule to give a new pilot UAC time and left the students and instructor listed as AVOs only. A senior pilot reviewed the schedule and stated: “The HAC has to be the instructor, that's the way we do it in the 60.” In the H-60 the choice is clear; The aircraft commander is also the instructor. UAS doesn’t impose the same limitations as a manned aircraft. There can be a UAC, an AVO at the controls, and a totally separate instructor. Splitting the duties of maintaining safety of flight and providing quality instruction between two people allows both jobs to be accomplished with much more ease. Having multiple people in the control station is usually a necessity, so let's utilize them all to the max extent possible. It’s a simple construct that the aircraft commander commands the aircraft, the instructor instructs, and the air vehicle operator operates the air vehicle. If you still have people to spare, then you get an extra body to run checklists, go to the flight deck to check the weather, coordinate with the bridge, or any other unique task that pops up in unmanned operations.

HSC AWSs have been operating the cabin this way for years during training flights and GUNNEXs. H-60 pilot limitations need not limit our UAS crew composition.

HSC’s horizons with MQ-8 are limitless. We will get out of the cockpit. We won't be “flying” as much, but forcing ourselves to stay in the cockpit and continue solving the same problems in the same way, will keep us from advancing. It is essential that we challenge the way we think about our day to day UAS operations. Our community has been fortunate to receive Fire Scout. Fire Scout is simpler than the H-60 and can allow people to advance earlier. Responsibilities can be pushed down to a lower level. Instructors and aircraft commanders can be made sooner. We will be able to create an HSC with advanced knowledge and skills growing from the base of its pyramid instead of being shared from the top and in turn, strengthening our foundations. UAS is the future of aviation. Bringing the foundation of HSC deeply into the UAS world cements HSC’s place among the future of Naval Aviation.

NOTES Rise of the Drones [Advertisement]. (2013, November 13).

Retrieved February 11, 2019, from https://m.youtube.com/ watch?v=ikuu2VU2WCk. Cited information begins at time 23:55. Original video is a product of KPBS NOVA. USAF Scientific Advisory Board. (2011). Operating NextGeneration Remotely Piloted Aircraft for Irregular Warfare (p. 13, Rep. No. SAB-TR-10-03). Retrieved February 11, 2019, from https://info.publicintelligence.net/USAFRemoteIrregularWarfare.pdf.

USAF RPA pilots are chosen to undergo RPA training with no prior aviation experience1. USAF studies have shown that these “unseasoned” pilots performed better as UAS operators, and have a lower training cost, when compared to pilots with manned aviation experience1,2,3.

Manned conversions bring with them unrequired skill sets and unnecessary expectations, always falling back on their manned aviation experience1. Currently, every MQ-8 pilot comes from manned Naval Aviation. Purely unmanned operators can be raised from the ground up to think about UAS operations in a different way than conversions will ever be able to. We don't yet know everything that can be done with Naval UAS because we are still limited by the nature of human learning. If we don’t change the lens through which we view UAS operations, we will never be able to fully utilize

USAF Scientific Advisory Board. (2011). Operating NextGeneration Remotely Piloted Aircraft for Irregular Warfare (p. 36, Rep. No. SAB-TR-10-03). Retrieved February 11, 2019, from https://info.publicintelligence.net/USAFRemoteIrregularWarfare.pdf.

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Focus - Situational Awareness A Teaching Moment from HSC Weapons School Pacific The guest speaker at the Helicopter Sea Combat Weapons School Pacific change of command, held on March 14, 2019 was CDR Joseph Zack, USN. His speech at the request of the outgoing commanding officer, CDR Josh Fagan, USN was a great teaching moment for situational awareness.

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hanks Josh for the great introduction. It is simply my honor to be the guest speaker for yours and Mike’s change of command. I was blown away when you asked me to speak. Josh asked because I had the pleasure of flying with both him and Mike while deployed with HSC-84 attached to the Joint Special Operations Air component, Balad Air Base Iraq. He asked because as usual this speech is his final lesson. He wanted me to talk about the value of learning, adapting, thinking, and teaching.

In order to do that, I need to tell a sea story from a mission that Josh and I flew together. I don’t know if it was the first mission ever or just the first Direct Action mission.

While we were waiting to go back to extract the team Josh and I had a candid conversation, there was no time to delay this debrief as communication is key. Once he explained his thought process I immediately recognized the issue.

I was a fairly new Flight Lead, responsible for planning, briefing, executing the insertion portion of this particular operation. We were to be the transportation for the ground forces. With that comes an inherent responsibility to get them safely in and out of the target area as well as thinking about any possible contingencies, such as contact with the enemy and potential casualties. We coordinated with Close Air Support and ISR assets all there to support the ground forces we were delivering. Our package was four choppers.

In my lead aircraft it was Josh and I. He was cool, calm, and I was just trying to stay in front of the mission. We planned, briefed, and took off for the mission with no issues. It wasn’t until short final for the infill that we had our first learning moment.

During training we always landed into the wind because it is the safest way to land. What Josh didn’t recognize in that moment or should I say failed to think about prior to that moment was how that good training habit would effect the mission. On that night wind was a factor but not the only factor. Had Josh maneuvered into the wind he would have put us over the target on short final, he would have put the target behind us, the ground forces would have stepped out and not been pointed in the anticipated direction, and probably most important, during the most critical phase of the flight we, as the lead, would have became unpredictable to not only the other helos but also for ISR and Close Air Support. This was a huge learning moment for me as a leader and for Josh as a Combat aviator. It made us both realize that you must define your objective, insure that you think about all critical planning factors and determine at what point one of those changes from a factor to the factor.

With modern technology we have the ability to mark our landing zone with a laser, back in the day it was more like a floodlight called a sparkle from our AC-130 Gunship. I called for it and boom out of the darkness was our landing zone, it also highlighted a ditch that was much bigger then expected and trees. In that moment I didn’t realize Josh was thinking like a good helo pilot…… looking at the winds and working through how to set up into the wind. I was expecting him to fly exactly as briefed to the sparkle with the only deviation being for a safety of flight issue.

That mission and the many that followed over the multiple deployments changed my view on training and mission preparation. After my first tour I never thought I would fly in combat, it was difficult in the early days for me to stay focused on simulated training the more I believed that I would never actually see combat. I couldn’t have been more wrong. Back then, our squadron was deployed in country and I was given the chance to prepare for that first deployment knowing I would be flying in combat conditions. None of it fully prepared me for my first flight, the first time I saw tracers, the first time I landed in some one’s back yard, the first time I heard the term JACKPOT, the first time I heard troops in contact. What it did was allow me to be so prepared that when you added the mental

After him asking me what side of the tree to fly around and me saying go left and then back right and him thinking no he must mean go right then left I finally just said Josh land on the sparkle, and by god he did just that, put that laser spot directly in the cockpit, and the team took one step outside the rotor arc and down went the door and in they went. It was a great landing but I couldn’t for the life of me figure out what the communication issue had been.

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080825-N-5710P-089 BALAD, Iraq (Aug. 25, 2008) Members of Combined Joint Special Operations Air Component (CJSOAC), from Helicopter Sea Combat Squadron (HSC) 84 conduct night operations. HSC-84 is the only Navy component of the CJSOAC and has been supporting vital special operations missions in the Iraqi theatre. U.S. Navy photo

by Petty Officer 1st Class Joseph W. Pfaff.

aspect, the fear to the equation I was able to perform at a minimum level for mission execution. That’s right a minimum level. I didn’t wow my crew; I did the minimum required as a copilot. Under that pressure, I didn’t rise to the occasion, I sank to the level of my training”. You have to ask yourself, what is your level? The original quote, believed to be by a Greek lyrical poet is “we don’t rise to the level of our expectations, we fall to the level of our training”. I think it is appropriate to discuss this today considering the charter of the Weapons School and the job for the men and women training our fleet to be combat ready.

of chess; you can script winning moves if you place the enemy in a position to make the moves you want. Much like chess, you need to look multiple moves ahead so when the conditions change you have already thought about new moves to make. The funny thing is to get good at this requires no flight time, all it requires is your brain and some mission planning time. Look at old missions, ask yourself how would I have planned it. That is step one; step two is to always be practicing and never be satisfied. Every time you have the opportunity to get behind the controls make the time count. Your goal should be to execute your mission exactly as briefed. If you are not executing as briefed; why are you wasting time briefing? Yes, this even goes for your 1.5 to IB.

You are never going to be better in combat than you are in training, if you are sloppy in training you will be sloppy in combat. If you think that just because you were the top of your flight school class that you are naturally going to be the best pilot in combat or on any mission for that matter, you are wrong. The skills you must possess first come from repetition, from training, not just in the aircraft but also on the ground. Success comes from preparation even when you think you have prepared enough. Every opportunity to get better…… that you forgo……. you give up an opportunity to get better. Every experience that you discount is an experience wasted. You may think certain situations, certain conditions are never going to happen to you but I will tell you it will happen when you least expect and you WILL FALL to your training. This applies to every man and women in our profession. Never let an opportunity to learn escape you both on the ground and in the air.

A great mission is the combination of the hours of ground preparation, mission briefing, and the hours of repetition of basic mission tasks in the aircraft. So, I no longer believe that we must train like we fight. We must train better than we expect to fight.

In closing, I would like to say thank you to Josh. Over the past two years you have used your combat experience and dynamic personality to enhance the HSC community supported by Mike as your Dash two. Mike, keep up the traditions and your passion for teaching. I have stories about Mike too but those are for another time. To the men and women of the HSC Weapons school who go out every day and make us better tacticians and better ready for combat, I thank you. Remember identify the objective, use your brain to get there, and my final briefing point, even after 20 years is always…DON’T HIT ME…Fly Safe.

Thank you.

Before those deployments I bought into the theory that we had to train like we fight, never really taking the time to think about what that meant. It means, every training mission should be executed the same way you would in combat. Everything had to be a full mission profile. What I came to realize is…. our business is much like the game

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Features Navy’s Newest Outlying Landing Field Open for Training Operations

By Julie Ziegenhorn, NAS Whiting Field Public Affairs

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ollowing a historic land exchange agreement between the U.S. Navy and Escambia County, the Navy’s newest outlying landing field opened for helicopter training operations after years of collaboration and hard work.

To commemorate the completion of the field and the exchange of property, NAS Whiting Field held a ribbon cutting with representatives from the Navy, Escambia, and Santa Rosa counties on January 30th. Escambia County handed over the keys to Navy outlying landing field Site X in Santa Rosa County, thus opening the site for operations. The Navy ceased operations Jan. 29 at NOLF Site 8 in Escambia County after nearly 8 decades of training aviators at the site.

“This has been a great journey with all the collaboration that has gone on between the different stakeholders and the community. It’s great to literally watch this come in for a landing now and come to fruition,” said Matt Coughlin, Assistant County Administrator, Escambia County.

Following initial discussions and coordination between the two parties

a number of years ago, the President signed the National Defense Authorization Act in 2015, authorizing the land exchange. In 2016, the land exchange agreement was formalized with the intention to transfer the property at Site 8 to the county, in exchange for a suitable landing field to replace Site 8.

Construction began in 2016, with Naval Facilities Southeast Region in Jacksonville, Navy Installations Command and Whiting Field coordinating with Escambia County project managers to ensure requirements for the training mission at NAS Whiting Field were met. NAS Whiting Field commanding officer, CAPT Paul Bowdich commented, “We’re very excited that this unique land exchange project has come to fruition. The tremendous partnership we enjoy with Escambia County, Santa Rosa County and all the hard work from our NAVFAC Southeast partners, Deputy Assistant Secretary of the Navy Jim Balocki, Navy Region Southeast partners and our team here at Whiting Field have resulted in a fantastic new outlying landing field that will help Training Air Wing Five here continue to train the world’s finest aviators.”

Final flight operation at Site 8: NASWF Commanding Officer Capt. Paul Bowdich completed the final flight operation at Site 8 on Jan, 29. Capt. Bowdich met with fire crew and participated in colors for the last time before departing in the TH57 helicopter. Site 8 was replaced with Site X, the new Outlying Landing Field for helicopter training.

Photo by LTJG Ashley Koenig,USN, NAS Whiting Field Public Affairs Office.

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During the ribbon cutting event, RDML Bette Bolivar, USN, Commander, Navy Region Southeast, called the land exchange a “landmark event” that showcases the achievements possible when “our military installations and our communities work hand-in-hand.”

“Never before has a fully functional and vital military airfield been exchanged for a newly constructed airfield that meets the same capabilities and training requirements. This is a monumental achievement to have brought this ambitious plan to fruition,” the admiral commented.

NAS Whiting Field trains all of the Navy, Coast Guard and Marine Corps helicopter pilots, as well as a number of international students each year.

“Hundreds of student helicopter pilots start right here, every year, and they’ll go on to do great things for our nation. And they’ll be better and more skilled pilots all due to the enhanced training this site will bring to our student aviators. We thank the leadership of Escambia County for their hard work and diligence in constructing this outlying field that the Navy is pleased to accept today,” the Admiral said.

Representing the Office of the Assistant Secretary of the Navy, Energy, Installations, and Environment, Mr. Jim Omans, Real Estate director said that the “exchange of NOLF Site 8 is the best example to date of unlocking real estate value. It is truly a win-win for the Navy and the community. We receive modern, state of the art facilities that support naval aviation readiness today, tomorrow, the foreseeable future. The community can create new jobs, increase its tax base, and improve the quality of life for its residents by redeveloping Site 8. This is truly the definition of a win-win.”

The new outlying field, Site X, located in Jay, FL, is approximately 600 acres that affords helicopter students with land features so they can learn skills to advance as pilots in future helicopter platforms. Site X has two pinnacles, earth platforms that provide students with tactical practice landing on a small raised surface. It also boasts a confined area landing feature that provides aviators practice in landing in tight areas surrounded by a wall of trees. In addition, the runways and grass features give students and instructors the ability to fly a number of landing and flight techniques as they advance in their instruction.

Training Air Wing Five Commodore, Col. Dave Morris, USMC, leads the aviation training at NAS Whiting Field and said, “one hundred percent of all Navy, Coast Guard and Marine Corps helicopter pilots train right here at NAS Whiting Field. This new outlying field provides our students aviators an

outstanding platform to practice more options for tactical training and to hone their flying skills.

Additionally, the location of the new field is about half the distance as compared to Site 8, so it automatically makes us more efficient and effective.

This field is an example of the community’s tremendous involvement in supporting the training of our future aviators. We couldn’t ask for better partners than we have in Escambia, and Santa Rosa County.”

Santa Rosa County commissioner Don Salter participated in the event recognizing the beginning of operations at NOLF Site X. He unveiled the new name Santa Rosa County has bestowed on the road adjacent to the field as Major Stephen W. Pless Medal of Honor Way. Pless was a U.S. Marine Corps major who received the Medal of Honor for extraordinary heroism and outstanding flying skills during the

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Vietnam War. Salter said it’s an honor to recognize a great American hero by naming this new field’s road after Major Pless.

"Site X" replaces NOLF 8

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Features Sensing the Future: A Miniaturized Next-Gen Magnetic Anomaly Detection Reveals its Potential

By Sarah Staples

Chilean Navy submarine (CS) Simpson (SS 21) provided target services for CHILEMAR VIII

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s nations and adversaries move to modernize their submarine fleets, there is a growing recognition of the urgent requirement to effectively arm the armories of anti-submarine warfare (ASW).

The United States Helicopter Maritime Strike Community’s Naval Aviation Requirements Group (NARG) ranks acoustic and nonacoustic detection and lethality improvements as a top-five priority.

In this context, the significance of “Madman, Madman, Madman!”, relayed exactly 44 minutes into the initial sortie of an MH-60R Seahawk helicopter participating in the annual CHILEMAR VIII submarine rescue exercise, was instantly understood by all those observing.

For the first time in the eightyear history of exercises between the United States and foreign partners, the ultimate prize – a simulated disabled sub – has been found using Navy helicopters. Seven years of unsuccessful searches preceded the detection, which occurred within an area off the San Rotor Review #144 Spring‘19

Diego coast where topographical and oceanographic features present an extreme challenge in ASW. Details of the midsummer exercise are mostly classified. However, the successful sub-hunter is confirmed to be the CAE MAD-Extended Role (MAD-XR): a new, miniaturized version of a magnetic anomaly detector (MAD), the technology that works by identifying fluctuations in the movement of ferrous objects through the Earth’s magnetic field.

MH-60Rs from Helicopter Maritime Strike Squadron (HSM) 35 and 49, unmanned undersea vehicles (UUVs) from the Unmanned Undersea Vehicle Squadron (UUVRON) 1, and P-8 Poseidon maritime surveillance aircraft from Patrol Squadron (VP) 9 all took part in CHILEMAR VIII.

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MAD-XR, mounted internally on one of the helicopters, delivered three positive hits within 100 feet of each other allowing the crew to determine the location of the target inside a designated 4.5-mile square search area.

Afterward, a simulated submarine rescue was carried out with the help of a Sibitzky Remote Operated Vehicle (ROV) dispatched from the Military Sealift Command-chartered merchant vessel HOS Dominator.

“We weren’t 100-percent confident that we could detect a ‘bottomed’ submarine, especially where we were flying,” recalled David Youngs, Systems Engineering Mission Systems and Training technician for Lockheed Martin, who led the latest positive exercise with the CAE MAD-XR. “My eyes were glued to the screen. The trace wasn’t as clean and

predominant as I’d have liked or would normally see because the sub was basically sitting on a giant magnet,” he continued.

Pretending to be permanently disabled, the sub had been hiding on an ore-rich, shallow extension of the Continental Shelf bordering a fault line, which generated significant ferrous noise, complicating magnetic anomaly detection.

Using the sub’s last known position, Youngs – a former P3 inflight technician, and recipient of the Bronze Star – drew a circle around it, split the circle in half, and flew in on it. He was also relying on a prototype premission planning tool that creates an environmental record of magnetics and a pattern of flight headings, and recommends the best flight heading to maximize the probability of detection.

Observers say MAD-XR’s performance establishes irrefutable proof-of-concept for the sensor, which was developed by CAE, a company better known for its flight simulation and training work. The CAE MAD-XR is expected to be production-ready by early 2019.

The accomplishment challenges the common misperception that active and passive acoustics with radar can fully handle the job of detecting, localizing, tracking, and attacking submarines.

And it removes uncertainty over MAD’s capability, which seemed to plateau in ASW partly due to technical limitations of earlier systems.

