Rotor Review Fall 2024 #166 "Why We Fight"

Why We Fight

In this Issue: Why We Serve Why I Fight

My Father, the Navy’s First Helicopter Pilot From Concept to Capability: The Evolution of the V-22 Osprey DETing Out to Sea – One Last “Oh By the Way…”

October 13, 1775

A CMV-22B Osprey assigned to Fleet Logistics Multi-Mission Squadron (VRM) 50 prepares to launch on its inaugural flight September 21, 2021 from Naval Air Station North Island. U.S. Navy photo by Mass Communication Specialist 2nd Class Chelsea D. Meiller.

Rotor Review (ISSN: 1085-9683) is published quarterly 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.

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 Force, and keeps membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing and Tilt Rotor Communities.

FOCUS: Why We Fight

Beyond the Rescue..........................................................................................................................24

Why We Get in the Cockpit Every Day: An Editorial on the Commitment of Naval Pilots and Aircrewmen By CMDCM (NAC/AW/SW) Keith “Flip” Griffin, USN (Ret.)

The Pursuit of Happiness: Reason Enough to Stay?................................................................36 By LCDR Kenny "Rudder" Garrison, USN

Undateable? Debatable…A Response to “Navy Helicopter Pilot’s Mission: ...................40 Find Love - What Happens When the Job Makes You Undateable?”

By LT Alex "CRITR" Hosko, USN

What Keeps Me Going...................................................................................................................42 By AWR2 Kaleb Mantela, USN

FEATURES

Why I Fight......................................................................................................................................44 By Jeremiah Farwell, USN The CMV-22 OSPREY: A Game-Changer for Today’s

Tomorrow’s Contested Combat Logistics Support By MajGen Tim Hanifen, USMC (Ret.)

My Father, the Navy’s First Helicopter Pilot.............................................................................48 By RADM Peter Booth, USN (Ret.)

From the Pages of My Logbook: Three Sea Stories................................................................52 CDR “Dangerous Dave” Diamond, USNR (Ret.)

Allied Seas Lead to Allied Skies....................................................................................................55 By LT Joshua "Shrek" Simon, USN

DETing Out to Sea - One Last “Oh By the

By LT Kevin “Speshal K” Schwind, USN

Glimpse at Why We Train.........................................................................................................58 By LT Richard Wheeler, USN Friends from Down Under...........................................................................................................59 By LT Pat "Waldo" Colley, USN Naval Aviator Wins Department of Defense Spirit of Hope Award..................................60 after Donating Bone Marrow From CNATRA Public Affairs

Rotor Review Editors in Chief

Wayne Jensen - John Ball - John Driver - Sean Laughlin - Andy Quiett - Mike Curtis

Susan Fink - Bill Chase - Tracey Keefe - Maureen Palmerino - Bryan Buljat - Gabe Soltero

Todd Vorenkamp - Steve Bury - Clay Shane - Kristin Ohleger - Scott Lippincott

Allison Fletcher - Ash Preston - Emily Lapp - Mallory Decker - Caleb Levee

Shane Brenner - Shelby Gillis - Michael Short - Annie Cutchen - Elisha Clark

COLUMNS

Notes from the Principal

At Hook '24

DEPARTMENTS

Industry and Technology

From Concept to Capability: The Evolution of the V-22 Osprey........................................44 By CAPT Chris “chet” Misner, USN (Ret), Bell Strategic Pursuits

Squadron Updates

Helicopter Sea Combat Squadron Three Welcomes New CO..........................................62 By Mass Communication Specialist 1st Class Sara Eshleman, USN

Change of Command ................................................................................................................64

Off Duty

Feeding the Hungry Market.........................................................................................................66 By CAPT George Galdorisi, USN (Ret.)

"Black Hawk: The Story of a World Class Helicopter” By Ray D. Leoni.............................68

Reviewed by LT Naveen “Nurse” Gupta, USN

"Igor Sikorsky the Russian Years" by K. N. Finne.......................................................................69 Reviewed by LCDR Chip Lancaster, USN (Ret.)

Movie Reviews ..............................................................................................................................70

Shadow in the Clouds and First Man - Reviewed by LCDR Chip Lancaster, USN (Ret.)

Engaging Rotors.............................................................................................................................72

Signal Charlie.................................................................................................................................76

CAPT A.E. Monahan, USN (Ret.)

CAPT Mark R. Starr, USN (Ret.)

CAPT A.F. Emig, USN (Ret.)

Mr. H. Nachlin

Navy Helicopter Association Founders

CDR H.F. McLinden, USN (Ret.)

CDR W. Straight, USN (Ret.)

CDR P.W. Nicholas, USN (Ret.)

EDITOR-IN-CHIEF

LT Samantha "Amber" Hein, USN 1samhein@gmail.com

ASSISTANT EDITOR-IN-CHIEF

LT Quinn "Charity" Stanley, USN qrstanley@gmail.com

MANAGING EDITOR

Allyson "Clown" Darroch rotorreview@navalhelicopterassn.org

COPY EDITORS

CDR John Ball, USN (Ret.) helopapa71@gmail.com

CAPT John "Assassin" Driver, USN (Ret.) jjdriver51@gmail.com

LT Becca "Blink" Modiano, USN rmodiano1@gmail.com

AIRCREW EDITOR

AWR1 Navin "Bollywood" Bhatia, USN nivan514@gmail.com

COMMUNITY EDITORS

HSC VACANT

HSM

LT Abby "Abuela" Bohlin, USN akguerra023@gmail.com

LT Thomas "Buffer" Marryott, Jr., USN tmarryott@gmail.com

LT Christian "Barney" Lavachek, USN lavachekc@gmail.com

LT Elisha "Grudge" Clark, USN elishasuziclark@gmail.com

HM

LT Eric "TOD" Mott, USN ejm29@pm.me

USMC EDITORS

Maj. Nolan "Lean Bean" Vihlen, USMC nolan.vihlen@gmail.com

Maj. Michael "Chowdah" Ayala, USMC michael.ayala@usmc.mil

USCG EDITORS

LCDR Marco Tinari, USCG marco.m.tinari@uscg.mil

LTJG Eric Bertulaitis, USCG eric.k.bertulaitis1@uscg.mil

TECHNICAL ADVISOR

LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com

CDR D.J. Hayes, USN (Ret.)

CAPT C.B. Smiley, USN (Ret.)

CAPT J.M. Purtell, USN (Ret.)

CDR H.V. Pepper, USN (Ret.)

National Officers

President...........................................CAPT Tim Rogers, USN

Vice President ..................................CDR Ryan Brown, USN

Executive Director................CAPT Jim Gillcrist, USN (Ret.)

Director of Marketing...........................Mrs. Megan Buriak

Managing Editor, Rotor Review........Ms. Allyson Darroch

Retired Affairs...................CDR Mike Brattland, USN (Ret.)

Legal Advisor...........................CDR Chris Cooke, USN (Ret.)

VP Corporate Membership...CAPT Tres Dehay, USN (Ret.)

VP of Membership.............LCDR Brendan McGinnis, USN

VP Awards......................................CDR Justin Waskey, USN

VP Symposium 2025.......................CDR Ryan Brown, USN

Principal Trustee..................CAPT Sandy Clark, USN (Ret.)

Secretary....................................................LT Lena Reid, USN

Special Projects........................................................VACANT

NHA Branding and Gear..........................................VACANT

Senior HSM Advisor.............AWRCM Nathan Hickey, USN

Senior HSC Advisor..................AWSCM Shane Gibbs, USN

Senior VRM Advisor................AWSCM Tom Kershaw, USN

Directors at Large

Chairman..............................RADM Dan Fillion, USN (Ret.)

CAPT Gene Ager, USN (Ret)

CAPT Dennis DuBard, USN (Ret.)

CAPT Bill Personius, USN (Ret.)

CAPT Mario Mifsud, USN (Ret.)

CAPT Arne Nelson, USN (Ret.)

CAPT Matt Schnappauf, USN (Ret.)

CAPT Ed Weiler, USN (Ret.)

CAPT Al Worthy, USN (Ret.)

CAPT Tres DeHay, USN (Ret.)

CAPT Richard Whitfield, USN (Ret.)

LT Brendon Lee, USN

AWRCM Nathan Hickey, USN Naval

Junior Officers Council

Nat’l Pres.................................

LT Brendon "McP" Lee, USN

Region 1..................................LT Lena "Donkey" Reid, USN

Region 2 ......................LT Bryan "Schmitty" Schmidt, USN

Region 3......................LT Peter "Chick-a-Fil" Shelton, USN

Region 4......................LT Conner "Pickles" Armitage, USN

Region 5...............................LT Adam "Beaker" Grant, USN

Region 6..............................LT Zach "Burnout" Kiehn, USN

NHA Scholarship Fund (NHASF)

President .............................CAPT Arne Nelson, USN (Ret.)

Executive VP/ VP Ops ...CAPT Todd Vandegrift, USN (Ret.)

VP Plans................................................CAPT Jon Kline, USN

VP Scholarships ........................................................VACANT

VP Finance ...................................CDR Greg Knutson, USN

Treasurer........................................................Ms. Jen Swasey

Webmaster........................CDR Mike Brattland, USN (Ret.)

Social Media ..............................................................VACANT

CFC / Special Projects ...............................................VACANT

www.navalhelicopterassn.org

Regional Officers

Region 1 - San Diego

Directors ......................................CAPT Will Eastham, USN

CAPT Ken Colman, USN

CAPT Chris Brenner, USN

CAPT Nathan Rodenbarger, USN

President................................CDR Kevin Ringelstein, USN

Region 2 - Washington, D.C.

Director .....................................CAPT Ed Weiler, USN (Ret.)

President ..........................................CAPT Tony Perez, USN

Co-President.................................CDR Pat Jeck, USN (Ret.)

Region 3 - Jacksonville

Director.....................................CAPT John Anderson, USN

President..............................................CDR Phil Krites, USN

Region 4 - Norfolk

Director........................................CAPT Steve Thomas, USN

President .................................CDR Jeremiah Farwell, USN

Region 5 - Pensacola

Director ........................................CAPT Kenneth Kerr, USN

President .............................. ....CDR Darin Stockman, USN

2024 Fleet Fly-In Coordinators.........LT Adam Grant, USN

LT Mike Twardy, USN

Region 6 - OCONUS

Director ........................................CAPT Manny Pardo, USN

President ..............................CDR Tommy McDonald, USN

NHA Historical Society (NHAHS)

President............................CAPT Bill Personius, USN (Ret.)

VP/Webmaster..................CDR Mike Brattland, USN (Ret.)

Secretary................................LCDR Brian Miller, USN (Ret.)

Treasurer...........................CDR Chris Fitzgerald, USN (Ret.)

S.D. Air & Space Museum.....CAPT Jim Gillcrist, USN (Ret.)

NHAHS Committee Members

CAPT Dennis DuBard, USN (Ret.)

CAPT Mike Reber, USN (Ret.)

CAPT Arne Nelson, USN (Ret.)

CAPT Jim O’Brien, USN (Ret.)

CAPT Curtis Shaub, USN (Ret.)

CAPT Mike O’Connor, USN (Ret.)

CDR John Ball, USN (Ret.)