“For shallow-water and harsh acoustic conditions, I’d say MAD-XR is a game-changer – and this is not a surprise. That’s really what we were shooting for,” said Mike Hegland, an aeronautical engineer and retired USN helicopter pilot, who is now Technical Director for Helicopter Maritime Strike (HSM) Weapons School Atlantic, and fleet lead for MH-60R experimentation (involving MAD, other sensors, radios, and datalinks).

Since 2015, HSM Weapons School Atlantic has jointly led field-testing of MAD-XR through a Cooperative Research and Development Agreement (CRADA) with CAE, Program Management Authority (PMA)299 and PMA264, and Lockheed Martin, the prime integrator evaluating the sensor’s potential on the MH-60R. Modern submarines are launching with minimized radiated noise profiles, hull coatings that mitigate active acoustics, and improved controls allowing their operation in previously high-risk areas. They can stay submerged far longer and employ vastly improved bathymetric and oceanographic understanding to better exploit their environment. Equipped with long-range land-attack and anti-ship weapons, and able to engage national resources for queuing and targeting, these apex predators of the deep are far more threatening than in the past – not just to shipping, but to land-locked and coastal areas.

There are subs patrolling the Mediterranean today that can target most of Europe and North Africa.

Indeed, well-publicized incidents such as the 2015 and 2017 sea-launched cruise missile (SLCM) strikes on Syria from Russian 'Kilo'-class diesel-electric boats in the Med, or the March 2010 torpedoing of the Republic of Korea Navy’s Pohang-class corvette ROKS Cheonan presumably by North Korea, hint at a resurgence of underwater capabilities not seen since the Cold War. On the opposing side, sub-hunters historically have placed a premium on methods to detect, deter and defeat boats operating within shallow, littoral regions, given the threat posed and the greater challenge of tracking covertly.

Acoustics don’t work as well in shallow waters, where the sound of a sub reverberates from multiple (multipath) directions, giving false returns. To this, add the confusion of current, tide, thermal variation of water layers, and the ability touted by newer vessels like 33

SAAB’s A26 to intentionally “bottom out,” lying motionless on the seabed as a sonar-defeating tactic, hiding or waiting for a target to pass over them.

The beauty of magnetic anomaly detection is that it’s perfectly passive – its use is undetectable by its prey – and relatively short-range making it accurate in identifying and localizing targets. With advanced signal processing techniques, the limitations of shallow-water operations can also be negated, making MAD a highly effective sensor in a difficult acoustic environment.

MAD’s lineage dates to the end of the Second World War, when experiments were carried out flying towed sensors over the Straight of Gibraltar, and the technology later became a fixture of the Cold War. In the early 1960s, CAE added a small MAD division working just off the flight simulator production floor of its manufacturing headquarters.

Ensuing decades delivered a succession of products: starting with compensators and detectors for the AN/ASQ-81; the first full-fledged CAE sensor, a mostlyanalog AN/ASQ-502 for the CP-140, released in 1971; up to and including the present AN/ASQ-508.

Some 500 of CAE’s Advanced Integrated MAD Systems (AIMS) have been installed on P-3s, C-295s, CN235s, ATR-72s, S-70B2s, CP-140Ms, the Japanese P1 and even the Indian P-8I. And the veteran team from CAE collectively – and inconspicuously – represents the deepest pool of MAD expertise in the world.

But the current AN/ASQ-508 had begun to run up against end-of-life obsolescence issues: replacement parts were growing scarce, and the prospect of adapting or upgrading its 30-yearold amplifier computer was, in practical terms, a non-starter.

CAE engineers, having spent their careers applying two generations of acquired MAD knowledge, understood www.navalhelicopterassn.org

Features

Flight Crews from CHSMWP, HSM-35, HSM-49 and Lockheed Martin Rotary & Mission Systems participated in the Chilemar VIII MAD Evaluation

outdated amplifier computer has been replaced with an offthe-shelf computer running CAE’s proprietary MAD signal processing software, with plenty of upgrade capacity.

the urgent strategic and business imperatives to build an allnew, miniaturized and versatile sensor.

“For a decade or more, we fielded requests from militaries, met with Pentagon officials, talked with customers: everyone was asking for this,” recalled Francis Lortie, an electrical engineer and technical team lead who has been with CAE since 1986. “We decided just to get it done.”

Weight budget alone prevented the original AN/ASQ-508 MAD’s adoption on newer ASW platforms like the P-8A and MH-60R “Romeo.” The AN/ASQ-508 system tops out at over 85 pounds; if a reeling mechanism and cabling were added it would reach more than 300 pounds. Given all the mission-critical equipment on an MH-60R, there simply was no weight budget left for a heavy, towed system. And a dipping sonar cannot be used simultaneously with a towed MAD sensor, since the former requires the helicopter to be in a hover while the latter needs forward motion.

With MAD-XR, magnetic anomaly detection has taken a transformational leap – recognized with the award this year of a United States Patent for the sensor’s arrangement and construction.

Incorporating – and very often, advancing – the state of the art in heat distribution, circuit board design, manufacturing methods, 3D printing (which allowed fast prototyping of parts and inputs), and “stealth” materials, CAE engineers have managed to shrink MAD-XR down to 5.1 pounds.

For the MH-60R, “really the only thing we haven’t done yet is verify an improvement in our attack accuracy,” said Hegland, referring to launching weapons based on detections made with MAD-XR mounted in the helicopter.

“But I’d contend that being able to fix the location of the downed sub to within the sub rescue criteria – which is actually tighter than weapons deployment criteria – pretty much checks that box.”

There have been three major rounds of USN testing – in March 2017, November 2017, and the latest joint service sub rescue exercise in August 2018 – through which a permanent location for MAD-XR has been found within the MH-60R’s tail section.

Integration into the helicopter’s sensor suite is the logical next step, and the CRADA partners are now awaiting a decision from the Navy on whether the MAD-XR will become part of the entire MH-60R fleet.

New compensation software allows the system to be installed internally in a tow-less configuration. And the Rotor Review #144 Spring‘19

In ideal conditions, MAD-XR can achieve a detection sweep width of 3,900 feet (1,200 metres) from an aircraft.

(Exact ranges vary by submarine type, environmental conditions, and aircraft installation; actual ranges are highly classified.) This makes the next-generation sensor a contender for any aircraft that flies low-level looking for submarines.

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That would be welcome news for ASW crews who lament the loss of MAD capability following the SH-60B Bravo’s replacement by the Romeo. “I’m trying to get this to the point that the Romeo picks up where the Bravo left off,” Youngs explained.

Ultimately, MAD-XR’s test results will feed a final, classified exercise report by Hegland to the USN Naval Warfare Development Command. If the Navy decides to invest, the technology could be in operational use on the MH-60R by 2022, or earlier.

“Finding subs is probably the most difficult task there is,” said David Cooper, CAE’s business development manager for MAD-XR and a former CP-140 tactical coordinator.

“The more tools and ways you have to do it, the better, and we know MAD will continue to be an important tool in the toolkit.”

“There were naysayers who felt MAD wouldn’t work unless it was towed,” he said. “Let me just say, I’m at 136.6 hours of flight time with this sensor and it’s all been productive. The results are known and that’s why things are moving as fast as they are.”

Meanwhile, netcentric warfare continues to evolve, gaining ever-smaller, lighter, artificially intelligent aircraft, drones, and intelligent ISR methods. There are obvious possibilities beyond ASW for a low-weight, low-form-factor, covert sensor able to pinpoint expensive and crucial ferrous assets.

Sarah Staples is an internationally published science and technology writer and a past winner of the American Institute of Biological Sciences Media Awards for outstanding reporting.

Magnetic anomaly detection may soon be used overland in detecting unexploded ordinance or weapons caches, drugsmuggling tunnels and bunkers; underwater, it could look for airliners that have disappeared into lakes or oceans; and in netcentric-type ASW, it could help coordinate the sharing of noise and signature models between multiple sensors to improve target detection and isolation.

Another strong near-term probability for MAD-XR – other than a form-fit-tofunction replacement of earliergeneration sensors on some very expensive large aircraft – will be vastly improved sub search-andrescue.

The proximity of Youngs’ MAD hits this summer demonstrated that acoustics aren’t strictly necessary for target confirmation. In situations where acoustics “go dark” because a bottomed sub is unable to complete predetermined distress protocols, MAD could still get recovery teams close enough to find it – and hopefully avert the next ARA San Juan- or APL Kursk-style tragedy.

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Features Back to Basics: Crew Resource Management

By LT Virginia “Homeskool” Nava, USN

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he goal of Crew Resource Management (CRM) is to improve mission effectiveness, minimize crew-preventable errors, maximize crew coordination, and optimize risk management… Proper CRM requires that all crewmembers actively participate in each phase of the flight.

Successful crews display good CRM by the effective use and integration of all available knowledge, skills, and resources (people, equipment, weapon systems, and facilities) in the safe and efficient accomplishment of an assigned mission.” - MH-60S NATOPS Flight Manual (A1-H60SA-NFM-000) Two of the challenges facing today’s MH-60S community are aircrewman (AW) manning and maintaining proficiency across a multitude of diverse mission sets. The above excerpt from NATOPS on CRM provides guidance that could help with both issues. In our squadron, we realized that we are not utilizing all of our AWs to their full potential. In essence, we have a CRM issue. I believe that some key facets of this situation are a lack of universal knowledge on the basics, not utilizing people to their full potential, and perpetuating a pilot centric environment.

We need independent crewmembers with standardized basics on which to be brilliant. In other words, each person should be able to plan a basic flight with minimal help. Every crewmember should be smart on things that apply to nearly every flight, such as weather, systems knowledge, power calculations, SAR procedures, and emergency procedures; essentially the contents of a standard NATOPS brief. This allows for a few things.

First, it allows any crewmember to help plan or drive a flight, meaning, all crewmembers can actively participate in each phase of the flight. Increasing emphasis on aircrew training affords AWs the opportunity to run the show for their gradecards and maximize flight time to their benefit, thus optimizing Rotor Review #144 Spring‘19

mission effectiveness. Without the prerequisite knowledge of basic flight planning considerations, their ability to develop a viable plan is limited.

Second, firm grasp of the basics also gives greater interchangeability between crewmembers. For example, if a flight is particularly pilot intensive, the AWs can run power calculations or check NOTAMs. Third, but most important, a shared core knowledge base builds trust, confidence, and commonality between the crew, thus facilitating discussion and questioning of plans and actions by all members. I should be able to back the AWs up on crew served weapon hung ordnance procedures, as they should know to question me if I say we are going to land at a closed airfield for other than an emergency.

If we are all savvy on the fundamentals, we can minimize crew-preventable errors, maximize crew coordination, and optimize risk management.

As a community, we also struggle to train and utilize AWs to their full potential. Consequences of this include AWs having limited ability to help mission plan, the squadron experiencing volatile swings in AW readiness, and a lowered standard for AWs. This hurts pilots, AWs, the relationship between pilots and AWs, and thus CRM. Like any profession, like pilots, there is a range in the upper ability of each crewman. Leaders do a disservice to the shop when we don’t continuously hold high standards for training and performance, and seek to help each AW identify and reach their potential. Some AWs potential may be Utility Aircrewman, others may be SWTI and beyond. The key is facilitating, encouraging, and pushing people to reach that level.

Knowing that the other crewmember’s qualifications accurately reflect their abilities allows us to determine how to best use each person throughout all phases of flight. Over or underestimating someone’s ability can 36

lead to either over or under tasking that person, both of which can be problematic, especially if unrecognized.

When people feel underutilized, they tend to become discouraged or else lack of use causes upper level knowledge and skills to atrophy, thus contributing to both CRM and retention issues. Conversely, when some people slack, others have to carry the load. Examples of this are seen in mission analysis, both during planning and flying, and in flight hours, when only a few AWs are qualified for mission sets. This leads to exhausting and burning out people who have demonstrated a high ability level, once again lead to retention and CRM issues. If people are held to a high standard from the start and pushed to fulfill their individual potential, it will help appropriately disperse the workload and responsibility amongst the crew, resulting in greater all around “buy in,” retention, and improved ability to effectively use and integrate all available knowledge, skills, and resources.

Finally, the Aircraft Commander is ultimately responsible for the safe and orderly conduct of the flight, however, everyone should have a hand it’s running. “No rank in the cockpit,” should not be reserved for matters of safety. While crewmembers should have similar core knowledge,

everyone brings something different to the aircraft, whether it is experience, qualification, knowledge or some combination. In some cases, we have a good understanding of where people specialize; pilots are instrument rated and AWs are rescue swimmers. But in other cases, we don’t know what people do or don’t know unless we ask or they volunteer information. An open and effective flow of information across ranks relies on assertiveness, communication, and leadership.

We need to foster an environment where in every phase of flight, each crewmember is treated as a valued resource, independent of rank. This mentality requires each crewmember to have high situational awareness and ability to analyze the mission, and then to communicate. There are times when disagreement or quick action require a HAC to make ultimate or possibly unilateral decisions. However, in most cases, utilizing the full crew is the best course to safely and efficiently accomplish an assigned mission.

If all crewmembers are strong on the fundamentals and fulfill their potential, we can appropriately and confidently incorporate each crewmember into every phase of flight. As missions get more complicated, difficult, or specified, this will allow crews to be adaptable and flexible. If one or both of the pilots, or if one or both of the crewmen, need to focus on something specific to their station or something that they are the specialist on, then anyone will be able to take up the slack on the basics such as SWEEP checks, running checklists for EPs, VFR navigation, and alerting the rest of the crew to hazards. “Successful crews display good CRM by the effective use and integration of all available knowledge, skills, and resources in the safe and efficient accomplishment of an assigned mission.” I believe that by optimizing CRM amongst the entire crew we will see increased job satisfaction from both pilots and AWs, as well as a better ability to tackle, and excel in, a diverse set of missions.

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Helicopter History USS Valley Forge (LPH-8) Ship’s H-34 Helicopter “Bearcat One” Rescue 1968

By Bruce Browne, AFCM USN (Ret.)

D

uring my tour in 1968 off the coast of Vietnam, I was the crew chief of Bearcat One,an H34, on Valley Forge’s (LPH 8). One of our Marine H46’s from Marine squadron HMM164 was sent to Danang to pick up passengers and mail.

As the H46 tried to lighten ship to get airborne, things started coming out back of the H46, (no passengers were in the water yet.) Every time something else got thrown out of the H46, a big cheer would come from the flight deck.

That was until they started throwing out the mail. You can imagine the ship’s crew response to that.

The pilot was a brand new HAC. After lifting off with a large amount of mail and about 14 passengers, he lost some power on one engine. Still airworthy, he continued to head for Valley Forge which was about 60 miles away near the DMZ.

After lightening ship as much as they could, out came the passengers one by one. I had a rescue crewman’s dream.

I had never seen so many bodies in the water at one time.

We picked up all these guys (maybe about 16 counting the crew), but the best was yet to come. It appeared one of the passengers was drowning and had gone under twice when I told the pilot I had to get this guy right away. Before he could answer, I removed my helmet and jumped. (See photo.)

Upon making his approach to Valley, he lost power on his other engine and ended up in the drink. Keeping in mind that his rotors were still turning, and he was still afloat, the beach was only about a mile away, I never understood why he didn’t just water taxi to the beach. (See photo.)

By this time half the ship's company was on the flight deck watching this event. Also, by this time we launched Bearcat One and were hovering aft of the H46 in the water waiting for people to disembark. At the same time the Ships Bosin, a W4 launched the ship’s lifeboat. A side note, this Bosin hated Airedales and helicopters in particular. When the Bosin launched the life boat, it capsized, and now we had six new people in the water.

Rotor Review #144 Spring‘19

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Since my view was at open water w/no horizon, I didn’t have any idea how high we were (see photo.) It was only after I got back to the ship that someone told me we must have been about 100 feet as we were higher than the flight deck which was 80 feet. All I remember was, it is sure taking a long time to get to the water. Finally, I got the guy in the water into the horse collar, and the pilot hoisted him up and then came back for me.

One of the people I picked up that day was the Bosin, and he was not too happy to see me.

You would think this story is over, but the best part is yet to come. After all crew and passengers had got out of the H46, the pilot lowered the door just aft of the cockpit. The H46 was still turning, and I suppose he had locked the controls up, as he stood on the steps of the door, he had his helmet on and a camera around his neck. He removed his helmet, threw it in the water, saluted the flight deck, and a big cheer went up. Next, he opened the cover of his camera, checked the light reading and proceeded to take several pictures of the people on the flight deck (with cheers from the ship's crew.)

Last but not least he now removes the camera from around his neck, salutes again (another cheer from the flight deck) and throws his camera in the water, jumps in, and swims away. I pick him up and right on cue, and the H46 goes to Davy Jone's locker.

Before we returned to the ship, I took off my wet flight suit, got out of the Bearcat and the V1 Chief (my friend) didn’t recognize me in my underwear and tried to take me to sickbay thinking I was a survivor (see photo). All in all, an exciting day.

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Combat SAR Coast Guard Helicopter Pilots in Vietnam, Part IV

By LCDR Tom Phillips, USN (Ret.)

The previous part(Part III), continued with the service of the two surviving original Coast Guard helicopter pilots who 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 LT Richard V. Butchka, LT James M. Loomis, and LTJG Robert T. Ritchie.

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he second three-man USCG contingent assigned exchange duty with the USAF 37th ARRSq for the combat rescue mission, consisted of LT Richard V. Butchka and LT James M. Loomis, and LTJG Robert T. Ritchie. It was noted with pleasure by the beleaguered 37th that they were already qualified helicopter aircraft commanders. They took the Coast Guard mantle April 1969.

Shortly after their arrival, LT James Loomis flew two recordsetting missions which were right up the Coastie’s alley. Twice in three days, the Navy requested emergency MEDEVACs from Navy ships almost five hundred miles at sea. Because the Air Force HH-3E’s had in-flight refueling, they could perform this mission. For the Navy to do them would require the movement of a HIFR-capable ship to act as a “lily pad” or the ship would have to be within Navy helicopter range of a nearby aircraft carrier. To add to the distance challenge, over 800 nm as the crow flies, both missions were flown at night. Rolled out of his rack in the middle of the night for the first one, it was a proof of concept and a test of Jim Loomis as aircraft commander, inter alia. Crown, an HC-130P from the 39th ARRSq, provided an overwatch flight following, aerial refueling for the helicopters, and flares illumination in the area of the ship during the hovering hoisting operation. Loomis brought along a doctor to treat the evacuated men enroute to the Philippines. These two missions were noted by the Air Force with satisfaction, because of the retirement of the HU-16 as their new long-range, over-water rescue platform.

The ARRS happily left such operations with Navy ships to their Coast Guard exchange officers for the rest of the war.

The Coast Guard had shown Air Force Rotor Review #144 Spring‘19

ARRS the future of long–range, overwater rescue.

By mid-October 1969, the 37th was closing in on its 500th save; summing extractions of troops from the boonies, MEDEVAC from isolated positions, and recovery of downed airmen into the general category of “save.” Sitting on the number 497, the squadron went through a dry spell for about a week, not a cause for sadness, for, thankfully, there were no missed or failed rescues.

On October 24, 1969, they had an opportunity to log numbers 498 and 499 when an F-100F Misty FAC from the 309th TFS out of Tuy Hoa AB, South Vietnam, was shot down by ground fire in southern Laos about 20 miles east of Saravan.

Two Jollys, Jolly 28, the low bird, RCC Captain Charles Langham, and the backup, Coastie RCC LT Richard Butchka hurried to the scene. When they arrived, Butchka held at 3,000 feet while Langham moved in for the hopefully-routine pickup, the Sandys having drawn no fire from repeated passes. Langham entered a hover right above one of the Super Sabre pilots, and sent his PJ, Technical Sergeant Donald G. Smith, down the hoist to assist the man who had reported a broken leg. Smith got his man, 1st Lt. A.D. Muller, onto the jungle penetrator and hopped aboard himself, straddling Muller’s legs.

When they had cleared the ground and were about ten feet up on the way to safety, the enemy sprung their trap, opening fire from all around.

Butchka could see muzzle flashes from three sides of Jolly 28, and so did the Sandys, who rolled in immediately to suppress, but before they could even bring weapons to bear, enemy fire had shot the hoist winch off its mounting struts, sending it swinging down into the chest of the flight engineer, and severing the hydraulic lines. Realizing the hoist was inoperative, and the remaining supports would not hold the weight of the men on the hoist for long, the FE cut the cable with the emergency cable guillotine switch, dumping Smith and Muller back to the ground. He yelled for Langham to break the hover.

Butchka, seeing Jolly 28 trailing smoke and streaming fluid, punched off his external fuel tanks and autorotated down into the fight, calling for Langham to immediately set his dying helicopter down. Langham made it about a mile and landed in the first opening he could see, a small punch-bowl shaped valley filled with elephant grass. Before the crew could shut down and scramble out, Butchka was hovering 25 feet over them, flattening the tall grass with his rotor wash, and rapidly began to hoist the three aboard. His HH-3E was An "all Coast Guard" operation.

LT Casey Quinn is the pilot of the HC-130P; LT Jim Loomis and LTJG Rob Ritchie are the pilots of the HH-3E; The photo was taken by LT Dick Butchka pilot of the second HH-3E.

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slammed with a shuddering hit by a still-spinning main rotor blade, which opened an eight-by-two inch gash in the hull skin, but missed the fuel tanks With the three men aboard, Butchka departed in the direction away from the rescue scene and accelerated straight toward a vertical cliff face, pulling every bit of power the engines could give; his collective pitch lever pulled up “into his armpit’ causing the rotor rpm to decay down to 94% from the desired 100%.

He had no choice but to stay low and try to build speed to help nurse his Nr back up.

As he neared the cliff, he pulled back on the cyclic and zoom-climbed to the top of the cliff, trading off the speed he had built up with his run along the valley floor, for the slightly more than 150 feet of altitude he needed to clear it. He eased over the top of the ridgeline, low and slow, out of energy, airspeed, altitude, and spare Nr, Running into heavy ground fire when he came into view of the next valley’s occupants, Butchka turned the staggering helicopter away from the fire, stayed low over the trees to more quickly move out of view of the nest of guns below, and miraculously, they received no further hits as they fled.

Back on the ground at the rescue site, TSgt Don Smith kept his cool, got on his survival radio, and began to call in strikes on the enemy around him. He directed strafing runs on enemy troops as they appeared.

Jolly 76, an HH-3E from the 40th ARRSq at Udorn, arrived, releasing Butchka to return to base with his three survivors of the crash landing of Jolly 28. Jolly 76 made three attempts to rescue Smith and Muller, but was driven off each time, finally receiving so much battle damage it had to withdraw. It was replaced by another 37th ARRSq Jolly, commanded

by Coast Guard LTJG Robert “Kid” Ritchie. The Sandys laid a smoke screen, and Ritchie did the unexpected.

Rather than approach from downwind the standard and prudent procedure, he came in from up-wind, and button-

USAF 1stLT A.D. Muller, Misty 11, assisted down from Kid Ritchie's Jolly Green HH3E.

hooked into a hover into the wind, letting the smoke surround and cover him. Not only was his approach from an unexpected direction, it allowed a greater speed over the ground, reducing, however slightly, exposure time to any guns while flying at treetop level.

exchange duty with the 39th ARRSq, orbiting to the north in command of his HC-130P, both an airborne mission commander (AMC callsign King) and flying gas station, picked up the Mayday and launched the Sandys.

Behind them came Robert Ritchie, in his HH-3E Jolly Green Giant.

He got Smith and Muller quickly, and moved toward the other downed airman, Captain J.K. Clapper, but was driven off. He made three more attempts without being able to endure the heavy fire, and on the last attempt, he too, had his hoist winch shot off its supports. Unable to operate the hoist, he returned to Da Nang. As if there were not enough difficulties, a violent squall swept into the area, drenching everything and zeroing out visibility for about 30 minutes as it passed. As the rain moved on, the aircraft returned, and Clapper was rescued on the next attempt by another 37th ARRSq HH-3E with three A-1s suppressing the continuing intense enemy ground fire. It was good to have two entire squadrons of rescue helicopters within range of the scene, a luxury the Navy could not match.

(Here let me, insert that in addition to the series of helicopter pilots, the Coast Guard had been asked to provide a couple of HU-16 pilots too, to augment the hard-pressed Air Force Albatross community. Having had the HU-16 inventory savaged by the drawdown of the ARRS after the Korean War, and planning for the retirement of the Albatrosses, the Air Force had ceased training replacement HU-16 pilots before the war and was caught behind the power curve with the sudden renewal of need for the HU-16. Quinn and LT Thomas F. Frischman volunteered, but before they could get there, the USAF HU-16 was retired from combat, being replaced by the HC-130. Rather than give them back, the Air Force transitioned Quinn and Frischman to the C-130, gladly accepting the experienced aviators.

They were assigned initially to the 31st ARRSq stationed at Clark AB in the Philippines, arriving June 3, 1969, and then the 39th as the Air Force juggled their rescue organization, during those coasties’ tours.)

On the last day of the year 1969, a 23rd TASS OV-10A FAC ran into some trouble over Ban Thapachon, a Laotian town about equidistant between NKP and the DMZ, when a 37mm gun knocked the Bronco out of control and the FAC ejected, parachuting down into thick jungle on the western slope of a valley. LCDR James “Casey” Quinn, USCG, nearing the end of his 41

There being no hostile fire, the Sandys, who could not get visual on the downed pilot, invited Ritchie to come down and have a go. No one in www.navalhelicopterassn.org

Combat SAR

LTJG Robert "Kid" Ritchie and LT Jim Loomis USCG being decorated for Combat Rescue Service with the USAF

Ritchie’s crew could see the downed man, and he, Captain R.R. Russell, could not see the helicopter either, even when it sounded like it was passing directly overhead. After some dialog and effort, the Jolly crew thought they had a reasonable position and sent down the jungle penetrator. At that time, Russell’s radio went off the air.

The helicopter hovered for some time waiting for the shake of the hoist cable which would indicate someone was on the penetrator waiting for a lift. No joy. After a suitable wait, they raised the hoist and moved to a new spot.

No joy. Another move. No joy. This fishing expedition continued with no signals or sign of Russell. With no word that Russell was injured, and the apparently impenetrable jungle below, despite evidence of hostile interest, Ritchie was reluctant to send down his PJ, and they kept fishing until the fuel situation became a concern. A long 20 minutes flight time from NKP at full speed, they could hang around only single digits minutes more.

him.

climbed out at full power.

Suddenly the adrenalin jolted his heart as something dark and massive appeared just below his nose. It was an HC-130P with fuel drogues streamed. Quinn had quit his assigned orbit, eased south as the fuel situation grew worrisome (he, too, could do the math), and dropped down to the treetops to slide right into position in front of the Jolly even before it had cleared the valley. All Ritchie had to do was hit the basket dancing, skittishly, in front of

Here is the difficulty: Simply overtake the HC-130P with enough rate of closure to seat the probe solidly with at least 160 foot-pounds of force.

Charge in too fast and miss, and you stand the chance of cutting the fueling hose with the rotors. That would be bad. Closing the probe to the basket takes a bit of planning and anticipation.

When the helicopter accelerates, the nose dips. When it slows the nose rises.

To accelerate to get the foot-pounds

Just as the fuel gauges said it was time to go (imprudently, with nothing saved for mom and the kids), and as Ritchie ordered the FE to retract the penetrator, the FE reported he thought he felt someone jiggling the cable. It took an interminable five minutes to get the hoist back with a happy Captain Russell aboard. Now both low-fuel caution lights were on, which meant the engines had between 15 and 20 minutes fuel remaining. Ritchie alerted Quinn to his critical situation and Rotor Review #144 Spring‘19

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and nail the basket with the probe required sweeping the probe in an arc down and forward to the receptacle, not simply driving forward like a fixed wing plane can do.

Under pressure of two very bright amber caution lights screaming NO FUEL ANY MINUTE NOW, “Kid” Ritchie seated the probe first try.

Probability of hitting the basket first try? Not 100% even under the best of conditions.

Heading back to base, Ritchie asked Russell about his radio. Turns out he had dropped it when he started through the “wait-a-minute” undergrowth toward the first helo hover position, and he would not go back to look for it with the helo overhead and near, here and there. While Ritchie and crew would be credited with rescuing one, they all felt Quinn and HIS crew should be credited with rescuing FIVE for breaking the “rules” as their refueling could not have been more timely.

Congratulations to Our Newest Helo Flags!

RDML (Sel) Michael Wayne Baze, USN

RDML (Sel) John Menoni, USN

We've come a long way: U.S. Navy has now a total of 18 Flag officers who are designated helicopter pilots. The count is 14 active duty and 5 reserve.

Active Duty Reserve/USNR RDML Bill Chase, USN

RADM Russ Allen, USNR RDML Shoshanna Chatfield, USN RDML Nancy Lacore, USNR RADM Dan Fillion, USN RDML Matt O’Keefe, USNR RDML Alvin Holsey, USN VADM Mike Dumont, USNR RADM Jeff Hughes, USN RDML Eric Ruttenberg, USNR VADM Bill Lescher, USN RDML Dave Manero, USN RDML Gary Mayes, USN VADM Dean Peters, USN VADM Rich Snyder, USN RDML Joey Tynch, USN

Pulling Chocks Time for a Change?

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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This issue’s Radio Check question is....

What is the one item you wish you had been told to pack for deployment that no one told you to pack?

From: CDR Timothy.Root, USNR (Ret.) As a young lieutenant in HM-12 on operation “End Sweep” in Vietnam, I had to leave my very pregnant wife behind on deployment from Norfolk. As we got ready to load and leave from the NAS (in the eye of a hurricane no less, on C-5’s to Charleston, SC., and later WestPac via California, and Wake Island, to Cubi-Point) I called my USN father- in-law in the mid-west to ensure they’d be able to handle my wife’s return home (with my future son pending delivery) to Glen Ellen, Il., in my absence.

He agreed and asked what ship we’d be attached to. I said likely, based on a Charleston work-up, an LPD or an LPH in the Gulf of Tonkin while we cleared the minefields. .My first deployment aboard a ship.

Being a retired former Photo’s-mate enlisted man, and then an LDO with some destroyer history, he suggested I find a thin rope hammock for my flight gear and stash it inside, pending the weather season. I recall it was the fall when we left Norfolk in the early 70’s. I found a local supply at the Army and Navy Store and purchased one. Sure enough, once aboard an LPD—the USS Coronado LPD-12, as I recall- (more recently the COMFAIR flagship for the middle east), I was assigned my JO stateroom and we ended up running (to the North East quadrant!) from an incoming typhoon. .This surprise was after arriving on station, clearing some harbors, and about mid tour. Can you imagine the sea state for the flat bottom gator ship with young aviators and a shallow gulf depth? We had the H-53’s chained down on both spots with periodic green water chest high. I recall this because we were asked if we could launch and recover a QM chief who’d had a bad experience with the binnacle of one of the task force wooden minesweepers. Ouch! Sadly, “no, not right now”, was the air boss’ response.

I was able to string the hammock in the stateroom (catty-corner to the bunk posts and the desk) and slept during the “rock and roll”.

I never forgot that recommendation. I carried it with me on all my later east and west coast postings in my “ go bag”.

Didn’t take much room and I think it beat the “monkey bars”. So did my roommate, a Warrant Second. Wonder if they have cleats yet on the stateroom bulkheads? A must, and somewhat useful in the JO bunkroom. Surely beats soda crackers and greasy pork chops to energize and settle the stomach. !

I think the concept was used a bit earlier than 1972 and I don’t ever wonder why, anymore. Pack a bit of extra line and some S clips. .Hope this helps one or two going forward From: CAPT Michael Middleton, USN (Ret.) Howdy Editor!!

In ‘72, when I checked into HS-4 onboard the USS Ticonderoga, CVS-14, the duty officer asked if I brought my fan and my bucket with me. Wish I had, because the 12 man JO bunkroom was under the number one cat, and on each cat stroke 150 degree steam would enter through the overhead, and during the July P. I. monsoon, the bunkroom would fill up with 6 inches of water, which came through the cat tracks overhead. . Tico was decommissioned soon after that cruise!

Respectfully submitted, Midds

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From: LT Jesse “Shrek” Nerius, USN Greetings, While this is a great question which will no doubt elicit humorous responses, Amazon makes it simple to procure anything desired quite quickly, making prior proper planning not-so-important (in my opinion). Had Amazon not been an option, I would have wished that I brought a shoe dryer. The excessive amounts of cardio I did left my gym shoes in need of drying out. Thankfully, Amazon delivered one within a week of realizing my soggy shoes needed extra attention. My roommates were thankful as well.

From: CAPT Bill Keller, USN (Ret.) My brand of tooth paste! My longest cruise was about 8.5 months as part of a Navy helo detachment on a USCG ice breaker. The ships store only carried one brand which to this day I still dislike and won’t use!

From: Patrick Swain Squadron and Det patches to give out during deployment.

From: LCDR Adam R Shreders A winter coat! We left expecting 5th fleet but ended up in the Arctic!

From: Justin Wallman Always bring baby wipes and two-ply toilet paper. You’ve got to take care of yourself in ways the Navy can’t.

From: N Koe A nerf gun From: Mike Peppard That’s easy........Always come prepared with endless supply of patience and a huge sense of humor to last the whole cruise.

From: Andy Granuzzo A diary !

From: Adam Beauregard Slippers From CAPT L Haefner, USN (Ret.) This one is surely generation dependent. The members that used to get their emergency information from home via Western Union and Class Easy messages will surely have a different slant than the current members with near immediate social media connections to home. Perhaps those who have only deployed for six months or less will differ from those who have made the 9 to 12 month marathons. But beyond the extra socks, skivies and room air freshener I think that in the early years of the video game world the crew members who packed an extra Joystick game controller were the smart ones.

From: RADM Steven Tomaszeski, USN (Ret.) A children’s mini swimming pool. Then you could be the envy of your air wing you splashed in this pool on the “ steel beach” in your bathing suit sipping on your two authorized “adult beverages” you rated after being at sea 45 consecutive days.

(Those were the days!)

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From: CAPT Morris Steen, USN (Ret) In May 1967, I deployed to Vietnam and flew gunships with Helicopter Attack (Light) Squadron 3. Initially assigned to fly with the army at Vinh Long, a land based airfield, I had a bunk that did not have mosquito netting. Every night was miserable until I finally found a sufficient supply of netting. From that point forward, mosquito netting was the number one item in my parachute bag. I never deployed again without it!

From: Michael I. Ball A large U.S. flag. Nice to let the neighbors know who is in town.

From: Joe Hinson First cruise young, green ensign. Showed up on the ship with no shower shoes.

From: Roger McTighe Golf Clubs.

From: Howell Purvis I made a trip to the Antarctica in 58 – 59 aboard the U.S. EDISTO AGB-2 (an Icebreaker). Our route was down through the Equator into the Antarctic. We needed very warm clothes as well as clothes for very cold weather. Some suggestions would have helped us in packing clothes, etc. for the trip. I was one of three helo pilots (LTJG Allen Erickson, deceased and ENS Dick Nelson) and we had a crew of seven. The cruise was for six months. We had our Poopee suits, with liners, that were very cumbersome to put on and wear. It was an experience I enjoyed and will never forget.

Howell Purvis,, Special Agent, U.S. Secret Service Agent, Retired From: R. Myers A blanket! Especially since we had to fly on C-130 or C-141 aircraft to catch our ship. People would laugh at me, but, they stopped when we were airborne and wanted me to share it. Too many people to share with!! They learned! Those planes got cold!

From: CDR Robert Elizondo, USN Memory foam mattress pad. It can be cut to size for any rack.

CDR Rob “Zondo” Elizondo, USN, Executive Officer HSM-49 From: CDR Robert Close, USN (Ret.) In the old days, ie; late 40’s, 50’s and 60’s, the thing I was initially not told about taking on a det aboard ship was a portable typewriter. It was impossible to get the ships to type requisition chits, required reports and, yes, an accident report when my junior pilot dunked my Sikorsky HO3S-1 in the drink off Jacksonville. Actually, after the first cruise, I bought and carried aboard a Royal Portable typewriter so I could be my own Yeoman.

CDR Robert A Close USN(Ret) Helo Pilot #153 From: John Hyde A sewing machine, it comes in very handy for quick fixes.

From: Jeff Valdes More bullets! We always seemed to come up short when it came to having enough 9mm to maintain our pistol proficiency while at sea.

Jeff “Exxon” Valdes Rotor Review #144 Spring‘19

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From: Drew Hamblen Definitely books on naval aviation history, sea stories and aircrew biographies. I didn’t grow up reading these things like many did but my love and appreciation of what we do greatly grew in my last tour in conjunction with reading a lot more about the places we were sailing and the terms we used in every day conversations.

I can give you some of my favorites if you like. Did you know: “Red light” was literally when the low fuel light came on?