CDR Chris Fitzgerald, USN (Ret.)

LCDR Chip Lancaster, USN (Ret.)

AWRCM Dave Crossan, USN (Ret.)

Why We Fight: A Reflection for the Rotary Wing Community

By RADM Dan "Dano" Fillion, USN (Ret.)

In the high-stakes world of Naval Aviation, where the skies and seas present challenges that push human limits, the question of why we fight becomes more than just rhetoric. For the Rotary Wing Community — the pilots, maintainers, and aircrewmen of the United States Navy — this question cuts to the core of who we are and what we do. It defines our purpose, fuels our drive, and strengthens our resolve in the face of adversity. The answer lies not only in the principles we are sworn to uphold, but in the deeply personal connections we share with our country, our fellow warriors, and our families.

At its most fundamental level, we fight to support and defend the Constitution of the United States. This is the oath we took when we donned the uniform, and it is a solemn commitment to safeguard the ideals of democracy, justice, and liberty. The Constitution is more than a document—it is the framework of our government, the beacon that guides our nation’s course, and the foundation upon which our freedoms are built. Every mission we undertake, whether it’s conducting SUW, ASW, SAR, or logistical support, is rooted in this larger purpose. We are entrusted with the defense of a system of governance that has stood for over two centuries as a symbol of hope and freedom, not just for Americans, but for people around the world.

The Rotary Wing Community plays a unique and vital role in this mission. Our aircraft operate in environments that are often remote, hostile, and unforgiving. Whether patrolling the seas or providing air support to troops on the ground, we are the forward-deployed face of naval power. We are the eyes in the sky, the rescue force that pulls Sailors from perilous waters, and the guardians who ensure our Fleet’s dominance in both peace and war. Every time a helicopter lifts off the deck of a destroyer or aircraft carrier, it carries with it the weight of this responsibility. We are at the cutting edge of defending democracy, ensuring that America remains a force for good in an increasingly volatile world.

Inextricably linked to our defense of the Constitution is the fight against those who would seek to destroy it—terrorism and extremism in all its forms. The global war on terror has defined much of the past two decades, and as Naval Aviators and Aircrew, we have been at the forefront of this battle. The 9/11 attacks, which claimed the lives of nearly 3,000 innocent people, were a stark reminder that the forces of hatred and tyranny are not distant threats. They are real, present, and determined to undermine the very freedoms we hold dear. Beyond the abstract ideals of democracy and freedom, we fight for each other. In the cockpit of a helicopter or on the flight deck of a ship, there is no room for individualism. We are a team, and our success depends on our ability to trust and rely on one another. The bonds between a pilot, aircrewman, and maintainer are forged in shared hardship, mutual respect, and a common sense of purpose. We train together, we fly together, and in the most challenging moments, we fight together.

The Rotary Wing Community knows better than most that our missions are rarely simple. The hours are long, the conditions often harsh, and the risks ever present. But we endure because we know that the person standing next to us would do the same. We are bound by a commitment to something greater than ourselves, a commitment to the men and women who share our journey. Whether it’s the maintainers and plane captain making sure the aircraft is ready for the next mission, the pilot navigating through a storm, or the aircrewman gaining contact on a hostile threat, we are all part of a tightly woven fabric of teamwork and dedication. We fight for the person beside us, for the squadron, for the Navy, and for the country we serve.

Finally, we fight for our families. The loved ones we leave behind when we deploy are our greatest source of strength and motivation. They are the reason we endure the long hours, the dangerous missions, and the months away from home. When we step into the cockpit or onto the flight line, we carry with us the knowledge that our actions help to safeguard the future of our children, our spouses, and our communities. Our families are the silent partners in our service, making sacrifices of their own so that we can fulfill our duty. We fight to protect the life we share with them, to ensure that they can live in peace and security, free from the threats that plague so much of the world.

In the end, the reasons we fight are as diverse as the men and women who serve in the Rotary Wing Community. We fight for the Constitution, for democracy, for freedom, and against terrorism. We fight for each other, for our comrades-in-arms, and for the generations that will follow. And above all, we fight for our families, whose love and support sustain us through the toughest of times.

As always I am,

V/r & CNJI (Committed not Just Involved), Dano

National President's Message

Why We Fight

By CAPT Timothy "Buck" Rogers, USN

Greetings from NHA!

I am just coming up to speed as the new National President and am excited, honored, and proud to be able to take the controls from CAPT Tommy “Smokey” Butts and join this fantastic organization. NHA does so much to keep the Rotary Wing and Tilt Rotor Community strong. Smokey had an incredible run that culminated in the best NHA Symposium that I have seen in my career… BZ! Along with living legend CAPT Jim “Super G” Gillcrist, USN (Ret.) and the rest of the amazing staff and volunteers, both civilian and active duty, we are in great hands!

Once this issue hits the Fleet, we will be inside a month from the kickoff of the annual Gulf Coast Fleet Fly-In (GCFFI). We are really looking forward to getting the Rotary Wing band back together to welcome and mold the Student Naval Aviators and Aircrew Students about to join our ranks. This is a great event and provides an opportunity to rebase our peerless CNATRA instructors on the latest developments in the Fleet as well as provide a tangible example of “Why” we train the way we do to the SNAs. We get this done by having Fleet Aviators flying Helos and Tilt Rotor come to Whiting and show our students what they can expect once they get to their operational squadrons. GCFFI is scheduled 28-31 October.

“Why We Fight” is the theme for this edition and provides a personal look from multiple levels of leadership across the Rotary Wing enterprise on what inspires and motivates our members to serve. As I look back on my twenty years in service, I realize that for me personally what started my journey has not been what keeps me around. Like many shipmates, service has been a family calling spanning four generations, the last three in the Navy (go Army once and that is a generational lesson learned). It started with listening to stories of great port calls, chasing the Soviets or sobering accounts of WW2. Along with moving around the world, these experiences led me to NROTC at Villanova University, keen on experiencing a “Great Adventure” before I grew up and joined a civilian career field after I hit my MSR.

What I didn’t account for when mapping my future was how much I would love squadron life. The challenge of changing jobs almost yearly keeps everything dynamic and fresh. Scheds-O, Line DIVO, DET MO, QAO, FRS Instructor, NATOPS Evaluator, Admin-O, DET OIC, Squadron MO, XO, and Skipper… I loved them all. More importantly, the relationships built along the way fed and nourished my desire to serve. Flight school friends with whom I instructed became fellow DHs and even COs and somewhere along the way my best friends. Sailors I deployed with as a JO rising up and leading Maintenance Departments, Aircrew Shops and even becoming CMCs. This has evolved to watching with pride JOs I led on detachment get OIC tours of their own and DHs I served with in command selecting to lead Squadrons in their own right. The ability to work with the finest people in our country is what separates this job from any other and what sustains my hunger to continue.

Something that was not apparent to me initially is that other than your first JO Sea Tour, every subsequent tour you are faced with deciding if you want to stay in service. For younger generations, this calculus is complicated by the Blended Retirement System (BRS) which changes the financial dynamic of having to wait until 20 years before being vested for retirement. This repeating inflection point never gets easier and the hope is that this issue of Rotor Review will aid in that continuous process.

Fly Safe and V/R, Buck Did you know that you can take your copy of Rotor Review anywhere you want to go? Read it on your kindle, nook, tablet or on your phone. Rotor Review is right there when you want it. Go to your App Store. Search for Naval Helicopter Association Events. If you already have the NHA App, you will need to refresh the App. On the home screen, hit the Rotor Review button. It will take you to Issuu, our digital platform host. There you can read the current magazine. Scroll down to "Articles." This option is formatted for your phone. You can also view, download or print the two page spread. You also have access to all previous issues by searching on Google for Rotor Review or browsing through Issuu's Website. If you still have Issuu's App for mobile reading, please be aware that they discontinued it.

Read Rotor Review on your Mobile Device

From the V.P. of Membership

Our Call to Serve

By LCDR Brendan "BradChad" McGinnis, USN

Ivividly remember a fall day in second grade, playing kickball in gym class outside Cecil Elementary, in a small town near Pittsburgh. During our game, a 4th-grade teacher rushed out and yelled, “Code Red!” My friend and I raced up the hill to get inside.

That day, in a kid’s eyes, turned into an extended indoor recess—either in the classroom or the gym. We were too young to understand what was happening.

When I got home, my mom explained that planes had crashed in several places across the country. As a child, I couldn’t comprehend why that was such a big deal. It felt like these things happened a million miles away and didn’t have anything to do with us.

Later that evening, I learned that my dad’s best man in their wedding, Ken Waldie, had been on Flight 11, the first plane to hit the Twin Towers. Ken was a graduate of the U.S. Naval Academy, Class of ‘78, and had served as class president all four years—an unprecedented accomplishment, but not surprising to those who knew him.

In the years that followed, a scholarship was created in Ken’s honor, funded primarily through an annual golf outing where I volunteered. I was too young to remember ever meeting Ken, but every year I watched people fly in from across the country to honor him. They spoke so highly of his character that I thought, “If I could live a life where even half as many people said those kinds of things about me, that would be a life well lived.”

After learning about Ken and his commissioning through the Naval Academy, I explored every path that could lead me to wear the uniform—whether through the Naval Academy, ROTC, or OCS. Ultimately, the specific route didn’t matter. I felt a deep need to be part of something bigger than myself. With my childhood dream of becoming a pilot aligning so naturally with my call to serve, I never considered a backup plan.

Now, reflecting on the last 10 years of my career, I’ve had the honor of meeting people who served alongside Ken and gaining my own experiences that help me understand why I continue to wear the uniform. On my most recent deployment, I led Sailors who weren’t even born until after 2001. So why do we keep serving? As I approach the end of my initial commitment, I realize it’s the people—the ones I’ve met, mentored, and led—that fuel my dedication. The relationships I’ve built and the positive influence I’ve both given and received are the stories I cherish most.

Keep taking care of each other and never stop being the difference.

Read more about Ken Waldie’s story: www.forukenny.com. Fly Navy and Never Fold,

LCDR Brendan “BradChad” McGinnis, USN

National NHA Vice President of Membership 724.809.6548

brendan.s.mcginnis.mil@us.navy.mil

BradChad and David "Deke" Philman, classmate of Ken and ANA Chairman

Why We Fight

By LT Brendon "McP" Lee, USN

Team,

I am very excited to take the controls and run as the new JO National President. I look forward to working for you over the next year to improve NHA and hold the most successful NHA Symposium yet.

My goals and priorities are as follows:

Social Media: A weekly “Fleet Friday” spotlight where a new squadron is featured weekly. The post will include deployment videos and pictures with a short write-up to be posted on the Instagram account. I need buy-in from all of you to make this happen!

Developing a team of JOs who want to see improvements in NHA and Symposium, specifically a social media team who will work together to make this goal a reality.

Improving our website to make it more user-friendly for registration and improving the content of the website to include Fleet pictures and deployment videos.

Creating a way for members to submit feedback from the previous Symposiums on our website to prevent repeat gripes in our SOE and transportation barriers.

Transparency in all of our operations by using JO feedback to make NHA what the Fleet wants from us. This comes from open communication between the national, regional, and squadron levels.