And the plane guard station was perpendicular to ships travel in a hover off the side of the bow at launch and the stern at recovery? And they didn’t fly at night but relied exclusively on ships in the plane guard station. And that all pilots used to carrier qualify in fixed wing planes before aircraft type selection, with decks that had as many as 8 cross deck pendants? That carriers had escalators to the flight deck and used to steam in divisions of four resulting in pilots landing on the wrong one which allowed maintainers to graffiti the aircraft before it flew home? That medicinal brandy was distributed freely to console those who lost comrades in combat or to flight deck mishaps? That the infamous Subic Bay “ Cubi Point” o-club in the Philippines was named as an acronym for the Seabee construction battalion that carved the airfield out of a mountain? These stories filled in a lot of holes for me and gave context to the things we’ve been doing for 60 years- much unchanged. This sense of pride from the stories would boost morale for a lot of the JOs I flew with, and if nothing else, help pass the time in planeguard!

From: LCDR Jamie Tilden Well as a proud card carrying member of NHA 60B aircrewman, Tailhook - S-3B NFO, and MPAP-3C NFO, I was never told about extra shoelaces for flight boots...epic fail on that first HELO DET back in 1996! Made sure that never happened again!

Hover, Trap and Loiter Navy!

LCDR Jamie “Tilly” Tilden From: Shelby Smith I know this is female centric butMore tampons!!!! Our ship’s store either always runs out of them or makes them so expensive that sailors can hardly pay for them. Thankfully, we have a group of 6 female pilots in our room and usually have enough between the 6 of us to make it work-but every deployment of the three I’ve been on without fail-someone always runs out of tampons!

V/r, LT Shelby Dziwulski Admin Officer , HSC-12 | NAF Atsugi From: Mike Orfini Form fitted sheets and a curtain with Velcro attachments. I did not have them for my first deployment but learned from Jan Gaudio and was well prepared for my second and subsequent deployments.

From: Jarrod Groves A fork.

It never fails that the ship gives a box lunch and no utensils.

From: Ed Driscoll Ha...

More books. Long books, like Michener sagas for all the “6 month” deployments that became 9!

From: James Sullivan My pillow. The ship of course had pillows but having your own pillow, one that you were used to, helped immensely with a good night’s sleep.

From: Bill Turville HOT SAUCE For the Pork Adobo,,,,,,, 47

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From: Ralph Deyo Extra socks. Thick soles.

From: Robert Crim The one item to pack: Well it used to be a camera. At the time I was a JO (80’s) it was probably a good thing we did not pack one though, plus today everyone has a phone for pictures. The one thing that you need to pack is some good advice: Remember, when you are on deployment and go on liberty, you are the foreigner. Respect other’s customs. Try to learn a little before you go ashore as well as some key phrases. You will have far more fun if you do and may be surprised at how welcomed you are by just making that effort.

From: CAPT Sam Phillips Civilian clothes that would have helped me blend in better in Mediterranean countries.

(The civies I brought were not cool at all.)

From: Mike Higgins A coat…….forgot the seasons changed and found myself in the winter with no coat for liberty Mike Higgins Financial Advisor, Vice President - Investments From: David Diamond The SORTS message binder, so I would know the serial number of the previous SORTS message. My OINC panicked that if we sent one with the wrong number it would go all the way to the Joint Chief of Staff and did not want to have to send a corrected copy. That was before cellphones, so we had to wait until we got in port to call the squadron, get the last serial number and send out the new message.

From: LCDR Timothy E Dinsmore, HSC-2, Training Two items: Metal spork to put in the j-knife pocket of your flight suit.

Small battery powered led flashlight in a flight suit pocket at all times.

V/R Pickle From CAPT Monte Squires, USN (Ret.) At the risk of sounding too preachy and philosophical, a Bible would have been a superb addition to my cruise box. Every great leader in the world, no matter their nationality or religion, has read the Bible at some point. Islam leaders, Hindu, Shinto, Christian, atheist or yes, even U.S Air Force leaders have found inspiration from the Bible. Deploying in the 70s and 80s, we lacked the techno comforts of Madden Football, the internet, satellite radio and FaceTime. But we had the Ready Room nightly movie, poker games in the J.O. bunkroom and mid-rats in Wardroom Two. If I watched Animal House once, I watched it 30 times.

Reading the greatest book of all time would have educated, benefited and comforted me immeasurably more than learning all the lyrics to drinking songs such as Mary-Anne Barnes, I Don’t Want To Join The Air Force, Stall-Spin-Crash-Burn-Die or Sherman Tower.

From: Joseph Ondarza A lot of extra paper Vids-Maf blanks and board.

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COMHSCWINGPAC

COMHSMWINGLANT

CAPT Ryan Carron, USN relieved CAPT Kevin Kennedy, USN February 28, 2019

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

HSMWINGPAC Weapons School Honey badgers

HSCWINGPAC Weapons School The Phoenix

CDR Mark Miller, USN relieved CDR Chris Colon, USN March 28, 2019

CDR Michael Keaveny, USN relieved CDR Josh Fagan, USN March 14, 2019

HSM -77 Saberhawks

HSM -51 Warlords

CDR Justin Banz, USN relieved CDR Christopher Morgan, USN January 16, 2019

CDR Stephen D. Steacy, USN relieved CDR Charles McKissick, USN February 22, 2019

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TRAWING 5

CAPT Douglas Rosa, USN relieved Col David Morris, USMC March 14, 2019

HSC-2 Fleet Angels

CAPT (Sel) Kevin P. Zayac, USN relieved CAPT Joseph Torian, USN February 21, 2019

HSC-6 Screamin' indians

HX-21 Blackjacks

CDR Todd Pike, USN relieved CDR James Jerome, USN April 11, 2019

LtCol John "Skippy" Ennis, USMC relieved CDR Chris "Shiny" Gavin, USN April 11, 2019 51

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There I Was HSC-23 Conducts Multi-National Search in Wake of USS John S. McCain (DDG 56) Tragedy

By Lt Eric “Cheech” Hayes, USN

The USS John S. McCain is loaded onto the heavy lift transport MV Treasure, Oct. 7, 2017. Keith Lehnhardt/U.S Navy Photo

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I

n the early morning hours of August 21, 2017, USS John S. McCain (DDG 56) collided with a merchant vessel in the Singapore Strait approximately 10 miles southeast of Singapore.

JSM was struck at the waterline on her port quarter causing immediate flooding of multiple berthings, with one berthing left at least partially open to sea.

After contacting Singapore Approach RESCUE 51received direct routing to McCain, which was miraculously under power and able to set flight quarters as she headed into port. A Singaporean Puma helicopter was heard stating that they retrieved the MEDEVAC patients from McCain and were transporting them to an area hospital. RESCUE 51 established communications with McCain, safely landed aboard the Flight 1 DDG, delivered two corpsmen, and were even able to refuel. Within 10 minutes RESCUE 51 was airborne again, searching along McCain’s track enroute to the collision site, where they were the first aircraft on scene.

In communication with “Singapore Rescue,” a radar control frequency, RESCUE 51coordinated altitude restrictions and assumed On-Scene Commander. RESCUE 12, a Singaporean CH-46, and a USS America based MV-22 (MAYHEM 41) all arrived on scene within the next hour. Aircraft were deconflicted by altitude and ground track, utilizing a Square Multi Unit Search Pattern to fill any potential gaps.

At over 200 nautical miles away, USS America (LHA 6), was the only U.S. vessel within range to provide immediate assistance. Within 60 minutes of initial notification HSC-23 Detachment 2, the embarked America SAR Det, assembled crews and launched two MH-60S’s from a range of 175 miles. Only a few minutes into the flight, the wing aircraft (RESCUE 52) failed HIT checks and was forced to return to America for troubleshooting. The lead aircraft (RESCUE 51) continued on, receiving routing around Malaysian and Singaporean territorial waters and adjoining airspace until a Diplomatic Clearance to enter the respective airspaces could be obtained. Just as radio reception began to degrade precipitously, RESCUE 52 was heard calling outbound to McCain. The failed HIT check proved fortuitous, providing RESCUE 51 and AMA controllers a relay through which to pass routing instructions, injury reports, the count of missing sailors (10), and ultimately a diplomatic clearance into Singaporean airspace.

With McCain now safely pier side at Changi Naval Base and America still nearly 130 NM away, where to refuel became the chief concern. With Changi International (WSSS) and Paya Lebar Singaporean Air Force Base (WSAP) as the two premeditated options RESCUE 51 reached back to MAYHEM 41, which was still enroute from AMA and able to act as a relay to TACRON coordinators aboard AMA. MAYHEM passed that refueling at Paya Lebar had been approved, allowing RESCUE 51 and 52 to compute an accurate BINGO. After 2.5 hours of searching, RESCUE 52 approached its BINGO fuel state and contacted Singapore Rescue for routing instructions to WSAP, with RESCUE 51 doing the same roughly 10 minutes later. With Changi International’s surface airspace and approach corridor extending overwater, 52 was instructed to climb to 5000’ MSL and received routing overtop Changi. 51, meanwhile, was instructed to hold at VFR reporting point and await further instructions. After approximately 5 minutes, 51 was forced to declare minimum fuel and immediately received routing beneath Changi’s arrival corridor for an approach into WSAP from the south.

While the initial hours of the search were stressful and predictably chaotic, the overall result was textbook. The hard work and quick response of McCain sailors, America flight deck crews, TACRON 11 coordinators, U.S. State Dept. officials, and the military & civilian officials of Singapore enabled three U.S., one Singaporean, and one Malaysian military aircraft to arrive on station within four hours of initial notification. The opening hours of the search gave every indication of a fully cooperative and supportive host nation in Singapore, but the challenges of one of the most unique and territorially congested areas in the world reared their head. While a Singaporean Diplomatic Clearance had been approved, a Malaysian Diplomatic Clearance proved elusive for another 24 hours. With WSAP located to the north of downtown Singapore, standard departures avoid 53

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There I Was over flight of the city and instead take aircraft to the north, into Malaysian airspace. Local controllers were unwilling to permit aircraft to depart to the south without instructions from higher headquarters, a sticking point that kept RESCUE 51 and 52 on deck at WSAP for nearly four hours.

Local U.S. military contractors working at WSAP in support of the USAF 497th CTF were extremely helpful, ferrying the flight crews to the WSAP Flight Planning offices. With America at River City while responding to the incident, flight crews were unable to communicate their situation with anyone aboard the ship. Flight Planning personnel offered their phones to the flight crews to contact the U.S. Embassy in Singapore and were eventually able to speak with the Defense AttachĂŠ there. Flight Planning personnel then requested that the flight crews return to their aircraft and await further information. With tanks full and anxious to rejoin the search, the crews were forced to wait during hours that could have proven pivotal to recovering a lost sailor. The crews continued to use their personal cell phones to attempt to contact America, which remained in River City. The call finally connected as America lifted River City while nearing port, the first confirmation the aircrews had received that America was officially pulling in. The crews were informed they had very little time to break deck at WSAP if they desired to hotseat aboard America which was becoming critical given the crew day windows that were fast approaching. Only a few minutes later, the crews were informed that they had been approved for a southerly departure. A communication breakdown ensued as the crews held at the hold short for nearly 45 minutes awaiting final approval from WSAP Tower. Final approval was issued, both aircraft lifted, flew through a squall, and landed aboard America to hotseat approximately 100 yards from the pier.

Landing on MS Leiku

continuing the search but was not without its challenges.

Transporting maintenance personnel and flight crews to the flight line required a certified escort at all times, Immigration and Customs processing for aircrews before, between, and after flights departing WSAP, and physical trips to WSAP Flight Planning offices despite pre-filed DD-1801 flight plans processed by America TACRON. Although not the first surface Navy collision and subsequent SAR to be launched even this year, previous SAR operations had the advantage of operating from a familiar base of operations. Standing up a shore detachment from within an already deployed detachment was only possible through the extremely hard work of HSC-23 Det 2 maintainers, America TACRON, the assistance of the USAF 497th CTF, and ultimately the cooperation of Singaporean military officials. While difficult to plan for the known and nearly impossible to plan for the unknowable, had the Singaporean government been less supportive an American-led airborne search would not have been possible with America pier side assisting in McCain salvage and recovery operations. Some argue that had America remained out to sea an airborne search would have been much easier and effective, which is difficult to counter, but with the assets America was able to bear in direct assistance of McCain pier side it is quite clear that a shore detachment was the overall better option.

During the next three days, HSC-23 Det 2 flew 16 sorties over 64.7 flight hours in search of the 10 missing McCain sailors. Due to Singaporean regulatory restrictions on shipboard air operations while pier side at Changi Naval Base, Det 2 created a shore detachment at WSAP. Flight operations continued from WSAP with 20 hour/day cycles for three days, at which point shipboard operations were approved by the Singaporean government. After the remains of an unidentified number of sailors were exhumed from the flooded berthings of JSM, the airborne search was terminated at 2000 on August 24, 2017.

In the search area, the proximity of territorial waters was apparent. While the collision took place in Singaporean waters, several days of sea drift expanded the search into Malaysian waters as well. While RESCUE 51 assumed OSC upon reaching the search area on 21AUG17, subsequent days saw U.S., Singaporean, and Malaysian entities attempt to exercise control of the search area organization.

Despite the clear opportunity for miscommunication and potential for dangerous aircraft interactions, aircrews

The shore detachment onboard WSAP was critical to Rotor Review #144 Spring‘19

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of each nation were extremely professional and de-conflicted altitude and airspace with relative ease. Areas to be searched were another matter. Following the first day aircraft of each nationality received tasking of the respective area to be searched from their own chain of command, leading to nomenclature disparities and occasional confusion. Although envisioning a better operational scheme in such congested territorial waters with no opportunity for prior coordination is difficult, better coordination between international SAR assets in future operations is still needed. All airborne and naval assets in the search area were actively pursuing the same noble end, but it was clear that every entity wanted to exercise control.

On the evening of August 17, 2019 it was learned that a Malaysian Navy ship had found the remains of one male in Malaysian waters. While the location of the recovery was inconsistent with mapped drift charts, a flight crew was dispatched early the next morning to the Malaysian Frigate, MS Leiku (FFG 29). An America chaplain and McCain representative to identify the remains joined the flight crew, but in retrospect a physician would have proven a worthy addition as the remains were sufficiently decomposed to call the time of death into question. The Aircraft Commander made the decision to take off, climb up, and request further guidance from the AMA CMDRE (CPR-3) after passing along doubts about the remains being among those of the missing JSM crew. Ultimately it was agreed upon that AMA medical was clearly better suited to make such a determination and the remains were transported to AMA for identification. Medical onboard AMA later proved the male was not one of the 10 missing sailors and the remains were transported back to MS Leiku on August 24, 2017.

While the crews had briefed about maintaining their composure and professionalism, pictures of that recovery reached the world faster than any of them could have imagined, appearing in the Wall Street Journal and many other national news publications within hours. Understanding the media element surrounding an event like the McCain and the fact that the face of the search could be theirs must be understood prior to taking part in such a task. As flight crews involved in hurricane relief efforts in Texas and Florida have no doubt felt as well, knowing that impacted family members see these images and take comfort in knowing the U.S. Navy is there reaffirms the commitment to the rotary community and what we train for every day.

Ultimately, operational Search and Rescues like the JSM prove that SAR remains a much more complicated mission area than some choose to recognize. While training to NATOPS and 3-50.1 procedures are critical, identifying the parts of an operational SAR that we generally give much less attention to, such as OSC procedures, territorial water proximities, airspace complications, and the potential need for international cooperation must be more than items we pay lip service to. Expeditionary squadrons like HSC-23 often feel the strain of being asked to perform a large variety missions while deployed with fewer personnel to perform them. The Wildcards of Detachment 2 were certainly strained at points while standing up a Det-within-a-Det and conducting the search 20 hours/ day, but perhaps their experience of doing more with less served them well. After all, Wildcards Never Fold.

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There I Was Trust but Verify

By LT Greg “Simple” Shaffer, USN

S

cheduled for vertical replenishment (VERTREP) on a misty, overcast morning in the fifth fleet operating area. The HAC had been TAD for thirty days and this was his first flight back. The crew was excited to get into the action to help finish off what the morning crews were unable to complete.

This VERTREP was a bit different than ones we have done in the past.

Normally there is one supply ship that is interconnected by wires to the receiving ships with the helicopters bringing external loads to the receiving ship. However, for today’s mission, we had two supply ships, commanded by civilians, that were delivering different items to the carrier and a cruiser in the strike group.

The crew briefed two hours prior to the take off time. During the brief we covered, in depth, the mission we were expecting and made sure we discussed contingencies based on the amount of loads that were left and working two helicopter vertrep. The crew also discussed the fact that all four ships were going to be communicating on the same frequency and it was the same frequency as the two vertrep helicopters, six units speaking on the same frequency. That will come into play later down the line. The crew also discussed the forecast, the visibility would severely degrade close to the landing time. It Rotor Review #144 Spring‘19

was a fairly senior crew but this was the HACs first flight back.

the non flying pilot would adjust the radios for the flying pilot as necessary to remain focused on the pick up and After talking through mission specifics drop off. The crew got right into it, and ORM the crew set the walk time starting slow for the first few loads but thirty minutes prior to the first crews never really got into a good groove with landing time. This would ensure the crew the constant chatter from one tower to would have enough time to preflight the other. After asking multiple times our gear and head to the flight deck to for the supply ship to not talk during debrief with the first crew. In accordance the approaches for the pick and the with the brief, the crew grabbed gear and receiving ship not to talk during the were standing by on the flight deck at the approach to drop the crew started to land time. become agitated.

During the HAC-HAC turnover, it was stated that the vertrep was taking longer than expected due to the confusion between towers but they started to get into a good pattern with each helicopter delivering loads to different ships. Other than that, 613 was a good aircraft with plenty of power.

After plugging helmets in, it was obvious that the chatter between the ships was going to be a huge distraction.

The crew turned down the radios and continued to fuel to 2400 pounds to ensure they could take whatever load the supply ship had ready. After fueling the crew turned up the radio and informed tower that they were ready to commence vertrep, then had a discussion about how

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After the loads were cleared off the supply ship the crew coordinated fuel while the supply ship went red deck to prepare the last of the loads. The crew got 2400 pounds of fuel again and got off deck to finish, by this time the other helicopter was complete and went to move some passengers from ship to ship. With only a handful of loads left the ships were debating how all the VERTREP gear was going to get back to the supply ships. The other aircraft were moving passengers since 613 was already on station, the burden was placed on them. 613 accepted the mission as the wires between the ships were disconnected and they continued with their post VERTREP operations.

The carrier tower told 613 they had some passengers that needed to get to one of the supply ships and back from the cruiser with the loads of VERTREP gear. The crew landed to get seats for the passengers and requested some fuel due to their low fuel state, approximately 800 pounds, with NATOPS minimum being 450. All of the carrier personnel were assisting in packing up the VERTREP gear, so tower coordinated fuel on the cruiser when 613 landed to pick up the passengers. The ships were still using the same frequency and the crew listened in on the conversation between towers.

The cruiser had been waiting for some items to be brought over from a supply ship and stated that they have and would continue to maintain green deck so 613 could land and get gas and passengers as soon as the gear was dropped off on the supply ship. Carrier tower then told 613 that fuel had been coordinated on the cruiser and they were aware of 613’s low fuel state.

After the passengers were in the helicopter, 613 lifted from the carrier to proceed to the supply ship with the first load of gear. Crew landed safely on the supply ship to offload the passengers and proceeded back to the carrier to pick up the last load of the gear.

After picking up the gear and getting airborne, the crew realized the cruiser was 10 nautical miles further away then expected. The load of gear was swinging aggressively which resulted in the crew flying at a significantly slower airspeed and ultimately burn fuel at a higher rate. Closing in on the supply ship for the final drop, they asked the crew if they needed fuel and they could have it ready in approximately fifteen minutes after they were able to clear the deck.

With a fuel state of 600 total pounds, the crew told them they were expecting coordinated fuel and green deck at the cruiser sooner than they could provide.

613 then proceeded direct to the cruiser and advised cruiser tower they were inbound for fuel. The cruiser responded that they were setting flight quarters and not currently at green deck as was previously transmitted. 613 informed them of the low fuel state, 500 total

pounds, and stated that they would orbit for no more than five minutes before they would proceed inbound at minimum fuel. After three orbits, the crew determined it was necessary to roll out on final and informed tower that they were coming in to land. The ship was into the wind, with pitch and roll less than 1. Tower responded with “green deck is not set.” 613 again stated, “we are on final”.

Tower responded with “steady as she goes”, verifying that they were done maneuvering and ready for the crew to land. The green deck light was never switched from red and the LSE was signaling us to wave off as we crossed the flight deck and continued to the landing. After chocks and chains, tower came over and asked if the crew was at emergency fuel and the crew stated that if they would have taken one more turn in holding, they would have declared emergency fuel. The total fuel at the time of chocks and chains was 420 pounds, thirty pounds below the NATOPS minimum.

The tower once more came over the radio to inform 613, on behalf of the Captain, that they landed without officially receiving green deck and that the evolution was a little rushed and unsafe. The crew explained that there must have been a degree of confusion between their control and their tower because they were under the impression that green deck would be guaranteed after dropping off our last load on the supply ship, which was in the immediate vicinity. There was no more dialogue exchanged with cruiser tower. 613, after refueling and picking up passengers, returned to the carrier safely.

In summary, the crew of 613 could have done multiple things and put different controls in place to ensure a safe evolution and not violate a NATOPS minimum.

For one, they accepted the risk of finishing the VERTREP mission by committing to take the final loads and passenger transfers. Although they communicated their fuel state to the carrier early on, and were told that 57

fuel would be guaranteed on the cruiser after completion of vertrep, they could have checked in sooner with cruiser tower to verify this.

They also could have coordinated fuel on the second supply ship; however did not choose this option due to the heavy amount of traffic on said frequency.

Bottom line, although fuel was coordinated for them, the crew could have paused the VERTREP mission momentarily in order to ensure with cruiser’s control and tower that fuel is still available.

Another debriefing point that the crew discussed was if they made the right choice to continue their final approach to landing, without green deck. They concurred that this was the right choice at the time due to the fact that if they had taken even one extra orbit in holding awaiting green deck, it still may not have been given to them and would have only caused them to fly below the NATOPS minimum and increase the probability of an engine flameout. The final debriefing point the crew discussed as a control they could have put in place to not ever have gotten into a fuel situation, was to demand a top off of fuel on their second landing on the carrier (prior to taking off for the final drop and proceeding to the cruiser). Although they asked for it, and were told it was unavailable on the carrier at that time and was coordinated for them, they could have more carefully reevaluated their numbers, distances, factors and considerations and ultimately set a buffer for themselves and a higher joker fuel point and insisted on topping off fuel on the CVN prior to takeoff.

As a whole, given how the situation played itself out, they also could have used the words “minimum fuel” in order to officially declare their pending emergency, rather than saying they were at a low fuel state. The benefits of completing the VERTREP mission did not outweigh the cost of placing the crew in an emergency fuel situation. www.navalhelicopterassn.org

There I Was MH-60R on the International Stage

By LT Leighton Pleasants, USN

Royal Australian Navy MH-60R alongside RAN training helicopters: EC135 (middle) and Bell 429 (far left).

Photo by: LT Leighton Pleasants, USN

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very other year, the Royal Australian Air Force (RAAF) hosts an internationally recognized air show in the state of Victoria.

Neighboring countries in the Asia-Pacific region travel to the Avalon International Airshow and Exposition to display their aircraft and discuss the future of aviation.

Contractors, civilians, and military members spend seven days watching aerobatic performances and perusing static displays. On the North side of the airfield, the Royal Australian Navy (RAN) set up to educate the general public. At the forefront of their exhibit was the MH-60R Seahawk, one of the 24 Sikorsky helicopters purchased from the US Navy through foreign military sales.

As a guest pilot at RAN Squadron 725, I was fortunate enough to fly one of their helicopters to the airshow from HMAS Albatross and learn about the Australian Defense Force. We brought two helicopters, one for the static display, loaded with inert weaponry, Rotor Review #144 Spring‘19

and a second for the airborne showcase display. The RAN pilots are able to gain an aircraft performance display qualification allowing them to fly at public events, showcasing their helicopter. The crew conducts a low fly-by down the runway, breaks away from the crowd, and then comes back performing a max performance turn to a steady hover at 70 feet facing the crowd. The aircrewman then lowers the dome to demonstrate the ALFS capability. With the dome seated, the helicopter is flown backward, pedal turns, and exits the display area – all within NATOPS limits of course.

Meanwhile, the rest of the crew took turns manning the static display, answering the most common question of the Australian public, “What are those holes in the side of the aircraft for?”. The helicopter had 4 hellfire CATMs and a MK-54 REXTORP, but the sonobuoy launcher had everyone’s curiosity. With temperatures

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reaching over 100˚ F most days, and winds blowing up to 20kts, we had to alternate who manned the static to take a break and stay hydrated. Due to foreign sales agreement the helicopter was closed off to the public with a small fence around it for security. In the evening before leaving, we would turn over security watch to RAAF guard dogs and their handlers.

The Avalon International Airshow and Exposition was both an educational and humbling experience.

In addition to over 100 admirals, generals, and government officials, attendance exceeded 200,000 people.

To experience such a crowd interested in the aircraft I fly and instruct in made standing in the heat worth all the while. The Romeo may not carry the firepower of the B-52 that was also present, or the speed of the F-35A rumbling through the airshow but it proved itself a noteworthy aircraft worldwide.

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Helicopter Firsts Tiltrotor Genealogy

By LCDR Chip Lancaster, USN (Ret.)

Transcendental Aircraft Corporation TR-1G

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he first successful tiltrotor was the Bell XV-3. However, before that there was the Transcendental Aircraft Corporation TR-1G, the first tiltrotor concept to fly. The DOD funded TR-1G first flew in 1954 but was never able to fully convert from helicopter to fixed-wing mode. It was destroyed in a crash in 1955 before accumulating 25 flight hours in 100 test flights. The company continued research into a second model but Defense Money was withdrawn in favor of the more promising Bell XV-3 project.

The Bell XV-3 Convertiplane first flew in 1955. The initial design was plagued by instability problems resulting in a crash the following year. Bell stayed with it, redesigning the wings and rotors into a second aircraft. This redesigned XV-3 finally resulted in successful rotary to fixed-wing transition in1958. R&D test flight continued at Bell and then Edwards AFB and NASA Ames Research until 1966. The XV-3 accumulated 125 flight hours in 250 flights doing 110 full transitions. The program resulting in valuable data played forward into the XV-15 in 1977, the V-22 in 1989 and the V-280 in 2017.

The genealogical transition goes from the 1700 lb 130 kt TR-1G to the 5000 lb 200 kt XV-3 to the 13000 lb 300 kt XV-15 resulting in the 47000 lb 275 kt V-22 Osprey. The technology is currently played forward into the now flying 57000 lb 280 kt Bell Lockheed Martin V-280 Valor.

The original XV-3 Convertiplane was restored by Bell Helicopter and now resides in the National Museum of the Air Force in Dayton, Ohio. The XV-15 Tiltrotor is on display in the Smithsonian National Air and Space Udvar-Hazy Museum near Dulles International Airport outside of Washington, D.C.

Bell XV-3 Convertiplane

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XV-15

MV-22

Valor 280

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Off Duty Flyboys

Reviewed by LCDR Chip Lancaster, USN (Ret.)

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t’s 1916 in dusty Texas when local trouble maker Blaine Rawlings, played

by James Franco (Spider-Man trilogy, Rise of the Planet of the Apes, Oz the Great and Powerful) gets the ultimatum from the sheriff to join the military or go to jail. Things move rapidly from there to New York City to France where Blaine joins the French air arm. A separate squadron of American airmen has been formed under the auspices of the French Army dubbed Lafayette Escadrille. World War I is raging in Europe and the French, desperate to fend off the invading German army, need all of the help they can get.

Blaine is part of a new group of fliers being whipped into shape by French officer Captain Thenault, played by French actor Jean Reno (Da Vinci Code, Mission Impossible, Pink Panther 2006). Naval Aviators and Aircrew will find it interesting to compare their training with how the flyboys are trained from spatial disorientation, through stick and rudder skills to gunnery. The French Nieuport fighter planes finally arrive and they’re thrown into battle with the first mission to escort bombers.

The Germans jump them in their anachronistically incorrect Fokker Dr. 1 Triplanes to bloody the flyboys. With the help of veteran ace Reed Cassidy, played by New Zealand actor Martin Henderson (Grey’s Anatomy, The Ring), they overcome their defeat to become a considerable fighting force.

Interspersed with the flying action is a romance between Blaine and French farm girl Lucienne, played by French actress Jennifer Decker. In spite of language difficulties, Blaine persists in his pursuit of Lucienne, winning her over and eventually saving her and her siblings from the invading Germans. The romance is a distraction from the air action that I was trying to concentrate on, even to stretching credulity with taking her on a plane ride. Anyway, they made a nice couple so back to the action.

The air action is wonderfully done, with an amazing mixture of real aircraft and CGI you feel that you’re in the cockpit with the actors. If you can get over the obvious good guy bad guy aspect of the flyboys and the Germans you’ll have an enjoyable time. The Triplanes didn’t come into the WWI action until a year after the movie timeframe and there was never a squadron of all red aircraft. The only all red airplane was von Richthofen’s, the Red Barron, who was not part of this film; even in Richthofen’s Flying Circus squadron, the aircraft were a myriad of colors, his being the only all red one. Even though the Triplanes and coloration were historically inaccurate, many aspects of the movie are credible, such as the squadron having one of only five black aviators in all of WWI, Eugene Bullard, played by British actor Abdul Sails (Love Actually, Sahara, Doctor Who). A nice feature of the film was the follow-up on what the original starting group of flyboys did after their Escadrille experience.

So the bottom line as far as I’m concerned is that, in spite of its obvious hackneyed idiosyncrasies and inaccuracies, this is a great aviation movie. Directed by Academy Award producer, pilot and aviation enthusiast Tony Bill (The Sting), the movie couples credible performances by Academy Award nominee and Golden Globe Best Actor winner Franco (127 Hours, the Disaster Artist) and equally talented Reno (check out Les Visiteurs and The Professional) with amazing period settings and aviation action. If you like aviation movies then Flyboys is worth the price of admission. If you have further interest in WWI aviation, try out some of the originals like Wings (1927), Hells Angels (1930), The Dawn Patrol (1930/38) or The Blue Max (1966). In the meantime, settle down with your popcorn and enjoy this one.

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The Sikorsky Legacy by Sergei Sikorsky Reviewed by LCDR Chip Lancaster, USN (Ret.)

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n 1909 a 19 year old Igor Sikorsky meet with French aviation pioneers Ferdinand Ferber and Louis Bleriot among others in Paris where he was studying the early French airplanes. Ferber told him not to waste his time on a helicopter because the airplane was to be far more valuable. It was young Igor’s dream from early childhood to fly in a vertical takeoff machine of his own design. He listened, then went and bought a 25 HP engine, returned to Russia and built his first aircraft, a helicopter.

This is how Sergei Sikorsky, Igor’s son, starts off his insightful account of his father and his life’s work. That helicopter, of course, didn’t fly for a variety of reasons which Igor would study, research and finally overcome over the next 30 years. With over 200 drawings and pictures, Sergei leads us through his father’s amazing life from 1909 prewar Russia to his death in 1972 in the United States and beyond to late Twentieth and into the Twenty First Century accomplishments ... his Legacy.

We learn of his childhood visions to his time at the Russian Imperial Naval Academy to his work in Russian industry to his becoming an icon of Russian aviation by his mid-twenties. Sergei covers each of Igor’s aircraft in pictures and brief descriptions from his fixed-wing biplanes in Russia to his beautiful seaplanes in America to his rotary-wing achievements and Sikorsky Company establishment. Legacy takes us from the S-1 biplane to the S-92 Collier Trophy award winning Superhawk and looks into the future to the MQ-8B Fire Scout, the H-53K King Stallion and the X2 coaxial pusher prop. The book was published in 2007 so it doesn’t go into the coaxial refinements of the S-97 Raider and Sikorsky-Boeing SB>1 Defiant.

Even though it doesn’t go into these later derivatives, The Sikorsky Legacy is a must for any enthusiast of helicopter history.

Igor Sikorsky was more than an aviation pioneer, he was a visionary. In the words of his son, Sergei, “he truly was a renaissance man, well versed in astronomy, religion, physics, and ancient history, and a lover of classical music”. Igor Sikorsky, more than a mere pioneer whose Legacy lives on. Check it out.

Fly Girls by Keith O'Brian Reviewed by LT Shelby Gillis, USN

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ften in the military we are forced to read articles and books about our jobs, or other aspects of the military. Due to the saturation of work-related reading, it is rare that I ever pick up a book for “fun” reading about the military—if I want to read a book, I want to escape, not read more about daily military flying life.

However, this time I decided I needed to know a little bit more about my so-called aviation “roots” and where they could be traced to both as a military aviator, and a female aviator. The book Fly Girls by Keith O’Brien addresses both of these historical groups and the backbone of aviation as a whole. The book does a fantastic job of delving into the history of flying in America, and moreover the aviation bug that bit the world. It follows the adventures of five women who dared to get involved in aviation, and tips its hat to countless other flying greats throughout its pages. We are constantly being enticed with new technology and told about the future of our aviation world, that often we forget about the shoulders upon which we are standing. This book taught me about Lindbergh, Sikorsky, Cessna, and Earhart, just to name a few, and how their countless failures, near-death-experiences, and gritty personalities pushed aviation towards the exciting industry it is today.

Maya Angelou once said, “If you don't know where you've come from, you don't know where you're going”. In the scope of todays constantly changing aviation world, this statement has never been more applicable to our career field. Fly Girls subtly exposes you to essential aviation history while making you vested in the outcome of the characters themselves. Take it from me - a fly girl that dodges history dates and places - this book is definitely worth a read, regardless of if you are male or female. If you love your job and are excited about the future of aviation, do yourself a favor and brush up on your past. Crack this book and I’m pretty sure you won’t regret it!

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Oswald Boelcke by R. G. Head Reviewed by LCDR Chip Lancaster, USN (Ret.)

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swald Boelcke, subtitled “Germany’s First Fighter Ace and Father of Air Combat”, is an in depth and comprehensive look at a seminal character in aviation. More specifically, Oswald Boelcke was critical and pivotal to the use of the airplane as an effective combat element. Not to put too fine a point on it, but rather to offer more perspective, keep in mind that the Wright Brothers first flew in 1903, a little over ten years before Boelcke’s time. The airplane was, in every sense of the word, a rudimentary and unreliable “contraption”.

Throughout the book we get comparisons between German, French, English and eventually American philosophies and tactics. However, before the nuts and bolts of air combat, R. G. Head takes us back to the beginning where we see Oswald Boelcke’s middle-class beginnings. With older brothers in the military, that was to be his calling, going to the military academy and the ground forces before making it to pilot training. World War One had begun and airplanes were something new to the scene.

Air machines are a whole new concept, looked at askance by ground commanders who have no idea as to their potential. Initially they are observers and artillery spotters. Soon the importance of eliminating the airborne opposition is realized.

Armed aviation snowballs from there with R.G. Head taking us through the process point by point with the focus on Oswald Boelcke. We’re presented with the variables molding pilots and airplanes from the human limitations of time, distance, hypoxia, cold and g-loading to aircraft parameters of aerodynamics, structure, strength, engine type, power and armament.

As with our current and previous experiences, war is a pressure cooker that accelerates aviation and weapons technology.

R.G.’s analysis looks in depth at the rapid advance of German and French aircraft development along with weaponry and its adaption to airframes. Wrapped around this tech development are airplane utilization philosophy and tactics. All of this advancement focused of Oswald Boelcke’s personal experience. He quickly finds himself especially adept at using the airplane as a weapon scoring victory after victory, eventually downing 40 enemy aircraft. He is also a writer, keeping a journal of his experiences in the form of letters to his family and friends which was a major source for R.G.’s book. This skill allowed him to formally write down his “dicta”, his doctrine of eight points for a successful fighter pilot. His success in the air along with his formal dicta and leadership skill led his higher command to allow him to form his own squadron. Higher authority was so confident of his abilities that he was given carte blanch to pick and train his own pilots and personnel. His squadron, Jasta 2, becoming so successful that it was named after him following his death, and continues to be so today.

R.G.Head’s book is a compelling page turner for anyone interested in WWI aircraft and tactics. General Head’s writing is enhanced by over one hundred personal quotes from Boelcke and his fellow aviators on both sides of the front. R.G. Head is a retired Air Force Brigadier General and fighter pilot having flown the F-100, F-4 and A-1 and 325 combat missions in Vietnam; he knows of what he is writing. His encyclopedic documentation of the experiences of Oswald Boelcke and the birth of the German Air Force is augmented with seven appendices covering a Boelcke chronology and victory list, a list of Jasta Boelcke aces, victories and losses an evolution of the Albatros fighter, and other contemporary views on aerial tactics.