I work for all of you. Please don’t hesitate to tell me how to better serve you this upcoming year.

V/r,

Brendon “McP” Lee

Executive Director’s View

Why We Fight

By CAPT Jim Gillcrist, USN (Ret.)

ThoughI am no longer on active duty, I feel compelled to respond to the theme of this issue of Rotor Review, “Why We Fight?”

The following reasons fueled my motivation to serve and put it all on the line if necessary:

• Mom and Dad both served in the Navy. Mom graduated from Berkeley with a B.S. in Chemistry and became one of the Navy’s first Aviation Physiologists. Dad graduated from the Naval Academy, became a Naval Aviator, and flew 167 combat missions in Vietnam.

• Dad had four brothers from a large Irish Catholic Family – all five sons served in either the Navy or Marine Corps while Mom’s only brother served in the Navy.

• This family history of service became my motivation to serve – certainly, all the sea stories shared and passed along through my childhood and as a young adult sealed the deal.

My sense is that we serve and fight in Naval Aviation and as a Naval Rotary Force to make a difference for our shipmates, family, and country. This is why I remained on active duty for 27 years. The flying was awesome, but halfway through my first sea tour, on a second deployment as a Det MO, it became apparent that I loved leading and taking care of Sailors more. Deploying with HSL-37 Detachment Four afforded me the opportunity to make a difference in the professional and personal lives of the Sailors in my charge. These were “my Sailors.” We operated in a challenging environment, executed the mission, and brought the aircraft and everyone home. During deployment, AT1 Miller and AE2 Neuwirth were selected as Battlegroup Foxtrot Sailors of the Month. After deployment, AEAN Davis was command-advanced to AE3. These obscure recognitions still jazz me to this very day, more so than any end of tour award. Later in life, when an opening as NHA Executive Director presented itself, I accepted. It has been another opportunity to serve and give back to a unique professional organization comprised of pilots, aircrewmen, and maintainers – a family like no other. The relationships I made at the squadron and aboard the ship on deployment proved to be lifelong, enriching, and purposeful. If I could go back and do it all over again, I would do it in a heartbeat.

I hope you enjoy RADM Baze’s On Leadership Column and Commodore’s Corner by CAPT Thomas – you will NOT be disappointed.

Lastly: Save the date for the 2024 GCFFI / NHA Join-Up (28-31 October) at NAS Whiting Field. Go online to: https:// www.navalhelicopterassn.org/fleet-fly-in for more information and to register.

Please keep your membership profile up to date (mailing address and region affiliation). If you should need any assistance at all, give us a call at (619) 435-7139 and we will be happy to help – you will get Megan, Mike, Allyson, or myself.

Warm regards with high hopes, Jim Gillcrist

“Every Member Counts / Stronger Together”

Newly “Coined” Lifetime Members (LTM) in the Spotlight

LCDR Logan Sprague, USN LTM #730

AWR1 Todd Steill, USN LTM #887

AWFC Michael Dicks, USN LTM #968

LT Hussam Jaber, USN LTM #971

HM1 Mackenzie Gordon, USN LTM #973

LCDR Sean Skalski, USN LTM #976

LCDR David Liebe, USN

LTM #978

LT Joseph Faulkner, USN LTM #979

LT Natalie Jara, USN LTM #986

LT Brandon Mon, USN LTM #988

LT Robert Fricke, USN LTM #984

LCDR Robert King, USN LTM #989

LT Andrew Brown, USN / LTM #985 & LT Paul Kenney, USN / LTM #991

HSC-6 LTM “Tribe of Indians”

From the Editor-in-Chief

Why We Fight

By LT Samantha "Amber" Hein, USN

Hello, Rotor Review readers! I am excited to take over the reins as Editor-in-Chief from a fantastic friend and role model, LT Elisa “Grudge” Clark. Thank you, Elisha, for your leadership, guidance, and friendship over the last year. As I look toward the future, I am excited to continue to provide a forum for important and thoughtprovoking content, rotary wing and beyond. At Rotor Review, we have the opportunity to engage with and inspire the past, present, and future generations of Naval Aviation. My goal is to continue this tradition while keeping an eye toward the future. I want your feedback. How can we continue to remain relevant?

The topic of this issue, “Why We Fight,” is very near and dear to my heart. The Rotor Review Team found a common, recurring topic of discussion at the last NHA Symposium: retention. How do we keep people in the Navy and Naval Aviation? This sparked a thought. Why do people join in the first place? Sharing your stories of why you joined, what keeps you in the Navy, and what drives you out reminds us that everyone charts their own path in life. Why people join versus why they stay can drastically evolve through years of naval service.

Personally, I am blessed to come from a family with a strong tradition of military service. Virtually every man in my family served in a branch of the military for some period of time. Like many others, the events of 9/11 played a significant role in my decision to serve. My father, who earned a Bronze Star in Operation Iraqi Freedom, greatly influenced my own sense of patriotism.

While my patriotism remains as strong as when I first joined, it is the people I have encountered along the way who have truly made my service worthwhile. I have had the immense privilege of working alongside some of the best individuals imaginable. I am grateful to the Navy for introducing me to my husband, my closest friends, dedicated and talented Sailors, insightful leaders, and the finest aviation the world has to offer. Everyone has their own unique reasons for joining and leaving, and that's perfectly okay. I hope this issue provides you with a fresh perspective.

Why We Fight

By LT Elisha "Grudge" Clark, USN

Hello from cloudy Washington,

D.C.!

As I am no longer basking in the glory of sunny San Diego, it is with a heavy heart that I bid you all adieu as Editor-In-Chief of this amazing magazine.

I have been so thoroughly impressed with your work over this past year. When I look back upon all the lessons I’ve learned throughout the editing process, I take comfort in this very specific piece of knowledge: the work is never done.

That may seem like an exhausting and anxiety-inducing sentiment, but hear me out. Taking full advantage of historic Washington, I visited the National Archives earlier this week. As I stood among the most sacred documents our nation has to offer, something I always knew (but often forget) came to the front of my mind. Many nations regard the tombs of their kings and queens as the relics they hold in highest esteem; our nation is different. It is not a nation built around one person, or even a few people. It is a nation built for all people.

This issue is all about why we, as members of the Naval Aviation Community, have dedicated at least part of our lives to public service. Among its pages you’ll find stories of struggle and sacrifice. Time apart from families. Second guessing. Pushing past the breaking point. All of this to work toward a common goal: Standing up for the ideals put forth by a few rebels who risked everything for life, liberty, and the pursuit of happiness. That is why our work is never done. That is why I fight.

I want to extend a big thank you to Captain Gillcrist and Allyson Darroch, without whom this magazine wouldn’t be possible. I’d also like to thank everyone who was “bullied” by me into writing an article; whether it was compulsory or voluntary, I appreciate it greatly. Thank you for this incredibly rewarding opportunity to serve as your Editor-in-Chief.

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 rotary wing / tilt rotor industry, or of historical interest. Humorous articles are encouraged.

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Letters to the Editor

It is always great to hear from our membership! We need your input to ensure that Rotor Review keeps you informed, connected, and entertained. We maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints, or publishing corrections. Please advise us if you do not wish to have your input published in the magazine. Your anonymity will be respected. Post comments on the NHA Facebook Page or send an email to the Editor-in-Chief. Her email is elishasuziclark@gmail.com, or to the Managing Editor at rotorreview@navalhelicopterassn.org. You can use snail mail too

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Why We Fight - a Tribute

Some heroes are claimed too soon, their bravery and their sacrifice echoes eternally!

In the twilight of the ocean's vast embrace, Where the horizon meets the azure expanse, There dwell the guardians of courage and grace, Where Naval Aviators who take the daring chance.

Above the waves where the storms collide, Their wings slice through the tempest's wrath, Seeking lost souls, in peril they abide, A beacon of hope on their perilous path.

For they plunged into the turbulence unknown, Where danger lurks beneath each cresting wave, Their valor and spirit, forever shown, Into the airspace and waters they tried so hard to save.

We mourn their loss, yet their legacy's secure, They answered duty's call, brave and tall, With tales by heavens whispered, and breezes pure. In silent depths, their souls now find eternal thrall.

So here's to the Naval Aviators who've flown, Into the wild blue yonder, and to the depths below, May their courage and honor forever be known, As they are remembered in the ocean’s and sky’s gentle flow.

AWS1 Richard Trejo, USN

On Leadership

Why We Serve

By RADM Wayne “Mouse” Baze, USN

Iwas recently the guest speaker for a Winging Ceremony in Florida, where my wife and I were privileged to share a truly special day with a bunch of very young officers, their families, and friends. We made a week of the journey so we could take a trip down memory lane, visiting favorite spots around Pensacola from our earlier Aviation Officer Candidate School and flight training days. The experience provided much perspective and felt like coming full circle. At one point, I was helping families wing Aviators on the very spot, on the very same stage where my parents pinned on my wings over 32 years ago. How cool is that?

The time in Pensacola was the perfect backdrop to reflect on the theme of this edition of Rotor Review, “Why We Fight.” It is a topic that encompasses a lot—why people join the military, why people like us stay in for decades while others leave sooner, and why military service today is more important than ever. Here are some things I gleaned. Hopefully the themes will resonate with readers and encourage a wider discussion on service in your own families.

Why Do People Join?

When I told my mom I was writing this article, she pulled out a letter she saved that I wrote to her 34 years ago. In the letter a younger me was explaining to my worried mom why I was changing life course and joining the military (prior to that I was tracking to be a musician or doctor…don’t ask). That young guy was a lot more gung-ho and naïve than me today, but I still believe the things I said back then.

I explained to mom that she and dad had instilled in me the values of serving and helping others. That encouraged me to want to do something like the military. There are lots of ways to serve others - doctors, teachers, government, law enforcement, firemen, pastor, and raising a healthy family. But for me the military always represented a special form of citizenship, where you put it all on the line for your fellow Americans. I also had lots of relatives who served as examples for me. I liked leading and being on teams. I wanted adventure and thrills. And I was fascinated with science fiction, space and flying. The Navy recruiters had me at hello.

That was my story, but in my seat at Navy Personnel Command I hear the whole gamut of reasons people sign up. Some join like me because they were just drawn to it. Some join to leave bad situations. Some join as patriots responding to world crises like 9/11. Some join for adventure. Some join because they want a job, respect, or an improved station in life.

I do not know who first said it, but you hear often that people join the military to either run away from or run towards something. That sounds right to me, and I would add

RADM Michael W. Baze during his tour as Commanding Officer of USS America (LHA 6).

most who join are also driven by the natural human desire to be part of something bigger than themselves, to find meaning and purpose.

The military is a perfect place to find purpose and be a part of something greater than oneself. Service provides a foundation for right living and behavior (honor, courage, commitment); it welcomes you into a winning team, a family, and a network of friends for life; it provides unmatched growth opportunities, job security, and respect; and it is one of the more meaningful ways to give back to society and support our way of life.

Why Do People Serve?

Meaning and Purpose: My mom challenged me when I joined to remember that being in the military is not about me. It is not about any one of us because being in the military means engaging in a life of service to others. It’s about duty and honor, about subordinating personal needs and desires to higher purposes and ideals enshrined in our Constitution.

We in the military get a lot of good out of the experience. But it is service nonetheless—24/7, seven days a week. It requires personal sacrifices our civilian friends cannot fully comprehend. You give up a lot of freedoms in the military so that others may lead safer, freer lives. Ultimately you sign up to kill and die if needed for the larger good. Our nation depends on that level of commitment from us.

That intense commitment gives special meaning and purpose to our lives and, I think, is a powerful reason many are called to serve.

Be Part of a Winning Team: Humans thrive in teams. We are hard-wired for it. Good reads like Tribe, on Homecoming and Belonging by Sebastian Junger explore this. The military is an amazing place to find connection, and be part of a purposedriven team one can take pride in.

When someone asks me who I am, the first words that always come out of my mouth are I am a Naval Aviator. I say that first because it defines how I see myself and the culture and team with which I most want to associate. This is what drives our warfighting culture in Aviation.

We are always thinking about the mission, practicing and improving our craft. We never shy away from criticism and group feedback. No group is more thick-skinned than Aviators, because we know that the key to success in combat is brutally honest self-assessment.

We win. Good is never good enough. Aviators are always the ones on the running trail who speed up when someone else tries to overtake them. Where other communities are satisfied with a mere qualification passed, we are horribly bent out of shape if we are seconds late for an overhead time or miss a precise aim point by a few yards.

Aviators lean forward. We don’t ask what we are allowed to do. We just do it until someone tells us we can’t. We are agile, independent in spirit, flexible thinkers who exemplify mission command. This comes from how we are shaped by the realities of flying and deploying, our expeditionary mindsets honed by all the times we are out there with only the shipmates in your aircraft or section to rely upon.

We stand on the shoulders of giants who came before us that now become part of our own life stories, our legacies. We get to be a part of continuing and shaping that tradition moving forward.

Aviators have fun together. When my Skippers told the Wardroom they would be hanging out at the I-Bar for any interested folks, all the junior officers showed up. Not because we were ordered to, but because we wanted to be there. The best sea stories always fall into one of two categories: a. some stupid thing we did together on liberty, or b. a time we all suffered through something ridiculous or extreme yet overcame together. They are always stories about us, our fellowship.

It is not just Aviators who find such connections. Each community has their own story and culture. It speaks to something essential about why many gravitate towards service in the first place. Humans like being part of something bigger than themselves, like being part of winning teams with shared values. The military offers that better than most life paths.

Growth, Fun, Adventure: The military gives you a lifetime of learning and fun. It is emotionally, psychologically, and physically demanding in ways few professions are. That forging helps us become better versions of ourselves.

Nothing builds confidence more than training, practice, and preparation. Olympian Jesse Owens once said, “a lifetime of training for just ten seconds.” That is life in the military.

You never reach the point where you know enough. And just when you start getting bored, we rotate you to a new billet or mission and the learning starts anew.

The military offers many paths for personal and professional development. Within your warfare specialty, the government actually pays you a salary to receive the best training in the world. The military gives you world-class learning and broadening opportunities in education and skills. The military teaches you how to work effectively with people from every walk of life under any condition. You learn how to build and lead diverse teams. You learn how to overcome challenges and navigate failures.

And along the way, there is unmatched fun and adventure. In just my first squadron tour alone, I deployed twice, with port visits in places like Hawaii, Australia, Hong Kong, South Korea, Thailand, Singapore, Jebal Ali, Bahrain, Saudi Arabia, and Qatar. We interdicted pirates, helped with boardings on ships, saw oil platforms on fire, got lost flying into the wrong country on a medical evacuation that nearly caused an international incident. We protected infrastructure. I got as close to death as I ever have in an aircraft during one scary night. My friends and I got lost for hours trying to find the Singapore zoo on foot. A monkey took my beer. That would become a theme in my life as another monkey drank from my cup in Brazil years later when I was not looking. We stayed in fine hotels. And we flew a lot…in all sorts of weather, day and night. And that was just one tour. Since then, Navy jobs have enabled my wife and me to make friends and have experiences throughout the world far beyond my childhood imaginings.

My history is not at all unique—all my friends had similarly transformative experiences in their careers. That is just what military life offers anyone who sticks around long enough.

Why Does Our Service Matter?

Our naval team has always been a lynchpin for our nation’s security and prosperity, but our relevance and demand are skyrocketing nowadays.

My peers came in as the Cold War was hitting our rearview mirror. We had over 570 warships then. Today we have about 280. We had over 600,000 active Sailors in 1990 as compared with around 332,000 today. Our force shrank a lot during most of my career mainly because it could. After the collapse of the Soviet Union, for many years we could operate virtually unopposed and free in our movements and missions anywhere within the rules-based order. Times have sure changed a lot.

We all understand the shifting geo-strategic environment today. A resurgent and aggressive Russia, coupled with the major, long-term pacing threat China poses create real and urgent opportunities and challenges for our naval forces. The fact is the post-Cold War peace dividend that allowed us to downsize has been over for many years. Real competitors who

can harm us are trying to undo the rules-based order that has been beneficial to all nations since the end of WWII. And that competition is playing out primarily in the maritime domain.

That is why our naval services are more critical and relevant today than most of us have experienced in our entire careers. And yet, we find ourselves struggling to recruit and retain the talented people we need for this emerging competition.

Recruiting and Retaining Talent

If your Navy experience has been like mine, the things that stress you out most have not been the missions, operations, or people with whom you work. You probably love all of that. I suspect it has rather been the things that adversely impact your homefront (stability and predictability in assignments; compatibility of duty stations with family needs; transparency and fairness in evaluations and promotions; entitlement and pay problems) that take your focus off the mission at hand and cause you to think of leaving the military. Those sentiments are echoed repeatedly in surveys and feedback we receive from Sailors making stay or go decisions.

Navy Personnel Command (NPC) plays a driving role in strengthening our people foundation. This is my third time at NPC. Many challenges we faced during my first tour in 2009 continue, such as gapped billets at sea and ashore due to inventory shortfalls. We have also known for a long time that many of our HR processes and services needed to be brought into the current century to be more useful and relevant to Sailors. The good news is we are now in the midst of a muchneeded transformation in all we do in talent management. Change in a large organization is hard, but we are improving.

The difference today is that for the first time in my career all the services face recruiting challenges. When I joined we were downsizing due to reduced threats. Today we have the opposite challenge. In response to rising threats we must transform the way we do business while building the force back up. Yet Americans’ propensity to serve in the military is the lowest it has been in decades. The great news is that the Navy turned a corner on the recruiting front recently, and we are on a much healthier glidepath coming into 2025. Still, the recruiting shortfalls of the past two years will stress Fleet manning for quite a while as the inventory is restored.

Why has recruiting been challenged? I think factors like the economy, the world coming through COVID, not as many citizens have natural connections to the military today as my generation did, fierce competition for talent with industry, and perhaps changing generational demographics and expectations all

play a part. It is an area that requires a national conversation and call to service if we want to sustain the all-volunteer force moving forward. It takes action and advocacy by all of us, support from our civilian leaders, and focus on educating our younger citizens and their parents about service. Everyone thanks us for our service—and means it—but they often don’t know what that service entails. We collectively must do a better job shrinking that civil-military divide in understanding.

Despite the challenges, though, I am very optimistic about the future of our naval services and our ability to stay ahead of the competition and win. Our naval history is rich with stories of coming back from initial setbacks to overcome incredible odds. If you read books like Six Frigates, by Ian Toll, or Neptune’s Inferno and The Last of the Tin Can Sailors, by James D. Hornfischer, you will see that all the things we bemoan today have happened repeatedly in our naval history. It has been a series of ups and down in readiness of people and stuff between major periods of conflict. But what has made us able to overcome those peaks and valleys in readiness is us. Not what we fight with but how we fight, how we think. Unlike our competitors, we value and reward independent thought, creativity, initiative, and mission command. We are scrappy, and a bit nuts. We know what it takes to win from our forefathers back to the days of sail. Victory is not just about mass and technology; it is about boldness, training, courage, and esprit-de-corps. Our naval forces carry on that legacy better than anyone else in the world.

The young folks joining today are up to the task. Last year I participated in a graduation at Great Lakes, I was surrounded by young, energetic, talented folks new to our Navy. They are as committed to service, duty, and love of country as I was at their age. The current generation is different from mine, but those differences bring new, needed strengths, and ideas in this evolving strategic environment.

It is a great time to serve in our military. The military offers a life of meaning and purpose, a family, and unmatched personal and professional opportunities. And perhaps most critically, our Nation needs us. That is why I serve. What about you?

Why I Fight

By CAPT Steve Thomas, USN

Good day,

NHA Team!

As I first thought about what I would write on the topic of “Why We Fight,” I imagined I had a unique perspective on why I joined the Navy and why I stuck around this long… now going on 25+ years. But as I continued to think about my personal reasons, I was reminded of one of those faux motivation posters we had hanging on the puka wall when I was assigned to PERS-43. It depicted a herd of zebras with the phrase, “Always remember that you are absolutely unique… just like everyone else.” At the end of the day, I think all of us have our unique reasons for why we signed up for this job as well as why we decided to stay or leave. I believe all of those unique reasons, in some shape or form, include the people we are surrounded with by their commitment to each other and the mission, and the love of what we do…flying rotary wing aircraft, answering our nation’s call.

So, I’m simply going to riff a little bit on my “unique” experiences and decisions to stay Navy, to hopefully generate some thoughts in your head. Spoiler alert: While at each offramp in my career where I was absolutely going to leave the Navy, I ultimately swerved back onto the road and wouldn’t change those decisions if I had them to make again.

Growing up in the non-Navy state of Colorado, I knew very little about the Navy, other than it generally put big gray ships to sea. I didn’t have any family military legacy, and, although I wish I could say I was drawn in by some innate patriotic calling, this would be false. For me, the military seemed exciting and appeared to be a decent way to pay for college. I really didn’t know anything about commissioning programs other than the Air Force Academy. As I began researching, I learned about the other service academies as well as the various ROTC programs. I applied for, and was lucky enough to earn, a Navy ROTC Scholarship, and took that on with the intent of doing my four years to pay the scholarship back and then moving out into real life.

Several years later, I found myself sitting in some random military hospital at 0500, filling out paperwork for my precommissioning physical. At the top right was a check the block section for what type of physical – regular, dive, or aviation. I was completely unprepared to make the decision that morning, still half-asleep, and had no clue what I wanted to do for what I thought would be my short military career. I thought for a couple of minutes, wiped the sleep from my eyes, and said to myself, “why not” and checked the block for aviation. Although I wasn’t fully sure about the additional obligation that came with the aviation career path, my limited exposure had demonstrated that aviators were a pretty solid group of folks and a team I thought would be enjoyable for a few years…“Why not?”

As I worked through flight school, I kept finding myself drawn to certain subsets within the aviation community. In primary, I really enjoyed the rotary bubbas…seemingly good dudes/ladies, dedicated and professional, but also seemed to have a lot of fun. In advanced training, I walked into HTs saying, “I want to fly anything other than the weird tandem rotor aircraft.” By the time selection came, I was all in on the HC Community and landed with my number one preference: the H-46D. Aside from an aircraft that could seemingly carry multiple surfboards and sets of golf clubs, it really came down to the people I had met from that community. I still tell folks entering flight school to look at the people, not just the iron nor mission, when making selection decisions. No one community is better or worse, but each community has its own unique culture. At the end of the day, we spend more time with our coworkers than our families and more time in the ready room than the cockpit. So, the people/community are hugely important.