Additionally, he includes a list of terminology and aircraft, source notes, hundreds of endnotes, an extensive bibliography and an index. If you wish to see more of General Head’s work, you can see cutaway one quarter scale model of the Albatros D.II and accompanying Oswald Boelcke exhibit at the San Diego Aerospace Museum and a six foot wing span model of the Fokker Dr.I Triplane hanging in the Coronado, CA library. R.G. Head gives the reader a book that is both exceedingly readable and informative and well worth the price. Pick up a copy and check it out.

A 6 foot model built by R. G. Head of a Fokker Dr.1 1917 triplane hangs in the Coronado Library.

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True Story Thud Pilots- the Rest of the Story Submitted by LCDR Tom Phillips, USN (Ret.)

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hud Pilots is a documentary directed by Mark A. Vizcarra. The film gave a brief sketch of the introduction of the F-105 in the late 50's and its place in Europe for the one-way nuclear mission against the Soviet Union. Most of the film covered its use in Rolling Thunder strikes against North Vietnam. There is a notable interview with a former Thud driver involving a Navy H-2 rescue of a downed pilot. The H-2 was from the USS Halsey (DLG-23) on air-sea rescue and ASW duty off the coast. The H-2 was ordered in for rescue of the pilot. Low on fuel, the pilot, Bob Cooper went under a low overcast layer in mountainous terrain, plucked the pilot with the jungle penetrator, then made for the coast. The Skipper of the Halsey ordered flank speed in the direction of where the H-2 was expected to coast out and probably go in the drink. Fortunately Cooper got the H-2 to the ship. Afterward the crew chief measured the H-2 fuel remaining at five gallons!

This was one of many rescues by HC-1 Det 9’s Clementine Two from USS Halsey (DLG-23), stationed at South SAR. The photo at the right is a famous one and tells the REST of the story of the rescue of Vic Vizcarra.

Vic was picked up from the darkness of down in the jungle and hoisted up to a black silhouette above him. Being a US Air Force "fighter pilot" (The AF calls all their planes which are not big bomber or cargo planes "fighters." But the Thud, while perhaps capable of a dogfight was not really for that but was for tactical bombing), he did not know one helicopter from another and SURELY this was the case for a NAVY helicopter.

Heck our guys didn't know much more than him if they knew more.

P.J. were both surprised by a bunch of flash bulbs going off as several men captured the great moment in the history of USS Halsey. The flashes clearly startled Vic and P.J., but Vic's swarthy complexion was a better contrast to his wide WHITE eyes than the actual same expression on P.J. When this particular photo was developed, the amused sailors posted it on the mess decks as a photo caption contest. The Winner? "A SHIP? I thought I'd been RESCUED!"

He just assumed he had been rescued by the USAF as he had not been briefed in detail about Navy SAR. So he was a bit surprised when one of the crewmen tossed him a life jacket to don. He thought to himself that he really had a small chance of going down into the Mekong River, the only body of water in his Op Area.

When they landed aboard Halsey, he still had no idea had been rescued by the Navy. Pitch dark by then, and as he stepped down to the flight deck, assisted

by Airman Recruit P.J. Meier, he and

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Around the Regions Region 1- Viejas Fleet Up

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n the middle of January on a brisk sunny afternoon, HSM-41 assembled with its newly graduated students for a Fleet Up event to scope out the site for this years NHA Symposium. And man did it not disappoint! Congratulations to our newest Romeo fleet pilots and fair winds and following seas as you all head out on your first deployments. The venue was beautiful with a newly remodeled hotel and casino with a great outdoor space complete with a pool and cabana area. With plenty of casino games to tickle your fancy, everyone should have a fantastic time at the symposium this spring. So pack your swimsuit, set your spending limit, and be ready to soak up all of the industry magic at this year’s NHA Symposium!

Region 1's PAR Dinner

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egion 1's Quarterly FAR event was a luncheon was held at an old favorite NASNI eatery, Coronado's Mexican Village (the restaurant formerly known as Mexpac). It was well attended and enjoyed by all. The next FAR event is planed to be a dinner at Mexican Village with a guest speaker.

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Spring High’s New Navy JROTC Facility Named after CAPT James C. Boyer, USN (Ret)

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he Spring, Texas ISD Board of Trustees voted unanimously to name the new Navy JROTC building, under construction at Spring High School, the James C. Boyer NJROTC Building, after the retired Navy captain who has led the program there for more than 18 years, serving thousands of students during that time.

“Captain Boyer is someone who really has the right stuff,” said Trustee Deborah Jensen, who noted Boyer received his pilot wings in 1976, two years after graduating from the U.S. Naval Academy. “He’s had an amazing career… and he’s so modest about it.”

Boyer’s name will appear on the new free-standing Navy CAPT James Boyer, USN (Ret.) JROTC building being constructed as part of the 2016 bond Boyer’s name was brought forward to the board by his program approved by voters that will also bring a new ninthsecond in command at Spring High School, retired Master grade center to the east side of the campus.

Chief Mark Clarke, who praised Boyer for his patience, professionalism and passion. “I was told during the The new building will accommodate the largest Navy onboarding process by multiple people, ‘If we want it done JROTC program in the state and the third largest in the country, with more than 500 students enrolled. Many of the to perfection, we call Captain. He does it better than right.’” students taking part in the program have gone on to secure He added that Boyer is known for his selfless service and ROTC scholarships for college or prestigious service academy commitment to the district and its students. “No matter appointments. the time, day or night, he is standing by to assist or he will get it done himself,” Clarke said. “Everyone can learn from “We have become the crown jewel of these programs,” Jensen said, adding that Boyer’s efforts have resulted in $145 Captain Boyer and what he does day in and day out to change the lives of people for the better.” million in scholarships offered to students over the years.

“I think we couldn’t have a better tribute than to name this Boyer said he was surprised to learn on Wednesday facility after Captain Boyer.” that the new building will carry his name. Designed by architecture firm PBK, the facility will be located between Boyer has been with the district since 2001, after retiring the new ninth-grade center and the main high school and from active service. During his distinguished Navy career, will feature a firing range, classrooms, boys and girls restroom he was a pilot, flying primarily helicopters and serving in and changing areas, uniform storage and an armory. a variety of roles with increasing responsibility, including Commanding Officer of the Helicopter Anti-Submarine “I’m definitely honored and it is certainly appreciated,” Squadron Light FOUR SEVEN (HSL-47) in San Diego, Calf. In 1994, he joined the faculty of the Armed Forces Staff Boyer said. He added that the development of the Navy JROTC program and the new building has been a “team College and in 1997 joined the faculty of Rice University effort.” and Prairie View A&M University.

His military decorations include Legion of Merit and the Defense Meritorious Service Medal.

“We could spend the evening praising his accolades,” said Trustee Justine Durant. “We’re very fortunate to have someone of this quality to guide our students.”

“I am so looking forward to being in there and having a new facility where we can do a lot more with our kids,” he said. He noted that there are many scholarship opportunities for students with competitive shooting skills, with the new facility opening more doors in that area.

Board members on Tuesday also said they were looking forward to opening the new building and holding an official ceremony. “Captain Boyer is a model of servant leadership,” said Trustee Winford Adams Jr. “I fully support this.”

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Around the Regions Rotorhead Rumble is planning a Sea King Reunion in Jacksonville The Ole Jax “RotorHeadRumble” Sea King H-3 Reunion is in work, probably March-April, 2020 in Jax. Check the NHA Facebook group page (https://www.facebook.com/groups/58314869184/) for information. CAPT Al Ferber, USN (Ret.), CAPT Rich Strickler, USN (Ret.) former CO HS-15 and NAS Corpus Christi and CAPT Hardy Kirchner, USN (Ret.) former CO of HS-12 are the POCs and working on it. They are looking for input on how many folks would be interested in attending. Contact “RotorHeadRumble” Committee at rotorheadrumble@gmail.com

Golden Gater Reunion in Alameda HS-85 Reunion is scheduled for August, 2020 aboard the USS Hornet Museum in Alameda California. Make your plans now. Join the HS-85 Facebook group for more information.

Golden Gater Sea King flies over an Arco tanker off the coast of San Francisco Bay, CA in the 1980s.

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HS/HSC-6 REUNION will be held during the NHA 2019 Symposium Don't Miss Out!

Save the date:

Wednesday, 15 MAY 2019 1800-2200 Viejas Resort Willows Hotel Poolside Check the NHA website for more details www.navalhelicopterassn.org

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Command Updates First of 10 New TH-57 Flight Simulators Ready for TRAWING 5 Helicopter Training Operations

By Julie Ziegenhorn, NAS Whiting Field Public Affairs

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n a ceremony onboard Naval Air Station Whiting Field yesterday, Training Air Wing Five (TW-5) accepted the Navy’s first new TH-57 flight simulator in nearly 40 years. The new simulator is now available for helicopter training operations.

According to CDR Aaron Beattie, TRAWING 5 Rotary Simulator Integration Lead officer, “This simulator represents a significant technology advancement and upgrade to naval aviator training tools. It improves our ability to train student aviators in night vision environments and the simulator displays are a vast improvement over the 1980s technology our current simulators afford.”

For the past 30 years, Training Air Wing Five has trained all United States Navy, Marine Corps, and Coast Guard helicopter pilots at Naval Air Station Whiting Field. In 1981, the Navy transitioned to the instrument rated TH-57C Sea Ranger platform, which included flight simulators. Those original simulators have been used to train pilots since that time.

Ribbon cutting for new trainer

In December 2014, the Navy made the decision to upgrade the TH-57 simulators with new devices as part of a larger goal of modernizing the entire helicopter ground training system. The new simulators will serve to produce a more effective and lethal aviator who is better prepared to carry out Naval helicopter aviation missions. The advanced simulator technology will improve Crew Resource Management (CRM) training, simulation of challenging weather environments, and visual scene representation.

“The new training applications these simulators provide will increase the students’ field of view, night vision and all weather training—features we couldn’t do before in the previous simulator,” Beattie commented.

The Navy will receive three Level 6 and seven Level 7 simulators. The Level 6 devices are stationary cockpits with seat queuing vibration with a full visual screen that wraps around the cockpit. The Level 7 devices are full motion cockpits with a slightly larger field of view. Also included in the upgrade will be a central control station that will provide the capability to link all ten simulators together in a single virtual environment. This significantly improves training by adding the ability to fly aircraft in formation and in an instrument training environment, with the added feature of student aviators being able to communicate with one another to more closely simulate their flying experience.

“The student aviators will experience training features that will enhance their learning, including the central control station that will allow linked training. They will benefit from training in the safe environment,” explained Beattie. He went on to say that, “all of the team members from the three helicopter squadrons, FlightSafety Systems, Frasca, Aechelon and so many who contributed their efforts made this new advancement a reality. We can’t thank you enough.”

After ten months of coordination between FlightSafety Systems International, Frasca International, Aechelon Technology, and the U.S. Navy, the first of the three Level 6 devices was accepted in a brief ceremony yesterday, with the additional two scheduled for acceptance next month. The Level 7 devices are on contract for delivery beginning in May 2019 and ending February 2020, with the central control station scheduled for acceptance in July 2019.

Mr. Hector Zarate, President of FlightSafety Service Corporation, spoke during the ceremony and said, “our mission is to provide unparalleled training to our student aviators. We’re thrilled to have been given an opportunity to be a part, and making students ready to defend the nation— that’s what this is all about.”

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HSM-70 Celebrates Ten Years of Excellence

By LTJG Rachael E. Davis, USN

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n February 14th, 2019, Helicopter Maritime Strike Squadron 70 (HSM-70) the Spartans, celebrated their 10th anniversary since commissioning in 2009. The occasion was marked by a gathering of guests and squadron members in the NAS Jacksonville Ceremonial Hangar, featuring remarks by current Commanding Officer, CDR Kenneth “TED” Colman, and guest speaker COMHSMWINGLANT Commodore Mike “Dream” Weaver. In the past decade, the Spartans have completed three deployments, all with Carrier Strike Group 2 (CSG-2) and Carrier Air Wing 8 (CVW-8). The squadron has flown over 16,000 sorties amassing over 42,000 flight hours during this time.

with detachments on CSG-2 ships and USS Roosevelt (DDG 80). Over the course of this nine month deployment, the Spartans flew over 6,700 flight hours, primarily in the Surface Warfare (SUW) and Anti-Submarine Warfare (ASW) roles operating in the Arabian Gulf supporting combat operations against the Islamic State of Iraq and Syria (ISIS).

Most recently, Sparta deployed again with CSG-2 ships to include USS Hué City (CG 66), between January and August of 2017. While deployed, HSM-70 supported Operation Inherent Resolve from the eastern Mediterranean Sea and the Persian Gulf, performing SUW and ASW roles and participating in joint exercise Saxon Warrior with the Royal Navy and her newest flagship, HMS Queen Elizabeth (R08).

HSM-70 employs the mighty MH-60R Seahawk multi-mission helicopter with the primary role in the Strike Group being to provide a continuously updated surface picture to the Commander enabling informed decision-making within the battle space. In addition, HSM-70 serves as the Strike Group’s only organic submarine defense asset capable of locating, tracking, and destroying subsurface threats. As a secondary mission, HSM-70 has the ability to conduct electronic surveillance and gather intelligence and can perform non-combat operations including vertical replenishments and logistics.

Currently, HSM-70 Detachment 1 pilots, aircrewmen and maintainers are embarked in Standing Nato Maritime Group One (SNMG-1) flagship USS Gravely (DDG 107) executing operations in the North Sea and Baltic Sea. HSM70 Detachment 1 is the only operational unit in CVW-8 to deploy since the Wing returned from deployment in August of 2017.

The Spartan’s maiden deployment took place between May and December of 2011 aboard USS George H. W. Bush (CVN 77) and included detachments of aircraft, pilots, aircrewmen, and maintainers embarked in USS Gettysburg (CG 64), USS Truxtun (DDG 103), and USS Philippine Sea (CG 58). While deployed, the squadron conducted operations in support of Operations New Dawn and Enduring Freedom in the Persian Gulf, the Arabian Sea, the Gulf of Aden, and the Black Sea. The squadron’s second deployment was between February and November of 2014 also aboard George H.W. Bush (CVN 77) Commanding Officer, CDR Kenneth R. Colman (on the left) with the Commodore, CAPT Michael J.Weaver (on the right) walking over to conduct the cake cutting for the ceremony.

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Command Updates Warlords Have a New Warlord

By LT Ben Taylor, USN

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tsugi Japan -- Helicopter Maritime Strike Squadron (HSM) 51 held a change of command ceremony January 16th at Naval Air Facility Atsugi. CDR Justin Banz relieved CDR Christopher Morgan as the squadron's Commanding Officer.

transitioned to the MH-60R Seahawk. He served as a Fleet Replacement Squadron Instructor and Department Head.

CDR Banz then reported to Expeditionary Strike Group 3 at Naval Base San Diego where he served as the Assistant Operations Officer and the Humanitarian and Domestic Disaster lead planner. For his Department Head tour, CDR Banz returned to fleet with the Magicians of HSM-35.

While at HSM-35 he served as Squadron Maintenance Officer where he oversaw the initial certification of the MH-60R Seahawk and MQ-8 Firescout. CDR Banz was selected as the Squadron Officer of the Year in 2013. After completing his Department Head Tour, CDR Banz attended the United States Naval War College where he graduated with distinction earning a Masters in National Security and Strategic Studies.

CDR Morgan assumed command of the HSM51 Warlords in October 2017. During his time as Commanding Officer, the squadron deployed detachments on 9 separate occasions and safely executed 4,281 flight hours.

CDR Morgan began his operational flying career with Helicopter Anti-Submarine Squadron Light (HSL) 45 and participated in several Fifth and Seventh Fleet operations and exercises. During his shore tour as an instructor pilot assigned to HSM-41, he earned his Seahawk Weapons and Tactics Instructor (SWTI) designation and went on to serve as squadron Tactics Officer; he also qualified as a MH-60R pilot. In 2008, CDR Morgan returned to the fleet as a Weapons and Tactics Instructor for HSL43. Following his SWTI Tour, CDR Morgan traveled to Atsugi, Japan and reported to HSL-51. As a Warlord, he completed deployments as Officer-in-Charge Detachment 3.

He finished his tour as squadron Maintenance Officer, and was selected as the 2012 Officer of the Year. In 2012, CDR Morgan reported to US European Command and served as an action officer and Executive Officer for the J-3 Integrated Air and Missile Defense (IAMD) Division. Commander Morgan’s next assignment is with OPNAV N2/N6, Washington, DC. CDR Justin Banz, a native of Tucson, Arizona, graduated from the United States Naval Academy in 2001. After earning his wings of Gold and initial qualification in the SH-60B Seahawk, CDR Banz reported to HSL-51 in May 2004. As a Warlord, he participated in numerous deployments in the Western Pacific where he served as Detachment Operations and Maintenance and Squadron Quality Assurance Officer.

Following his time at HSL-51, he reported to HSM-41 and Rotor Review #144 Spring ‘19

CDR Jay Russo assumed the duties of HSM-51 Executive Officer. A native of Manchester, Connecticut, Commander Russo graduated from the United States Naval Academy in 2001 and was designated a Naval Aviator in February 2003 flying the SH-60B Seahawk. Prior to being assigned to the Warlords CDR Russo served as the Executive Officer of HSM-40 Airwolves.

Originally established in 1991 as Helicopter AntiSubmarine Squadron Light (HSL) 51, HSM-51 provides combat ready detachments of pilots, aircrew, and maintenance technicians for deployment in support of Seventh Fleet operations.

An MH-60R Sea Hawk helicopter attached to the "Warlords" of Helicopter Maritime Strike Squadron (HSM) 51 participates in a scheduled photo exercise. U.S. Navy photo

by Mass Communication Specialist 2nd Class Matthew C. Duncker.

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HSM-41 Celebrates African-American History Month with Guest Speaker RDML Alvin Holsey

By LT Brian Sprague, USN and AWR1 William Petri, USN

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he “Seahawks” of Helicopter Maritime Strike Squadron FOUR ONE (HSM-41) joined the rest of the Nation in celebrating African-American History Month on February 25th by pausing operations to reflect on the proud heritage of African-Americans in uniform. HSM-41 had the privilege of hosting RDML Alvin Holsey, Commander, Carrier Strike Group ONE (CSCG-1), who offered remarks to a hangar full of sailors and guests from the entire Helicopter Maritime Strike RDML Alvin Holsey, Commander, Carrier Strike Group ONE, speaks with AWRAN Alfred G. Wing Pacific community.

Haslerig III and LT Aric McGee about their relatives who served with the Tuskegee Airmen.

RDML Holsey spent his Photo credit: MC1 Arthurgwain L. Marquez, USN early career flying SH-2Fs and SH-60Bs, commanded the “Easy Riders” of HSL-37 and later the amphibious assault ship USS MAKIN ISLAND. He paid homage to African-American servicemembers who fought for a country that did not recognize them as equal citizens.