I worked through the training pipeline and my first couple of tours with a 100% solid plan of getting out at my MSR. My next big decision was whether to take the department head bonus. Many of my peers at the FRS were looking at FTS or getting out altogether, but I still had a lingering desire to stick around. I loosely looked at civilian jobs, but nothing really jumped at me. At that time, we had a two-year window

to accept the DH bonus. I decided to put off my decision and head to my disassociated tour as a shooter, sure that would help solidify my decision to leave the Navy. However, unexpectedly, I absolutely loved that tour. Fast forward a few months, and I was at week 104 of the two-year decision period, sitting in front of a computer in the waist catapult office, deployed, trying to figure out what I wanted to be when I grew up. It was time. I had to make a decision or get off the pot. I paced for a few minutes, held my breath, and I hit send on my DH bonus email to PERS-43. Although somewhat in disbelief, my four years had turned into fourteen. I figured it was just a few more years, and I’d definitely depart after my DH tour.

I had an absolute blast on my DH tour, both as an OIC and department head…fantastic people, amazing experiences in leadership, and I felt I made a difference. As I was nearing the end of that tour, I once again said “Why not?,” and decided to ride a bit longer. I was having fun, making a difference, and doing relatively well. During my follow-on tour in Millington, I was lucky enough to be selected for command. Although I was semi-hesitant and had never thought I’d be in that position, I decided command would be a hugely rewarding experience with even more potential to impact our people and the community. I, once again, absolutely loved that tour but was 100% planning on retiring at 20 years.

Departing command of HSC-28, I headed off to the Joint Staff for what I thought would be a quick couple of years leading to retirement. Once again, things changed. I was selected for command of HSC-2. I knew the decision to go there would likely drive me into Major Command timing. As I looked back on my career, I absolutely loved every tour. I could not have scripted a better, more fun, or more rewarding first JO tour. Although I had some misperceptions about going to the FRS as instructor, I met lifelong friends and had a direct impact on our future pilots and aircrewmen. My shooter tour is, still to this day, the most pivotal tour I have had from a leadership development aspect. As an OIC, on a MSC ship in the middle of a nuclear disaster area during Operation Tomadachi, I led officers and Sailors through extremely demanding and uncertain times in hugely impactful operations. Although PERS-43 had some dark days, I was surrounded by exceptional officers who were solely focused on improving Naval Aviation and making our communities better. Who would’ve thunk it, I loved the job…

So, I went to HSC-2 as CO and was, once again, surrounded by a phenomenal team committed to doing great things. From there, I landed at HSCWL where today I’m lucky enough to serve as Commodore. And guess what? While I showed up to this tour with a 100% plan to retire, I’ve just started looking for my next set of orders.

So, what is the takeaway for you from my ramblings above? I’m not really sure. I do think that while we are all unique and may be at very different points in our careers, we also have many similarities. Like many of you, I never had a plan to stay in the Navy. And like many of you, I’ve had questions at each step. And like many of you, I have had hard times and haven’t always loved every minute. However, while I didn’t always get the exact orders I wanted, looking back at the past 25+ years, I truly would not change any of those tours or any of those deployments. Each tour had its difficulties, but at every step, I was surrounded by exceptional people committed to something greater than themselves and dedicated to their teammates. When there were items/issues I’ve disagreed with, I made the decision to stick around to put myself in a position to make change. You’ll also notice, I’ve spoken very little about the mission or flying. While I love flying and have done some incredible things in the aircraft, when I reflect back, I rarely remember every detail of the flight, but I remember with whom I flew. I remember with whom I lived in berthing, who I played cards with at midrats, and the Sailors and officers who positively impacted me, and on whom I believe I have had a positive impact. While a career in the Navy is hard and isn’t for everyone, it's pretty damn rewarding and provides incredible opportunities to do some amazing things and meet amazing people.

Again, we’re all unique and have our own desires, but I think there are a lot of commonalities for why we do what we do. At the end of the day, I guess it’s pretty simple for me. I have a deep love of the game and the people and teams I’ve been lucky enough to be a part. That’s enough to keep me on the field!

Beyond the Rescue

Why We Get in the Cockpit Every Day: An Editorial

on the Commitment of Naval Pilots and Aircrewmen

By CMDCM (NAC/AW/SW) Keith “Flip” Griffin, USN (Ret.)

The predawn darkness cloaks the flight line in a somber silence, interrupted only by the distant hum of turbines and the occasional radio chirp. It's a scene familiar to every Naval Aircrewman. In this world, the separation between life and death can hinge on a moment's decision, a precisely executed maneuver, or a simple act of courage. After 23+ years as a Master Chief in the Navy and a Search and Rescue Corpsman, I’ve often reflected on what drove me to get into the aircraft every day: face the elements, risks, and unknowns with unwavering resolve. I can clearly remember one flight incident that shook me to my core and forced me out of the aircraft. So why did I still go back into it and accumulate more and more hours? This editorial seeks to answer that question, exploring the motivations that compel us to serve, the bonds that bind us, and the challenges that test our commitment.

Why Do We Get in the Aircraft Every Day?

The answer to this question is as multifaceted as the individuals who comprise our ranks. At its core, our commitment is deeply rooted in a profound sense of duty and honor. We are entrusted with the lives of our shipmates, the safety of our vessels, and the honor of our service. This duty transcends the individual, becoming a shared ethos and responsibility that binds us together, defining us as a unified force, a weighty responsibility that we carry with pride.

From the earliest training days, we are instilled with duty and honor. These are not mere words but the bedrock upon which our careers are built. The cockpit is a place where our training, discipline, and resolve are put to the test. Every mission, whether a routine patrol or a high-stakes rescue operation, is a testament to our dedication to these principles.

For many, the aircraft's allure lies in the thrill of the mission. The adrenaline rush accompanying a high-speed SAR (Search and Rescue) operation, the challenge of navigating through adverse weather, and the satisfaction of executing a flawless maneuver are not just tasks but powerful motivators that bring excitement and satisfaction to our work. The cockpit is where we push the boundaries of our capabilities, test our mettle against the elements, and emerge stronger for it.

Service to others is a calling that resonates deeply within us. As SAR guys and gals, we are acutely aware of the stakes involved in our missions. The knowledge that our actions can mean the difference between life and death imbues our work with a profound purpose. We are driven by the desire to make a tangible difference in the lives of those we serve and to be the beacon of hope in their darkest hours.

What Makes Us Show Up to an Early Search and Rescue Alert Brief, Bleary-Eyed from the Flight Just 8 Hours Before?

The life of a Naval helicopter crew is not for the faint of heart. The demands are relentless, the hours long, and the risks ever-present. Yet, despite the physical and mental toll, we show up, day after day, mission after mission. What compels us to answer the call, even when exhaustion weighs heavily?

One of the most compelling reasons is the camaraderie within our ranks. The bonds forged through shared adversity, mutual reliance, and collective triumphs create an unmatched brotherhood and sisterhood. We show up for each other, knowing that our shipmates depend on us as much as we depend on them. This sense of mutual trust and respect is a powerful motivator, driving us to give our best, even when running on fumes.

Behind every successful mission is a team of dedicated individuals whose contributions often go unrecognized. The maintainers who ensure our aircraft are flight-ready, the logisticians who keep our operations running smoothly, and the support staff who manage the myriad details that enable us to focus on our missions—all play a crucial role in our success. Their unwavering commitment inspires us to match their dedication with our own.

The nature of our work demands resilience and adaptability. Each mission presents unique challenges, requiring us to be at the top of our game, regardless of the circumstances. The early morning briefs, the late-night flights, and the countless hours of preparation and training are all part of the job. We accept these demands with a stoic resolve, understanding that our ability to adapt and persevere sets us apart. Most importantly, all of us know that the skills we practice religiously for, the ones that are engrained in us that we could replicate repeatedly, are skills we hope to never use.

What Drives Us to Put on a Flight Suit Every Day and Lace Up Those Boots?

The flight suit and boots are more than just uniforms; they are symbols of our commitment, professionalism, and readiness to face whatever challenges come our way. What drives us to don this attire day after day?

Wearing the flight suit gives us an undeniable sense of pride. It is a badge of honor and a testament to our skills, training,

and dedication. The flight suit is a constant reminder of the responsibility we bear and the trust that has been placed in us. It symbolizes our identity as Naval Pilots or Aircrewmen, which we wear with honor and respect.

With the flight suit comes the weight of responsibility. Each time we lace up our boots, we are reminded of the lives that depend on our actions. This sense of responsibility is a powerful motivator, driving us to maintain the highest standards of excellence in all that we do. It reminds us that our actions have consequences and that our commitment to our mission can profoundly impact the lives of others.

Excellence is not a destination but a continuous journey. As Naval Pilots and Aircrewmen, we strive for excellence in every aspect of our work. The flight suit symbolizes this commitment, reminding us to constantly push ourselves to improve, learn, and grow. It reflects our dedication to being the best we can be, individually and as a team.

What Drives Us to Stay in the Game, and What Pushes Us Away?

Despite the challenges and sacrifices, the decision to remain in the service is deeply personal. For many, the reasons for staying are as compelling as the reasons for leaving. What drives us to stay in the game, and what factors push us away?

The rewards of service are manifold. The satisfaction of a successful mission, the gratitude of those we have rescued, and the sense of accomplishment from overcoming challenges are powerful motivators. The knowledge that our work has a direct and meaningful impact on the lives of others is a source of immense fulfillment. The support of family is another crucial factor. The demands of our profession can take a toll on our personal lives, and the unwavering support of our loved ones is essential in helping us navigate these challenges. Their understanding, encouragement, and sacrifices are a source of strength and motivation, driving us to persevere in the face of adversity.

The opportunities for professional growth and development are another key factor. The Navy provides a wealth of training, education, and advancement opportunities, allowing us to continually expand our skills and knowledge. This commitment to professional development is a powerful incentive, driving us to stay in the game and grow as individuals and professionals. Despite the rewards, our profession can also present significant challenges and sacrifices. The physical and mental demands, time away from family, and inherent risks can take a toll. For some, these challenges can become overwhelming, leading them to seek a different path.

The physical and mental toll of our profession is a significant factor. The long hours, the high-stress environment, and the physical demands of our work can lead to burnout and fatigue. The constant need to be at the top of our game, to remain vigilant and prepared, can be exhausting. The time away from

family is another significant challenge. The demands of our profession often require extended deployments, long hours, and unpredictable schedules. This can strain relationships and create a sense of isolation. The sacrifices made by our families are immense, and the impact of these sacrifices can weigh heavily on us.

The inherent risks of our work are ever-present. Knowing that each mission carries the potential for danger and that the margin for error is slim can be daunting. The loss of a shipmate, the close calls, and the near misses are stark reminders of the risks we face. For some, the cumulative effect of these experiences can lead them to seek a different path.

Conclusion

Ultimately, the decision to get in the aircraft daily is deeply personal, driven by a complex interplay of motivations, rewards, and challenges. As a SAR guy with over 23 years of service, I have seen firsthand the dedication, resilience, and commitment that define our ranks. We are driven by a profound sense of duty, a commitment to excellence, and a desire to make a difference in the lives of others. We are inspired by our shipmates' camaraderie, our families' support, and the opportunities for growth and development.

Yet, we are also acutely aware of our profession's challenges and sacrifices. The physical and mental toll, the time away from family, and the inherent risks are significant. It is a testament to our character, resilience, and dedication that we continue to answer the call, day after day, mission after mission. As we lace up our boots and don our flight suits, we know that our work is not just a job but a calling. It is a commitment to serve, protect, and make a difference. And that is why we get in the aircraft every day.

About the Author

Master Chief “Flip” Griffin is a retired CMC and 20-year Search and Rescue Medical Technician. He was fortunate enough to have been a part of every aspect of the SAR HM Community until his retirement in 2019 from the Navy. He has the unique perspective of being the first SAR HM to stand up a forward deployed carrier-based Fleet squadron SMT Program with HS-14 in Atsugi, Japan, and being TAD in the first year of the 2515th NAAD’s existence on Wave 2. He has accumulated over 1200+ hours in various rotary and fixed-wing military aircraft and was selected as the 2009 NHA Region One Aircrewman of the Year. He holds undergraduate degrees in Counter Terror Studies and Military Organizational Leadership and an International Master’s degree in Disaster Management & Risk Mitigation. He is a graduate of the CMC/COB Course (Class 161), the Senior Enlisted Academy (Class 198, Gold), and the Coast Guard CPO Academy (Class 200).

Notes from the Principal Trustee

At Hook '24

CAPT Sandy Clark, USN (Ret.)

Joining

some NHA Staff, I had the opportunity to attend Tailhook in Reno, along with more than 3,500 other members, guests, and commercial trade show folks. Like NHA's Symposium, Tailhook is a great opportunity to hear directly from Naval Aviation’s senior leaders in a mostly relaxed atmosphere. For those who’ve not been to Tailhook lately - or ever - it’s definitely worth the trip. The format is much like the NHA Symposium - well-run and informative. You’re bound to run into old friends and learn a few things.

It’s more than fair to say that Tailhook demographics are quite different from our Symposium. Whereas ours boasts a high percentage of active duty ranks, Tailhook features a heavy dose of senior citizens (like me!) returning for their Corsair, Skyhawk, and Crusader Reunions (not like me!). We don’t have HUP Reunions...maybe we should!

Tailhook is vibrant and very social. “Admins” are prominent and well frequented by all communities.

As with our own Symposium, Hook's Helo Admin continues the I-BAR (Det Reno) theme, which was enormously popular. Flag Officers - active duty and retired - were everywhere. Whether it was our free beer "chum," continuous competitive cornhole competition, or merely the eye watering sea stories, ours was literally packed both nights. Very good times had by all. Thanks for all the hard work by the NHA Staff to include CAPT Jim Gillcrist, new Marketing Director, Megan Buriak, and familiar I-BAR host, Debbie, for their herculean efforts to make it a success.

Here are a few highlights from the official program:

1. 1,600 Pre-registrations, estimated 3,500-4,000 total attendees. active duty, retired, spouses, family members, contractors.

2. New venue this year: Grand Sierra Resort vs. the aging Nugget. Tailhook is big business. Proof: CEO of the GSR presented the Tailhook Educational Foundation (TEF) with a check for $200,000 in anticipation that their partnership with the Association will continue for many years. Wow!

3. Tailhook is wisely timed to immediately follow high level NAWDC (Naval Aviation Warfighting Development Center) meetings attended by CNO + all senior warfighters in nearby Fallon. Fresh from that super-charged environment, this year's “Be Ready” slogan predictably morphed in to a “We Will Win” theme.

4. Heavy emphasis on tactics, readiness, acquisition reform, and multi-platform interservice operations which will all be required to prevail in conflict. Short on specifics because of the unclassified environment but everyone got the point.

5. Platform discussions: Lots of discussion re: F-35, F/A18, and EF-18G modifications AND enough well -funded tactical upgrades and modifications served to make Helicopter Community planners and leaders more than a little envious.

6. The highlight (for me) was the Eisenhower Strike Group Debrief detailing a number of tactical successes during their recent 9-month deployment. There were plenty of kudos to go around. The panel, consisting of the Strike Group Commander, CAG and three LCDRs from VFA, VAQ, and VAW squadrons, was book-ended by two LTs from HSM-74. In an understated, quite modest, yet professional way, they each described (1) the highly successful Houthi engagement we have read about, as well as (2) an exciting rescue of 22 folks from a burning tanker in the Gulf of Aden. Very proud to hear their presentations and to watch these warriors enjoy a little limelight typically reserved for the fighter folks.

7. Other Strike Group Firsts:

• First combat SM2/3/6 engagements

• First combat JSOW / AIM 9X engagements

• 14,000 sorties, 32,000 flight hours

• First armed Growler engagements

• Destruction of UUV in Gulf of Aden

• TTPs /pre-deployment training validated during a near constant engagement envelope

• Weapons performed as advertised and those responsible for fast-moving engagement decisions (Enlisted especially) performed flawlessly

• Here's a link to Ward Carrol's YouTube Channel for more Ike deployment details: https://www.youtube.com/ watch?v=vuiABhebAfQ.

8. Flag panel led by ADM Koehler (CincPacFlt) was interesting if not particularly revelatory of any new policies. Emphasis on the China threat and China’s determination to upend the rules-based international order. Stressed the need to take the fight to the enemy.

9. Congressman Jen Kiggans, (R, VA) attended (as a former Naval Helicopter Pilot) and publicly thanked the IKE Team for their professionalism, while also expressing the effusive appreciation from the citizens of Israel with whom she visited immediately following the events of October 7.

10. Officer retention remains a continuing Naval Aviation issue. Big problem especially in the fixed wing community. Not to editorialize, but the two helicopter squadrons alongside the fixed wing folks on the CVs don’t have nearly the retention issue among pilots. Draw your own conclusions.

Other News

If you’re looking for something to do on behalf of NHA, we are always looking for folks to attend trade shows (I/ITSEC, AFCEA WEST, SEA AIR & SPACE, HAI, and others) to scout out potential sponsorship opportunities for our own Symposium. Sponsorship increases awareness and produces cash to pay for the things we need in NHA. Please consider it. Call me or email me anytime to discuss.

CAPT Arne Nelson informs me we're ramping up for the NHA Scholarship Fund. Trustees are encouraged to support this worthy cause as a way to reward worthy candidates on behalf of the helicopter community. Some of the records of these applicants submitted are truly eye-watering.

Final note: Tailhook and NHA continue to work closely together to improve their annual offerings. We improve each other’s Symposia through better formats, more professional presentations, and a healthy dose of beneficial social interactions at all levels. Also, Tailhook has generously donated

to the Clyde Lassen Helicopter Medal of Honor Display to be dedicated at the Front Gate at North Island on January 25, 2025. Many thanks to Tailhook for their support.

As always, thanks for your support of NHA. Keep those cards and letters coming.

Many thanks and all the best,

Sandy Clark Principal Trustee Naval Helicopter Association sclark@navalhelicopterassociation.org (208) 651-7335

All Things Military Spouse

Getting the Info - Who Do I Ask?

By Megan "MegaTron" Buriak

Hello, Readers!

I’m Megan Buriak, and I’m thrilled to be launching this column on all things military spouse. As a Gold Star family with a long history of dedicated government service, I’ve had the opportunity to work with families from all walks of life, as well as commands and squadrons alike. The one takeaway is that our families are the backbone of what holds us together. Our dedication to a healthy balance between home and work life is an integral part of how we keep our people and the mission first. The first step is for our families to be educated and aware of all things aviation-related.

This column is a new launch that will serve to provide you with valuable insights, tools, resources, and a place to share your experience as a military spouse. Whether you’re curious about how to PCS to Guam, insurance changes, TSP information, how to find a good school, or just want to share your knowledge and experience with other spouses, this column will provide the means to do it. My hope is to offer something for everyone regardless of your rank, rate, or walk of life. My goal is simple: make information more accessible, inspiring, and engaging for all our aviation spouses. So, whether you have questions, feedback, future topic ideas, or would like the chance to write in our column, don’t hesitate to reach out. I’d love to hear from you! I’m excited to launch a column on what I find to be a core part of our community - our families.

Warmly, Megan “MegaTron” Buriak marketing@navalhelicopterassn.org

NHA Scholarship Fund

The

Mailroom of Naval Aviation –A JO in the '70s

By CAPT Arne Nelson, USN (Ret.), LTM #4 / RW # 13762, President, NHASF

This column was tough to write. For inspiration, I scanned earlier editions of Rotor Review for fresh ideas (e.g., want a new idea, read an old book) in hopes my quarterly offerings had not become redundant. What I found is that there is just so much you can say about “donate and apply," and maintain a modicum of interest! Further, as I blew the dust off my flight hour logbook looking for ideas, the memories of JO “hijinks” swirled to the front of my brain’s highlight reel, a showcase of both highlights and struggles of a JO in the mailroom of Naval Aviation.

HM-12, April 1976. My large squadron goal was being recognized. HM-12’s Wardroom included about 25-30 LTJGs and another 30-35 LTs. Consequently, there was always the challenge of making your self known in a squadron of 90 officers. At least 35 or more were named DAVE…no kidding. If you hailed a shipmate whose name you couldn’t remember, you would just call out “Hey, DAVE,” and chances are he would stop and answer. Furthermore, there were only five great jobs available for a LT or LTJG in a squadron, in HM12 that was spread out over 65 young Naval Aviators. So, we were all working hard to be acknowledged.

King Crab

Before closing the bar one Saturday night (King Crab Night) at Oceana’s O Club, a small group of nuggets admired the fine artwork and spectacular framed photos decorating the club’s lobby and A-6 Bar. We imagined how perfectly this nifty NTU O Club jet artwork would enhance the aviation ambience of HM-12’s CO’s Office. We imagined our Skipper, slowly looking up from his desk after reading the message board, realizing that something was not quite right, and then, fully taking in the new artwork. We envisioned something like the equine scene in the movie, The Godfather. The Oceana O Club’s treasured F-14 art and the A-6 formation over Oceana hung directly across from his desk. Spring forward to Monday morning, FOD walkdown ends and over the hangar’s 1MC, “LTJG X (no names), LTJG Y, and LTJG Z, your presence is requested in the CO’s Office.”

The outcome of that meeting was that we speedily removed the two pieces from the CO’s Office and rehung them at the Oceana O Club before 11 a.m., thereby avoiding an inter-base range war. And we were never ever mistaken for being a Dave.

NHA Scholarship Fund - The Hat Trick

I was stationed at NAS Norfolk, during the sad time in Naval Aviation when brown shoes were stricken from uniform regulations (1976-1987). It was during a confused time when khakis were a summer-only uniform and ‘salt and peppers’ with a ‘hard hat’ (combo cover) were an alternative for tropical white long, leather flight jackets and squadron ball caps were considered flight gear, and like flight suits, were not allowed outside of the squadron/hangar, and never through the gate, before the one-stop rule. The winter blue uniform required a tie, wings, ribbons, and hard hat to leave the squadron area. Aviation greens were on again/off again and they were winter attire anyway.