“Throughout the history of our country, men and women of color have stood proud to defend our nation, our values, our ideas, and our way of life...Even when some of those ideas didn't totally apply to them” he said, referencing famous combat units such as the 54th Massachusetts Infantry Regiment, the Buffalo Soldiers, and the Tuskegee Airmen.

The Tuskegee Airmen, also known as “Red Tails”, were one of the most highly decorated units in World War II, flying 1,578 combat missions. Over the course of the war, the Tuskegee Airmen earned one Silver Star, 96 Distinguished Flying Crosses, 14 Bronze Stars, eight Purple Hearts, 744 Air Medals, and three Distinguished Unit Citations. They were collectively awarded the Congressional Gold Medal on 29 March 2007.

The legacy of the Tuskegee Airmen lives on today throughout the Armed Forces. In the halls of HSM-41, LT Aric McGee and AWRAN Alfred Haslerig III continue the proud tradition of service that was established by their relatives in World War II. Their history is quite unique. LT McGee’s relative, Colonel Charles McGee, USAF (Retired), joined the Tuskegee Airmen in 1942 and flew 409 combat missions during World War II, the Korean War, and the Vietnam War. He amassed 6,300 flight hours and is credited with downing a German fighter during a bomber escort mission over Czechoslovakia in 1944. AWRAN Haslerig’s grandfather, Captain Claude A. Rowe, first flew with the Royal Canadian Air Force before joining the Tuskegee Airmen in 1945 flying B-17s. Captain Rowe was the first African-American to earn two sets of wings from different countries. After World War II, he flew intelligence gathering missions over Korea. One such flight discovered atomic weapons tests which were conducted by the Soviet Union.

Today we honor these men as heroes, but take time to reflect upon the struggles they faced throughout their lives. Our nation was truly blessed to have been served by these individuals and today we remember their accomplishments. These accomplishments laid the groundwork for RDML Holsey, LT McGee, AWRAN Haslerig, and countless other warriors who built on their legacy of courage and competence under fire.

RDML Holsey offered a message of unity, saying “We need to remember, that Black History is American History. It's not separate, you can't have one without the other. Sure, there have been different journeys, different dreams, different lives, but there is still only one America.” In closing, RDML Holsey stated: “My takeaway for you today is simple: We are one Navy Team and our people are our strength...All of our people!”

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Command Updates Ice Cream Social Aboard USS Mason

by LTJG Kayla Alexander HSM 46 DET 3

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ecently HSM 46 Detachment 3 embarked USS Mason (DDG-87) in support of SWATT, Surface Warfare Advanced Tactics Training. As a Junior Officer on my first underway, I had the pleasure to interact with our maintenance personnel on a regular basis aboard the ship while underway. For SWATT, we had the opportunity to integrate with the USS Mason in supporting of both Surface and Anti-Submarine Warfare missions. In order for us to operate effectively, it is important to remember that our greatest resource is our Sailors. We are all away from the comfort of being home, so it is important that we come together to take time to enjoy the little things such as the traditional Ice Cream Social.

As a brand new Junior Officer on her first underway, serving ice cream was a great opportunity to meet the Sailors of the USS Mason, especially those we don’t get to interact with on a daily basis. It isn’t just about serving ice cream though; it is about being present and taking the time to get to know people. So many of our Sailors come from different backgrounds, and it’s that diversity that plays a critical role in mission success.

Having opportunities to come together is vital to our operation as a team of teams, and gives us the ability to do something outside of scheduled events. It was eye opening to see the Detachments maintenance effort in order to sustain operational readiness for ship and air detachment. With scheduling conflicts, watches, and maintenance to be done, it can be difficult to accomplish. From my perspective, I have seen a strong push by the Command to create opportunities for team building up and down the chain of command in both social and professional venues.

This being my first time aboard the ship, having opportunities such as a simple Ice Cream Social is a perfect way for Junior Officers, like myself, to meet their Sailors and learn from them. Many individuals who I may not have met offered advice, sea stories, and general encouragement that proved to be helpful in adjusting to the “new normal” that is ship life. I look forward to more opportunities to “serve” with those deployed as I progress through my first tour.

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Navy's First Vertical Lift Squadron VRM 30 Stands Up at North Island

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he Navy held a ceremony Dec. 14 at Naval Base Coronado to commemorate the establishment of Fleet Logistics Multi-Mission Squadron (VRM) 30, the Navy’s first CMV-22B squadron.

VRM-30 was established to begin the Navy’s transition from the C-2A Greyhound, which has provided logistics support to aircraft carriers for four decades, to the CMV-22B, which has an increased operational range, greater cargo capacity, faster cargo loading/unloading, increased survivability and enhanced beyondline-of-sight communications compared to the C-2A.

Squadron plank owners reveal the new logo for Fleet Logistics Multi-Mission Squadron 30 “Titans” (VRM-30) at the establishment ceremony as CDR Trevor F. Hermann, Commanding officer, VRM-30, looks on. U.S. Navy photo by Mass Communication

"Where no instructions existed, no patch existed, no ‘here’s how Specialist 2nd Class Chelsea D. Meiller, USN. we are going to perform our duties everyday’ existed, this team will define that. And it’s exciting because we can establish right off the bat those best practices,” said VADM DeWolfe H. Miller III, USN, Commander, Naval Air Forces. “This platform is our future and when you look at the nature of the future fight, we need that versatility, that flexibility that’s going to be provided in every subsequent squadron that transitions.”

The first CMV-22B aircraft are scheduled to be delivered to the squadron in FY20. While VRM-30 awaits the arrival of the CMV-22B, Navy pilots and maintainers will train with the United States Marine Corps, which has flown the MV22 since 2007. As the C-2A squadrons stand down, their pilots and aircrew will transition to the CMV-22B. The final C-2A squadron is scheduled to stand down in FY24.

The CMV-22B is the U.S. Navy version of the V-22 Osprey, a multi-engine, dualpiloted, self-deployable, medium lift, vertical takeoff and landing (VTOL) tilt-rotor aircraft.

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Command Updates NightDippers on the Job during COMPTUEX

By LTJG Brian Lugavere, USN

ATLANTIC OCEAN (Jan. 27, 2019) Spanish marines from the Alvaro de Bazan-class Spanish navy frigate ESPS Méndez Núñez (F 104) conduct a boarding exercise aboard the fleet replenishment oiler USNS Leroy Grumman (T-AO 195) from an MH-60S Seahawk helicopter assigned to the Nightdippers of Helicopter Sea Combat Squadron (HSC) 5. Méndez Núñez is underway and conducting group exercises as part of Carrier Strike Group (CSG) 12. CSG-12 is underway conducting Composite Training Unit Exercise (COMPTUEX). The components of CSG-12 embody a “team-of-teams” concept, combining advanced surface, air and systems assets to create and sustain operational capability. This enables them to prepare for and conduct global operations, have effective and lasting command and control, and demonstrate dedication and commitment to becoming the strongest warfighting force for the Navy and the nation. U.S. Navy photo by Mass Communication Specialist 3rd Class Clint Davis, USN.

VIRGINIA BEACH, Va. (Jan. 16, 2019) Explosive ordnance disposal (EOD) technicians assigned to EOD Mobile Unit 2 and Spanish marines from the Alvaro de Bazan-class Spanish navy frigate ESPS Méndez Núñez (F 104) pose for a photo after participating in a fast-rope exercise from MH-60S Seahawk helicopters from the Nightdippers of Helicopter Sea Combat Squadron (HSC) 5. Méndez Núñez is scheduled to train and conduct group exercises as part of Carrier Strike Group (CSG) 12. U.S. Navy photo by Mass Communication Specialist 3rd Class Clint Davis.

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Helicopter Maritime Strike Wing Atlantic Squadrons Train in DESI-EX 18-02

By HSMWSL Public Affairs

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H-60R Squadrons from Helicopter Maritime Strike Wing Atlantic participated in DESIEX 18-02 from 27-31 August in conjunction with BAP Arica, a Peruvian Type 209 submarine, off the coast of Jacksonville, Florida. The exercise provided crews the opportunity to train against a real-world target under challenging conditions that are difficult to fully capture in the simulator environment. DESI-EXes provide training beyond what is capable in a HARP because of the nature of the target. No matter how well a target is modeled by a Mk-30 target acoustically, it is not a thinking, reacting submarine commander. Unclassified highlights from the exercise included a Hoist-Ex, all sensor searches of a geographic area, and passive only tracking.

During the Hoist-Ex, The World Famous Swamp Foxes of HSM-74 had the rare opportunity to hoist to and from the sail of the submarine. To prepare for this unique event, the HSM-74 crew briefed the submarine crew on procedures and what to expect during the event, including normal and emergency procedures. Pre-briefing the event was key, especially due to the international nature of the exercise. Briefing ashore under no-stress conditions was essential, rather than trying to coordinate such a complex evolution over the radio during the event.

For the search events, squadrons were tasked to clear a set geographic area utilizing all of their sensors. Typically, crews are provided with a generous DATUM to base their search on. This virtually guarantees unambiguous contact, provided they execute the correct tactics, and allows the training mission to proceed and complete its specific objectives. For these live events, no such aid was given. This forced the crews to evaluate the best sensors to use for the given area, examine the data gathered by those sensors, and then evaluate if what they were detecting was, in fact, contact. Forcing the crews to analyze the data, rather than just accepting it as valid contact, improves their overall competence in the ASW mission set.

One full day of the exercise was dedicated to passive-only tracking, a mission which is returning to prominence. MH-60R crews tend to be very comfortable and proficient tracking actively, but can sometimes become overly reliant on it. Emphasizing passive tracking and attack tactics helps fight an over reliance on one sensor type and ensures that crews remain proficient in an essential skill set. Component commanders need to have the option to covertly monitor and track submarines throughout the world and Romeo crews must be able to provide that capability. Certain sorties were also provided the opportunity to alert the submarine to their simulated attacks by dropping Mk-84 ESUS from the helicopter. This was extremely beneficial as it allowed both the submarine crew a chance to practice their evasion tactics and the helicopter crews a chance to maintain contact and attack criteria on an alerted and evasive submarine.

Overall, the exercise was extremely successful for all parties involved. The crew of the BAP Arica honed their edge against advanced ASW helicopters and our MH-60R crews prosecuted a real-world responsive target under realistic environmental conditions. The value of this training is hard to replicate in a simulator as there is no substitute for two groups of professionals playing to win against one another.

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Engaging Rotors

November 30, 2018 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; 1stLt. Patrick J. O’Kane, USMC, HT-28; LTJG Jake P. MacLeod, USN, HT-8; 1stLt. Daniel M. Kearney, USMC, HT-8; LTJG Jacob L. Mendelson, USN, HT-28; 1stLt. Matthew T. Mc Clellan, USMC, HT-8; ENS. Bradley A. Markley II, USN, HT-28, Col David C. Morris, USMC, Commodore TRAWING 5.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; LTJG Naveen F. Gupta, USN, HT-28; 1stLt. James D. Kang, USMC, HT-28; LTJG Janis Petrovics, USN, HT-8; 1stLt. Jackson R. Niketas, USMC, HT-28; LTJG Ryan Smith, USN, HT-18; 1stLt. Michael G. Stickel, USMC, HT-28, CAPT Frank Byron Ogden, USN, Executive Officer, Tactical Training Group, Atlantic (Guest Speaker).

BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; LTJG. Ahmed Fahad Alraini, RSNF, HT-8; LTJG. Robert D. Warley, USN, HT-8; 1stLt. Preston E. Green, USMC, HT-8; ENS. Adam C. Brawer, USN, HT-8; 1stLt. Joshua D. Moore, USMC, HT-8; LTJG Curtis L. Noel, USN, HT-28.

December 14, 2018 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; 1stLt. Austin F. Lancaster, USMC, HT-8; LTJG. Brendon J. Lee, USN, HT-28; 1stLt. Gavin R. Rich USMC, HT-8; ENS. John L. Merkley, USN, HT-8; LTJG David G. McCalib, USN, HT-18, Col. David C. Morris, USMC, Commodore TRAWING 5.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; 1stLt. Robert T. Gavin, USMC, HT-28; LTJG Spencer M. Jones, USN, HT-28; 1stLt. Jonathan S. Sivils, USMC, HT-18; 1stLt. Christopher B. Stebbins, USMC, HT-18; CAPT Kevin Kennedy, USN, Commodore HSCWINGPAC (Guest Speaker).

BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; LTJG Cody S. Veach, USN, HT-18; LTJG. Ross C. Holcomb, USN, HT-18; LTJG Colton R. Schiefer,USN, HT-18; LTJG Vincent P. Lewandowski, USCG, HT-8.

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January 11, 2019 TOP ROW: CDR Nathan K. Moore, USN, Executive Officer, HT-28; LTJG Billy J. Chisum, USN, HT-8; LTJG Grant S. Starnes, USN, HT-8; LTJG Anthony A. Savola, USN, HT-28; LTJG Michael J. Franklin, USN, HT-28; LTJG Robert C. Johannsen, USN, HT-18; LTJG Martin J. Larson, USN, HT-18; LTJG Luis, Nebot Pitarch, SPN, HT-18; 1st Lt John R. Marino, USMC, HT-18; LTJG Stephen J. Kussmaul II, USN, HT-8.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; 1stLt. Walker S. Mook, USMC, HT-18, LTJG Kellen A. French, USCG, HT-28; ENS Nathan T. Dunham, USN, HT-18, 1stLt. Alexander J. Lee, USMC, HT-28; LTJG Matthew N. Megli, USN, HT-8; 1stLt. Jonathan C. Shomsky, USMC, HT-28; 1stLt. Andrew N. Mendez, USMC, HT-28; LTJG Paul M. Powers, USN, HT-18; LTJG Patrick W. Martin, USN, HT-18; Col David C. Morris, USMC, Commodore TRAWING 5.

BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; LTJG Ian M. Grover, USN, HT-28; LTJG Glenn A. Getty, USN, HT-8; 1stLt. Karah M. (Brown) Jaeb, USMC, HT-8; LTJG Casey J. Fall, USCG, HT-28; LTJG Rebecca M. Modiano, USN, HT-28; LT Alyssa P. Fuller, USCG, HT-18; LTJG Margaret B. Van Gorder, USN, HT-28; LTJG Christina M. McGee, USCG, HT-28; LTJG Michael B. McGee, USCG, HT-28; RDML Matthew P. O’Keefe, Deputy Commander Naval Air Force Atlantic (Guest Speaker).

January 25, 2019 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; LTJG Andrew W. Stueckemann, USN, HT-28; ENS Brian A. Evertson, USN, HT-8; LTJG John P. Gildersleeve, USN, HT-28; LTJG Salvador A. Fernandez, USN, HT-8; 1stLt. Rory C.S. Gross, USMC, HT-18; LTJG Nathaniel D. Wilson, USN, HT-18; Col David C. Morris, USMC, Commodore TRAWING 5.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; LTJG Derek E. Cruz, USN, HT-8; ENS Joseph Douglas R. Dube, USN, HT-18; 1st Lt Jahziel J. Sanchez,USMC, HT-28; 1stLt. Alexander M. Obremski, USMC, HT-28; LTJG Shannon E. Yancy, USN, HT-8; LTJG Tyler D. Williams, USN, HT-8; 1stLt. Daniel J. McCaffrey, USMC, HT-28; CAPT Tim Kinsella, USN, Prospective Commanding Officer NAS Pensacola, FL (Guest Speaker).

BOTTOM ROW: CDR Jessica R. Parker, USN, Commanding Officer HT-8; ENS Kelly E. Evertson, USN, HT-18; LTJG Lena A. Reid, USN, HT-18; LTJG William L. Whitaker, USN, HT-28; LTJG Devaughn A. Blake, USN, HT-28; LTJG Kyle C. Kuykendall, USN, HT-18; LTJG Gabriella C. Deza, USCG, HT-18; 1stLt. Karly E. Boettcher, USMC, HT-18; LTJG Whitney A. Heer, USN, HT-8.

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February 08, 2019 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28; ENS Thomas J. Wilson, USN, HT-28; ENS Thomas J. Pecor, USN, HT-28; LTJG Jacob C. Pitkin, USCG, HT-18; ENS David A. Wert, USN, HT-18; 1stLt. Dakota T. Ritz, USMC, HT-18; Col David C. Morris, USMC, Commodore TRAWING 5.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; 1stLt. Kyler S. Fricke, USMC, HT-18; 1st Lt. Jared B. Luebbers, USMC, HT-8; 1st Lt. Erik A. Shinkle, USMC, HT-8; LTJG Peter Y. Fulton, USN, HT-28; CAPT Timothy McGuire, USCG (Ret.), T-6B Simulator Instructor, NAS Whiting Field (Guest Speaker).

BOTTOM ROW: CDR. Jessica R. Parker, USN, Commanding Officer HT-8; 1st Lt. Kristine H. Doan, USMC, HT-18; 1st Lt. Jacob G. Koscil, USMC, HT-8; LTJG Conor C. Regan, USCG, HT-18; LTJG Kyle J. Nolan, USCG, HT-8; ENS Quinn R. Stanley, USN, HT-8.

February 22, 2019 TOP ROW: Lt.Col. Gregory R. Curtis, USMC, Commanding Officer HT-28; LTJG William B. Hoad, USN, HT-8; 1st Lt. Jody C. Lamb, USMC, HT-28; 1st Lt. Dryn H. Dubios, USMC, HT-8; CAPT Doug Rosa, USN, Commodore TRAWING 5.

MIDDLE ROW: CDR Kenneth M. Kerr, USN, Commanding Officer HT-18; LTJG James S. Stavdal, USN, HT-8; 1st Lt. Michael T. Volta, USMC, HT-18; ENS. Marshall P. Yaklin, USN, HT-28; ENS. Stephen M. Phillips, USN, HT-8; BOTTOM ROW: CDR. Jessica R. Parker, USN, CO HT-8; ENS. Michael T. Maxwell, USN, HT-28; LTJG Brittany D. Pierce, USN, HT-8; ENS. Haruku J. Earney, USN, HT-18; LTJG Samantha R. Healey, USN, HT-28; LTJG Justin L. Rioux, USN, HT-8; CAPT James L. Vandiver, USN, (Ret.), guest speaker.

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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 fixed-wing aircraft is safe on board. When tower calls the helicopter to pass “Charlie” to a landing spot, the crew knows the fixed-wing recovery is complete, all is well, and it is time to come back. Hence, the statement appears appropriate that someday we will receive our own “Signal Charlie” and will be called home for a final landing.