As a "workaround," a second seasonally compatible hat, either a hard hat or garrison cover became an essential uniform piece. Ergo the Hat Trick! Depending upon the season and uniform, you needed a minimum of two hats. One to wear either on your head, or stuffed into your belt when you were out of the squadron spaces, and your spare, normally left in your in-basket.

That way, if the XO was looking for you to explain why you had not joined NHA this year, you could be at the NEX, memorizing the stereo gear. But because your #2 hat was still in the in-basket, you were covered by your wingman. “Gee, XO, he must be here; his hat is in his in-basket!”

The moral of this story is: Join NHA to keep the XO off your back and, apply and donate to the NHA Scholarship Fund. We are passing the hat!

About the Author

During the Gulf War, while in command of HC-4, Captain Nelson was the 1991 recipient of the Navy League of the United States Stephen F. Decatur Award for Operational Competence recognizing his superior excellence and competence in logistics operations.

The 2024 Application Season opened on 1 September 2024 and goes through 31 January 2025. Annually, fifteen scholarships are awarded from a pool of about sixty eligible applicants (officer, enlisted, and family members). For planning, our 2024-25 fundraising target is $100k (15 $5,000 scholarships, plus admin/IT costs and investment portfolio increase).

Our overall goal is to have selections made, approved, and announced at the annual NHA Symposium in May 2025. Most important for the application will continue to be a solid academic profile, with good grades in the toughest academic environment. Other attributes follow: athletics, school extracurriculars and community service. NHASF is still looking for the all-around great student, not different than the selections NHA has made going back to 1993.

What's Next

1. Reconstitute the NHASF Committee (finance, scholarships), finish by-laws, the operations manual, and finalize the succession plan.

2. Expand the award base to 20 awardees, e.g., 20 at $5000.

3. Add new corporate sponsors and memorial/legacy donors.

Categories for funding continue to show the generosity of both past and present donors, this year exceeding our fundraising goals for 2025. Our plan uses “landing spots” to generate the funds we need to meet the year’s targets and grow into the next year. Our sources of income have grown, particularly the investment income based upon some generous gifts in perpetuity made years ago. Here are the landing spots.

Since 1993, NHA Scholarships have been awarded to hundreds of the best and most fully qualified NHA affiliated Navy, Marine Corps, and Coast Guard personnel and their family members to help with the rising costs of higher education. I encourage you to look at our website https://www.nhascholarshipfund.org and our Scholarship Program.

As always, we will be asking for your help. Every donation is appreciated. See you at the Symposium, meanwhile keep your turns up and hands washed!

CAPT Arne Nelson, USN (Ret.)

The Big Iron

RW# 13,762 LTM# 4

NHA Historical Society

Why We Fight

By CAPT Bill Personius, USN (Ret.), President, NHAHS LTM #46 / RW#1621

WhyWe Fight" is an appropriate theme for our next issue of “Rotor Review” as it relates directly to what we are doing daily at the Naval Helicopter Association Historical Society (NHAHS). While we are certainly not at war or in actual combat in Building 654 here on Naval Base Coronado, we are fighting for you and the helicopter community every day to get things accomplished. "

We are finally breaking ground on the stanchion for the CDR Clyde E. Lassen Medal of Honor (MOH) Memorial after what will be four long years of hard work. This not only will pay tribute to Clyde and his crew, but will also recognize the hard-working men and women on the base who support the daily efforts of the Rotary Wing Community. This project will not only place a helicopter at the front gate of the Master Helicopter Base, but will also pay tribute to a Naval Aviator and helicopter pilot from the Vietnam War. This will be on par with VADM James B. Stockdale who already has a monument at the front gate commemorating his service

and Medal of Honor. There were only three Naval Aviators from the Vietnam War who received the Medal of Honor. NHAHS also just finished sponsoring another aircraft wash on the base at Flag Circle using the Chief Selects to keep the aircraft looking good. Additionally, Helicopter Sea Combat Squadron (HSC) 3 and the USS Midway Museum completed the restoration of the H-46 Sea Knight. The Chief Selects have done a great job doing the prep work to get the H-2 Sea Sprite ready to be painted so we are looking forward to getting that aircraft restored in the not-too-distant future.

On September 27, 2024 we closed out our brick fundraising campaign for the Lassen Monument, but you still have the opportunity to buy a brick for a friend or family member to commemorate their service or time working at Naval Base Coronado/Naval Air Station North Island. Bricks ordered before the September 27 deadline will be placed at the monument prior to the Dedication Ceremony on Saturday, January 25, 2025 at 1000. Bricks sold after the deadline will be installed at a date to be determined after the dedication ceremony. The dedication ceremony will be at the front gate of Naval Base Coronado/Naval Air Station North Island.

Brick orders can be placed online here: https://sh60fhoas.navalhelicopterassociation.org/ So make-a-donation-today! Regards, CAPTAIN P

and Base Leadership at the site where the

will be erected at the NBC/NASNI

(Pictured left to right) CAPT Jim Gillcrist, USN (Ret.) - NHA ED, CAPT Bill Personius, USN (Ret.) - NHAHS President, CDR Rob Crenshaw, USN (Ret.) - NHAHS Contributor, CAPT Mike O’Connor, USN (Ret.) - NHAHS Contributor, CAPT Monte Montero, USN - NBC/NASNI CO, CAPT Loren Jacobi, USN - NBC/NASNI Base XO, and CMDCM Nicholas Prebeg, USN - NBC/NASNI Base Master Chief Petty Officer

NHA

Lassen MOH Memorial

Front Gate.

Enjoy a Q&A with our Aircrew Editor: Naval Aircrewman (Helicopter) First Class Navin "Bollywood" Bhatia, USN

Editor since: October 2023

Hometown: Bronx, NY

Location: Jacksonville, FL

Past Squadrons/Commands:

Helicopter Maritime Strike Squadron (HSM) 77 "Saberhawks." Currently an MH-60R Fleet Replacement Squadron Instructor attached to the "Airwolves" of HSM-40.

Favorite Tour:

HSM-77, during our 2019 Combat Element deployment "Tactical Tanukis" on board USS Antietam (CG 54).

Favorite EP: Unusual Attitude Recovery

Favorite Color: Blue.

Favorite Food: Pizza, Ramen, or anything my wife makes!

Favorite Hobby:

Spending time with my wife, Diana, our two kids, Alejandro and Elena, and our golden retriever named Obi.

Why did you decide to become a Rotor Review Editor?

When my former HSM-77 Division Officer asked whether I would be interested in editing for Rotor Review, I instantly said, "Yeah!" I'm grateful to have joined the Rotor Review Team because it has allowed me to connect with truly remarkable people from military and civilian backgrounds. Being part of this community has also been a rewarding experience, as it's filled with individuals passionate about discussing and sharing topics that resonate with our rotary family.

What is your favorite memory in Naval Aviation?

That's a tricky question to answer! A ton of unforgettable memories come to mind. If I had to choose one, it has to be when I got the chance to fly the MH-60R with CDR Haupt (my Department Head back in 2020). Another favorite memory that comes to mind is watching our Fleet Replacement Aircrew graduate and head out to the Fleet!

What are your goals for the future?

There are several goals that I've set for myself in the future. One goal in particular, which has been in the works for several years now, is to become a Naval Aerospace and Operational Physiologist. Hopefully, we'll be hearing some good news in the coming months. Another big goal my wife and I have is to get our two kids out of diapers!!!

Why We Fight Try your hand at this crossword puzzle. Good luck!

By LT Eric "TOD" Mott, USN

Down

2. Namesake for CVN-79

16. Where Hollywood meets Naval Aviation

For some, flying is just a _____

Answers on page 63

...of a lifetime

... and

Go

14. Join the Navy to...

5. Carpe... (an old HM motto)

7. The kid that followed in their parent's footsteps to college 10. Not steeped in tea, but... 11. A place for a picnic at sea

13. These vanished during COVID 15. ____, courage, commitment

1. Landing gear that makes it difficult to ground taxi 3. One you're born into, one you deploy with

Color of an AOs float coat 6. Fleet that includes the Red Sea and Arabian Gulf

Farewell

Navy,

Focus: Why We Fight

The Pursuit of Happiness: Reason Enough to Stay?

By LCDR Kenny "Rudder" Garrison, USN

In1953, a young man named James Earl Carter, or Jimmy, resigned from active duty naval service after just seven years. He was a submariner preparing for the role of engineering officer onboard the USS Seawolf (SSN 575), the newest of the new nuclear-powered submarines in the Fleet. LT Carter was a superb Naval Officer and was well on track to become a future Commanding Officer. His resignation came after the death of his father, and was driven by a sense of duty to carry on the family business.

People leave the Navy for a lot of reasons.

Family, work-life balance, personal goals, financial opportunities–the reasons are endless.

Now, obviously, the future president would go on to do great things outside the Navy, but can we all expect the same?

The retention issue has been a hot topic for several years now. Even the title of this issue, "Why We Fight," seeks to tickle our nostalgia bone and inspire us to remember why we've joined. In hopes of coming up with a solution, leaders ask questions like, "Why are you deciding to leave?", and "How could we get you to stay?"

Although these questions may open leaders up to the truth and highlight some glaring issues that need to be addressed, I think they are the wrong questions.

It's not about why people leave. It's about what they're seeking and why they're unable to obtain it here.

I joined the Navy for a free college education—a simple, pragmatic decision driven by the desire to avoid student debt and gain a marketable skill. At the time, I had not yet developed the "thrill-seeking" aspirations to join the Naval Aviation Enterprise (NAE), but those days would come quickly. The decision to stay in hasn't always been easy. On many occasions, I've questioned whether the pursuit of excitement and personal achievement—the dopamine rush of your first solo or landing on the boat at night as a new helicopter aircraft commander (HAC)—is enough to sustain a career. As I sit here today, the reasons I've chosen to stay have evolved into something far more profound.

The Royal We

The Founding Fathers popularized the phrase "the pursuit of happiness" in the late 1700s, immortalizing it in The Declaration of Independence as one of the unalienable rights endowed by the creator. However, the concept of pursuing happiness is much older. John Locke wrote about it first, in English, in 1689 but it was derived from the works of philosophers like Cicero and Aristotle, who lived over two millennia ago.

The understanding of this phrase has transformed significantly over time. Today, we tend to view happiness through an individualistic lens, focusing on short-term personal satisfaction and positive emotions. This often centers around instant gratification and immediate pleasure.

Our forefathers, on the other hand, envisioned happiness as a delicate balance between individual liberty and civic responsibility. They understood that the ability to exercise self-control, mastering one's selfish desires and impulses, led to happiness. Their writings make it clear they believed that prioritizing collective well-being took precedence over purely personal pursuits, recognizing that with this, true happiness often stems from a sense of community and shared purpose. This emphasis on individual civic restraint aligns with the broader principles of the founding documents, which assert that the self-governance of a people relies on "self" governance of each individual.

Then LT Kenny Garrison in front of an MH-60R after a deployment fly-off in August 2016.