Signal Charlie has been created to inform our membership and honor the passing of fellow unrestricted aviators. It is only as good as the information we receive. If you have an obituary or other information that you would like to provide concerning the passing of a shipmate, co-worker, or friend of the community please contact the NHA national office at signalcharlie@navalhelicopterassn. org and we will get the word out.

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CAPT Bradley Alwin Butcher, USN (Ret.)

APT Bradley Alwin Butcher, USN (Ret.) 83, of Pensacola, Florida passed away on December 17, 2018. He was born in Chippewa Falls, Wisconsin to the late Earl H. and Bernice Pauline Butcher of Amery, Wisconsin.

A 30-year Navy veteran, Captain Butcher earned his wings and was designated as a naval aviator in Pensacola, Florida, Naval Helicopter Designator Number 4185 on 27 June 1958 and was subsequently assigned to Anti-Submarine Squadron Five (HS-5) based at Naval Air Station (NAS), Key West, Florida. During the Cuban Missile Crisis in 1962 he took part in the Navy-Air Force support operations in the Florida Straits.

In true full circle style, Capt. Butcher was assigned to NAS Pensacola, Florida in 1984 as commanding officer of the naval station, where he retired in 1987 and ended his 30 year career as a United States Navy officer at the same place that it began.

CAPT Butcher’s passions were HAM radio, woodworking and antique car restoration. He is survived by his wife, Cleon R. Butcher; sons, Gregory Alan Butcher and Bryan Lee Butcher ( Elizabeth Marie Butcher); grandchildren Kylee Elizabeth Butcher and Kelsey Briane Butcher. Arrangements have been entrusted to Woodlawn Funeral Home in Gotha, Florida.

Full Military Honors were bestowed upon interment at The Barrancas National Cemetery at Naval Aviation Museum, NAS Pensacola, Florida in Bradley’s name on Monday, January 7, 2019. In lieu of flowers, the family invites you to please consider making a donation to The National Naval Aviation Museum, NAS Pensacola, Florida.

AWRC Manuel “Manny” Otero Jr., USN (Ret.)

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WRC Manuel “Manny” Otero Jr., USN (Ret.) passed away on December 21, 2018 at Grossmont Hospital in La Mesa, CA. He was born in Chicago Illinois March 27, 1965. Manny spent his younger years in Chicago, Melbourne, and Lafayette. He was a graduate of Comeaux High School class of 1983 and went on to attend Northeastern Louisiana University (NLU). In 1985 while in college he decided to enlist in the US Navy. His family eventually joined him in San Diego where he spent his entire Navy career. Over the course of 22 years of service he was deployed multiple times to the Western Pacific and Persian Gulf. He accrued over 4000 hours of flight time in the SH-60B Seahawk. His example of leadership and a life of dedication earned him the rank of Chief Petty Officer. As an instructor at HSL-41 and later HSM-41, Manny passed on his extensive knowledge of the LAMPS community, and the Navy as a whole, to subsequent generations of young “Padawans” as he called the student aircrewmen. His dedication and commitment ensured the rich and honorable traditions of Naval Aircrewmen would continue to serve our Navy.

Outside of the Navy, Manny was well known for his larger than life personality and sense of humor. In addition to his service to our country he had a passion for entertainment. He was a disc jockey for more than 20 years and was well known in the DJ/events industry. Upon retirement from the Navy he continued to demonstrate his passion for service through his leadership with the Us4Warriors Foundation supporting Veterans and active duty families. Manny is survived by his brothers Matt, David, and Tony, his sister Julissa, and his mother Betty.

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CAPT William Charles Powell, USN (Ret.)

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irginia Beach – Captain William Charles Powell (known as “Pappy” to some and “Papa” to others) died Tuesday, February 5th, 2019, one day shy of his 85th birthday. His parents were Lowell and Isabel Powell of Ahoskie, NC. Captain Powell loved his country and enlisted in the Navy NAVCAD in 1954 becoming a commissioned officer after his designation as a naval aviator in 1956. CAPT Powell was Navy Helicopter Designator Number 3152 and received his wings on October 12, 1956 in HTU-1 at NAS Ellyson Field, Pensacola, Fl. During his naval career, he was stationed primarily on the east coast –including Key West, FL; New Iberia, LA; Corpus Christi, TX; Norfolk, VA; Newport, RI; Lakehurst, NJ; and Roosevelt Roads, Puerto Rico. Pappy loved to fly, his favorite being helicopters. He was the commanding officer of the first LAMPS squadron in the Navy (HSL-32) in Norfolk, VA , August, 1973 and retired after 26 years of service. Attending church, Duke basketball, ODU football, Monday night poker with the boys, and golf were his favorite activities in later life.

Papa loved and was devoted to his family. Left to cherish his memory are his wife of 62 years, Adelia White Powell; a daughter, Leigh Randolph Powell; a son, William Charles Powell, Jr (Karen); five grandchildren, Ashley Leigh Puvogel (John), Nathaniel Kirk Berkhimer, Michael William Powell, Anna Louise Powell, and Gabrielle Elizabeth McAfee; and three great grandchildren , Levi Joseph Berkhimer, Kinsley Leigh Puvogel, and Ellyson May Puvogel.

A memorial service was held on Sunday, February 10th, 2019 at Community United Methodist Church in Virginia Beach.

Captain Powell will be laid to rest at a later date in his birth place of Ahoskie, along with his only sibling, Thomas, who died on Christmas Day, 2018. In lieu of flowers, the family requests contributions to the Autism Society or National Multiple Sclerosis Society or a charity of your choice.

CAPT Carl J. Stokes, USN (Ret.)

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arl passed away on December 11, 2018 at home after a lengthy illness with COPD. He was born in Moultrie, Georgia on September 3, 1935 to Mary Brewer Stokes and Carl Julian Stokes. His family moved to Rome, Georgia in 1952 where he met his future wife, Katherine Lam. He went to Georgia Tech, and shortly after graduation in January 1958, he went to Pensacola, Florida to enter the Aviation Officer Candidate program. He received his wings on October 1,1959.

Carl was a Naval Aviator serving 24 years in numerous squadron tours, including HS-1, HS-2 (twice), HS-8, HS-10 and as XO/CO of the HS-4 Black Knights.

He was one of the five plank owners who formed TACTRAGRUPAC (Tactical Training Group Pacific), and after retiring, he worked there as a contractor with DDL Omni Engineering, designing and facilitating wargames to train senior officers and their staffs on how to fight their Carrier Strike Groups. He also attended the Naval War College and served on COMFAIRNORVA and COMCRUDESGRU THREE. An avid golfer in retirement, Carl loved spending time hitting the ball around at Sea N Air with friends and enjoying leisurely lunches at local golf clubhouses. Solana Beach, CA became a second home for him and Katherine as well as the whole family with many happy memories spent on the beach, kayaking, walking the shoreline and enjoying countless sunsets.

Regular trips to Atlanta, GA to visit family and friends and attend Georgia Tech football games were great fun for all and wonderful journeys down memory lane.

Carl is survived by his wife of 62 years, Katherine, a daughter Susan Short (Steve), a son Carl Jeffrey Stokes (Aimee), two Grandsons Matthew Short (Shanna) and Patrick Short, a three-year-old Great Granddaughter Amelia Short and his favorite four-legged pal, Mini. In lieu of flowers, the Stokes family requests that you make a donation to the American Lung Association.

If you have a sea, O club or golf story or an old photo to share please email to: psa425@yahoo.com Services for Captain Carl J. Stokes Jr. USN (Ret.) were held at Miramar National Cemetery, on Friday, January 4, 2019.

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CAPT Jack Evans, USN (Ret.)

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APT Jack R. Evans, USN (Ret.), former Commanding Officer of HS-8, Commanding Officer of USS Pyro (AE-24) and Commander, COMFAIRSANDIEGO passed away in San Diego on Tuesday morning February 26, 2019. CAPT Evans received his Navy Helicopter Designation as a CDR on November 17, 1961 in HT-8 and his Navy Helicopter Designator Number 5838.

Captain Jack R. Evans was 17 years old when he joined the U.S. Navy in June 1941. He was assigned to the USS Tennessee BB43 out of boot camp. The day after reporting to the Tennessee, the ship departed for Pearl Harbor. Jack was assigned as a lookout and on December 7, 1941 he was in the Crows Nest as a lookout. He was wounded in the legs that day and was awarded the Purple Heart.

Jack knew that he wanted to fly and kept applying for the Aviation Unit. June 9, 1943 he was assigned to become and enlisted pilot. He received his pilots wings in January 1945 and was promoted to Ensign on January 24, 1945. Jack flew many aircraft during his 33 years in the service. He flew PBM's and PBY's and later helicopters.

During the Vietnam War he was assigned as Commanding Officer of the USS Pyro (AE-24) from December 1969 till January 1971 and delivered ammo up and down the Mekong River.

Jack was sent to UCLA for 5 terms of college to achieve the academic equivalent of wartime Naval Academy graduates.

From there he went to General Line School at Newport, Rhode Island. He eventually pursued his education with a Bachelor’s Degree from the University of Maryland and his Masters in International Affairs at Georgetown University. He also attended the U.S. Air Force War College as a Navy exchange student. Jack spent two tours at the Pentagon which he requested.

Jack served as the Force Plans Officer for COMNAVAIRPAC prior to becoming Chief Staff Officer for Commander Fleet Air San Diego at NAS North Island. He then assumed Command of Fleet Air San Diego and following a name change to ASW Wing Pacific Fleet served as Commander until he was relieved by RADM James B. Stockdale. Jack stayed on as ADM Stockdale's Chief of Staff until Jack retired in October 1974 with 33 years of service. He then held a mobilization billet as a Convoy Commodore for the next eleven years, with a mobilization rank of one star.

During his active Navy Career, he flew more than 5,500 pilot hours in over 25 different types of Navy aircraft. He received 21 medals and awards including the Meritorious Service Medal, The Bronze Star, The Purple Heart and the Air Medal, plus several additional citations. He holds a specialty code as a Strategic Planner.

Internment was in April, 2019 at Fort Rosecrans National Cemetery, Point Loma, San Diego, California.

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CAPT William Dale “Bud” Pocklington, USN (Ret.)

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APT William Dale “Bud” Pocklington, USN (Ret.) former Commanding Officer of HC-1, passed away on February 22, 2019 at Sharp Memorial Hospital, San Diego California. Born in Lake County, Ill, the fourth son of seven boys of William and Hilda Pocklington, Bud set the example for the rest of the family by being the first high school, and college graduate in the family. Graduating from Zion High School, Bud was encouraged to enlist in the Navy by his High School football coach the Commanding officer in the Navy Air Reserve Squadron at NAS Great Lakes Ill. While in college he was an Aviation Storekeeper Petty Officer in the Naval Reserve. He received his Bachelor of Arts Degree in Business Economics from Whitworth College in 1955. After being commissioned an Ensign in December 1956, and awaiting orders to Flight Training he was assigned as Air Intelligence Officer at Los Alamitos, Long Beach, California. Bud received his wings in November 1959 at Corpus Christi, Texas.

His first squadron, Airborne Early Warning Barrier Squadron Pacific, (AEWBARRONPAC), Midway Island Bud was trained in the Lockheed EC 121 Super Constellation (Willy Victors) . At tour's completion Bud requested assignment to Helicopters. CAPT Pocklington received his Navy Helicopter Designation in HT-8, NAS Ellyson Field, Pensacola, FL April 19, 1961 and is Navy Helicopter Designator Number 5558. During his first tour in HS-4 he made two Western Pacific deployments aboard anti-submarine carrier USS Yorktown, and flew the HSS-1N, the first helicopter equipped for night instrument operational anti-submarine warfare. During his tours at NAS Ream Field, Bud’s other military assignments include the following squadrons HS-10, also HS-2, and HS-4, flying the H3 A/D/F. In March of 1967 he reported to the United States Military Assistance Command Vietnam, Saigon, where he was assigned to Plans and Special Projects in the Joint Operation Division, Combat Operation Center in country for 12 months 1967/68 during the TET offensive. This is where he was exposed to Agent Orange which would effect him 45years later and end his life.

After completion of the Senior War College at New Port R.I. Bud returned to NAS Ream Field and HC-1 completing his XO/CO tour, which also included the last at SEA recovery with Navy Seals and a H3 aircraft, on February 8, 1974 This also was the first time an Apollo splashdown was not broadcast live by television and world news.

Completing his tour at HC-1 and assigned to Naval Air Systems command, he worked the new development of the V-22 Osprey. Sea duty required Bud to return to DESRON staff duty in San Diego, CA. This tour of duty and his next one involved the Light Airborne Multi-Purpose System (LAMPS) His Surface Command was in ASW/Combat for support for all Pacific commands, as the senior Aviator at Commander Naval Surface Forces. Captain Pocklington has earned the Bronze Star Medal, Air Medal, Combat Action Ribbon, Navy Unite Commendation Medal, Meritorious Unite Commendation Medal, in addition to various campaign and service awards.

Bud completed 30 years of service and retired from Commander Naval Air Forces Pacific in 1986. He soon was elected to public office, just 30 days after retirement as a Board Director on the South Bay Irrigation District and conjunction with the Sweetwater Authority a local Water Board in South Bay, San Diego County. His experience and service to his community saw him being re-elected 6 more times completed 28 years service to his community. Other boards he served on during this time was Local Formation Commission (LAFCO), San Diego County Water Authority, and the Metropolitan Water District of Southern California.

In 2014 Bud was diagnosed with health issues due to being exposed to Agent Orange and was given an option to have a Left Ventricular Assist Device (LVAD) operation which included an electrical pump of 1.3 lbs placed inside his body and made part of his heart and blood circulate which is used in heart transplant recipients. On January 29, 2014 after a 9 hour he had the procedure and lived somewhat a comfortable life until 2019 when his heart became weaker and could not keep him alive and passed away at Sharp Memorial where he had the LVAD put in place five years earlier.

Services were held at Miramar National Cemetery in San Diego, California, on March 7, 2019. Bud is survived by his wife of 57 years Bess, two sons, William and David, two granddaughters Ashley and Taylor and 4 great grand children. In lieu of flowers please make a gift donation to the Wounded Warriors Project.

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CAPT Lowell E. Perry, USN (Ret.)

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APT Lowell E. Perry, USN (Ret.) age 88, died in his home on November 27th, 2018. He was born in Watertown, SD to Gilbert and Clara Perry, the fifth of seven children.

He enlisted in the Navy in 1948 and was a radioman on the USS Cutlass (SS-478) for two years. He was selected for flight training as a NavCad, receiving his wings of gold as a naval aviator in March 1953. His initial tour was in VP-48 in San Diego flying seaplanes, deploying to the far east. His next duty was as a flight instructor for three years at Sherman Field, followed by helicopter training at Ellyson Field, Pensacola FL. Subsequent sea tours included HU-1 at Ream Field, CA. deploying to Japan; HS-5 Quonset PT, RI. flying H3’s deploying to the med; HC-1 flying H2s out of Cubi Point, Philippines as Officer in Charge DET Cubi which deployed for SAR missions off North Vietnam during the Vietnam War. Returning to the East Coast, he was commanding officer of HC-4 at NAS Lakehurst, NJ. and later as air boss on the USS Guam out of Norfolk, VA. CAPT Perry graduated with distinction from the Naval War College, and earned a MS in International Relations from George Washington University. He also graduated from the State Department’s Senior Seminar in Foreign Policy. From there he was assigned to the Joint Chief ’s of Staff (J-5) as his final Navy duty. He retired in August 1974.

He loved flying, logging nearly 7000 hours. He was awarded the Legion of Merit for his works on the expansions of the Indian Ocean Island base of Diego Garcia which subsequently came into play in the ensuing 1st Gulf War. View the full obituary and leave a message for the family at http://www.pmgfuneralhome.com/obituaries. He was laid to rest with his wife, Gloria, at Pensacola Memorial Gardens.

CAPT Sherman R. Snyder, USN (Ret.)

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APT Sherman R. Snyder, USN (Ret.), former Commanding Officer of HS-3 passed away Sunday, January 6, 2019.

CAPT Snyder is Helicopter Designator Number 2559. He received his wings from HTU-1 at NAS Ellyson Field, Pensacola, Fl on August 15, 1955. CAPT Sherman was OINC of HA-(L)-3 Det 3 in Vietnam flying UH-1B Huey gunships from June of 1968 through February 1969. He received 1 Air Medal (Single Action), 13 Air Medals (Strike/Flight), RVN Cross of Gallantry (Individual level) for his war service. Sherm was XO under Duke Dominque in HS-3 with sea periods on the USS Yorktown CVS-10 and eventually as CO of HS-3 during deployment on the USS Forrestal CVA-59.

Laurence Bennett Timm

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aurence Bennett Timm (65) of Sherborn, passed away on Monday January 28 after a long battle with Glioblastoma. He was the beloved husband of Anne Casey (Timmins) Timm and the proud father of Evan Joseph and Jackson Spencer. He is survived by his “big” brother Spencer Timm, his wife Ruth and his adored nephews Jeremy and Joshua Timm. He is predeceased by his father Sidney and mother Helen.

Larry grew up in the Little Neck section of Queens playing basketball in the schoolyard with a fierce passion. When the NBA did not come calling he headed to SUNY Binghamton graduating in 1974 with a degree in Biochemistry. While pursuing a PhD at Brandeis, Larry realized a white lab coat was not his future and so traded that for a different white uniform, heading to Navy AOCS in Pensacola Florida.

Larry served as a Naval Intelligence Officer for 5 years active duty including deploying aboard the aircraft carrier USS America as Air Intelligence Officer for HS-12. He served another 5 in the ready reserves. He departed the service as a Lieutenant Commander having been awarded a Navy Commendation medal. The Navy and Larry’s passion for public service had a pivotal impact on his life. He cherished the friendships and lessons that have lasted a lifetime and developed a deep love of country that informed most of his life decisions.

A Celebration of his Life was held on Sunday, February 10, in the Pilgrim Church, 25 S. Main St., Sherborn, MA For further information, or to sign a memorial guestbook, please visit: www.everettfuneral.com

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Aircraft Flown:___________________________________________________________ Mailing Address: ___________________________________________________________________ City: ________________________________________________ State_____ Zip Code____________ Unit / Squadron ____________________ Current Assignment____________ Ship / Station_________ Warfare Community (i.e. HSC / HSM / HM / VMM / CG) _____________________________________ Primary Phone Number: ______________________________________ Home

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Email Address:______________________________________________________________________ Levels of Membership: 1 year - $40.00

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Now is an exciting time to become a member of NHA!