My first Fleet tour was at the "first and finest" Helicopter Maritime Strike Squadron in the Navy, HSM-71. Being a Raptor is something I am incredibly proud of, as I'm sure a lot of people can relate to, especially concerning their first squadron. But there was something truly special at 71, and I didn't fully realize it while I was there. I definitely didn't understand the implications it would have on my future career decisions.

When I checked into HSM-71 in late 2014, I was fueled by the momentum of flight school and the relentless desire to prove myself. My priorities were self-serving. I wanted to make HAC as fast as possible, fly all the "exciting" events, and see how quickly I could rise to the top of a competitive ready room. Each success reinforced my drive to excel, and each failure hardened my resolve.

But as I progressed through my first tour, something else was happening in the background. I was forming friendships that would become a cornerstone of my life. I was mentored by COs, XOs, Department Heads, fellow JOs, Chiefs, and junior Sailors. I was learning relationship skills that would serve me throughout my career. I was gradually immersed in the Raptor ethos without even realizing it. The quiet transformation that happens to a squadron through work-ups and deployment. The camaraderie and teamwork. The shared purpose. The subtle shift from "me" to "we."

What I realized towards the end of my time at 71 was that this wasn't random; it didn't just happen. It was carefully cultivated by great leaders and made possible through willing participants who pushed their egos aside and bought into the mindset of the collective good.

Looking back now, I can see the shift. The effect it had on me and the legacy it left imprinted on everyone that was there at the time. Even years later, you'd hear the instinctive "ack, ack, ack" calls echoing across the 3rd MAW frequency whenever a Scout aircraft checked in–a testament to the enduring bonds of the battle shrimp!

The Science of Happiness

Certainly, it can't be that simple. The pursuit of happiness can't just be about putting others ahead of yourself. Can it? There has to be some benefit to self-esteem, short-term gratification, and personal pride. The complexities of human emotion and motivation are undeniable. Luckily, modern science offers insights that echo the wisdom of our founders.

Biochemist and entrepreneur, Axel Bouchon, in his exploration of the "Capitalism of Happiness," describes that our emotions arise from the brain's interaction with six key neurotransmitters: dopamine, testosterone, serotonin, oxytocin, cannabinoids, and opioids. The interplay of these chemicals is the core of the human experience, from the thrill of flying (dopamine) to the contentment of a job well done

(serotonin), the bonds of camaraderie (oxytocin) to the simple pleasure of laughter or relaxation (cannabinoids), and the deep sense of gratitude for the cards you've been dealt (opioids). Each emotion is associated with specific combinations of these neurotransmitters.

Bouchon goes on to explain that happiness isn't a single, uniform state but rather a balance of diverse positive emotions, each with its own distinct neural signature. You can't simply "max out" on dopamine (personal achievement) to compensate for the lack of oxytocin (connection) or opioids (sense of gratitude). The pursuit of happiness, then, isn't about chasing a single neurochemical high but rather about working towards a balanced and fulfilling emotional experience.

The initial allure of Naval Aviation, the thrill-seeking and personal achievement, might provide a temporary dopamine rush, but true and lasting happiness lies in cultivating a broader spectrum of positive emotions. It's about finding purpose and meaning in our work, fostering strong connections with our colleagues, and experiencing the satisfaction of contributing to something larger than ourselves.

This is why the Founding Fathers' emphasis on balancing individual liberty with civic responsibility and self-control is so timeless. The happiness that sustains us through life's challenges and that influences our career decisions isn't solely about individual gains but must transcend the self, tapping into a deeper well of meaning and purpose.

Should I Stay or Should I Go

This understanding has profound implications for Navy retention. It suggests that a multi-faceted approach to fostering happiness is essential. We need to create an environment that not only allows for the thrill of personal achievement but also nurtures a deeper sense of purpose, connection, and gratitude that sustains us through challenges and fuels our desire to serve. However, we also each need to do some individual reflection.

It may seem like I'm shifting the blame for the retention problem from naval leadership to you, the Sailor. That is not my intent.

If you're unhappy in the Navy and undecided about your future, or you still have some time before your MSR, take a moment to reflect. What could be the root of your unhappiness? As I mentioned early on, there are many valid reasons to end your naval service. And if you decide that your time is up, I'll be the first one to say thank you for that service and wish you the best of luck on the outside. But, perhaps your unhappiness is not caused by the Navy itself but by an imbalance in your pursuit of happiness that may follow you wherever you go.

Like any institution, the Navy is a work in progress. It has the potential to offer a rich blend of experiences that tap into

Focus: Why We Fight

the full spectrum of human happiness, but it also requires a collective effort. If you're feeling unfulfilled, perhaps this is an opportunity to be part of the solution—to advocate for change, to mentor others, and to foster a stronger sense of community and shared purpose within your squadron or command.

Before former President Jimmy Carter could live out his dream of becoming a Nuclear Submarine Officer, he, like every interested candidate, had to interview with Admiral Hyman Rickover. Initially, Rickover let Carter drive the interview, allowing him to choose any subject he wished to discuss. Eventually, Rickover took over the interview, asking a series of questions that were increasing in difficulty. When Carter thought the hardest question was asked, Rickover surprised him with a softball. "How did you stand in your class at the Naval Academy?" Carter confidently answered, "Sir, I stood

fifty-ninth in a class of 820!" He sat back expecting praise, but instead, Rickover asked, "Did you do your best?" Carter took a moment and initially wanted to answer yes. But, when he really thought about it, he realized there were many times when he could have done more. So he answered honestly, "No, sir, I didn't always do my best."

The words that came out of Rickover's mouth next would stay with Carter for the rest of his life:

"Why not?"

The pursuit of happiness isn't just an individual journey; the Navy is a moldable organization. But it won't change on its own. It needs individuals who have the courage to give it their best shot and seek fulfillment not just for themselves but for the collective. If you're willing to invest and strive for that balance, then perhaps the Navy is still the place where you can find true happiness.

Raptors commemorating a LFF in September 2016.

Focus: Why We Fight

Undateable? Debatable…

A Response to “Navy Helicopter Pilot’s Mission: Find Love – What Happens When the Job Makes You Undateable?”

By LT Alex "CRITR" Hosko, USN

Iwalkedinto the ready room after another fabulous fivehour plane guard line with a smattering of log runs on a hot June afternoon. A fellow JO tossed me the latest issue of Rotor Review (#164 Spring ’24). Smiling, he said, “Alex, I didn’t know you submitted your manifesto.” Confused, I thought to myself, “What are my friends considering as my manifesto?” I thumbed through the publication, skimming titles to try and figure out the punchline of this joke; surely it wasn’t anything from “Commodore’s Corner” or the “Be Ready” theme of the issue. About two-thirds of the way through, the punchline hit me like a brick wall.

“Navy Helicopter Pilot’s Mission: Find Love – What Happens When the Job Makes You Undateable”

Ms. Edward’s piece on struggling to balance meaningful relationships with her career spoke to me and hit home. As an eligible bachelor in a foreign country during a demanding FDNF schedule, I realized just how vocal I had been with the ebbs and flows of my dating life the past few years. As I write this, a senior HAC, counting down the single-digit months I have left in Japan, I can concur with her train of thought that my biggest fear in life right now is turning 28 alone.

Her words recounting lying to possible partners about job descriptions (for those wondering, my go-to cover story in a crowded Tokyo bar is posing as a free-lance journalist) and escapades on dating apps not only relate to myself and other junior officers in my FDNF wardroom but countless junior Naval Officers around the world. From the guys and gals at HSC-25 in Guam to those hopeless romantics flying C-26s out of Sicily and every platform and duty station in between. The type-A aviator has felt her pain.

Does this quantify us as undateable? Or are we rather just unavailable?

It’s difficult for me to look at my fellow pilots with bachelor’s degrees, some with graduate degrees, in (decent) physical shape, earning a competitive income, and throw the label “undateable” on them. An unfortunate side effect of our extensive training pipelines as Naval Aviators is that we are programmed to make concessions in our personal lives as we tackle a career path much bigger than ourselves. No matter how big or small, the coveted Wings of Gold are not earned without making sacrifices.

For many, trying to pursue this career at the highest level and having a fulfilling romantic life are mutually exclusive. Ms. Edwards touches on this unfortunate fact when she writes about the story of CDR Hansen, who finally found some time and decided to put energy into her personal life, only to be

reminded that she was going to be underway for 18 of the next 24 months.

The timing of any sea tour is brutal, and the nauseating FDNF schedule is no exception. Six months underway and six months at home, albeit predictable, is still a daunting schedule for anyone trying to swoon a possible partner. If you factor in chasing qualifications, maintenance inspections, HARP, and an annual strike detachment to Okinawa, you’re left with realistically only three months to try and convince someone (who might not even speak great English) to stick it out the next nine months until you’ll be emotionally available again. I would be remiss to not acknowledge that the pain and stress caused by an FDNF schedule, or any sea tour for that matter, does not discriminate. It is just as taxing on those who are married or have an existing relationship with a long-time partner back home in the United States.

Another portion of this article that caught my eye was Ms. Edwards’ impressive career accolades. Over 2,000 hours logged, multiple deployments overseas, and experience possibly having to execute TTPs in contested waters. An impressive resume for all JOs to try and emulate. Although I don’t know the woman, and don’t want to make assumptions, I think it’s safe to say she was a very “on-path” aviator who found herself being sold the “golden path” as a first tour JO.

A sea tour - into a production billet - followed by a competitive dissociated job back on the boat – screen for operational DH - back to sea - Pentagon - maybe get selected?

What fun! It’s that simple!

I, an ignorant JO, find it hard to believe that between PCS'ing, grueling qualification processes, and multiple tours spent at sea, any motivated Type-A aviator would take time to find a partner - and that is ok! This does not make you undateable, but rather, as I mentioned earlier, simply unavailable.

This rebuttal isn’t to discount any of the feelings Ms. Edwards expresses or even remotely compare my experience as a man to the issues she, and many female Naval Aviators, may face as single women. I simply want to point out that as human beings we crave companionship and unfortunately this can clash with the “golden path” and the overall needs of the Navy.

It’s not Naval Aviation’s prerogative to ensure you have adequate time to build a life with someone. At some point as a single JO, you’re going to have to decide on whether you want to make yourself “available.” If you’re serious, this may mean taking concessions in your career and looking off the path

for a situation where you might find success. In the current climate, where people are increasingly finding themselves alone and mental health issues plague countless Sailors, I think it’s important that first tour JOs begin to account for their future. They must consider what they’re really looking to achieve in Naval Aviation and stick to what they believe is right for them. If it isn’t the “golden path,” I implore you to have that tough conversation early on with your front office.

Being a Naval Aviator, a lifetime achievement, is sometimes inalienable and indiscernible from who you are outside of the cockpit. Much like a doctor or lawyer, it’s an exotic

profession that will most likely be a topic of conversation when brought up. You should not let it define you or stop you from emulating whoever you want to be and what you want to accomplish outside the cockpit. Whether it’s a look back at higher education, a path off the one they call “golden,” or the warm embrace of a partner, go be dateable, available, and everything in between.

Focus: Why We Fight

What Keeps Me Going

By AWR2 Kaleb Mantela, USN

Deployment is a bag of mixed emotions, depending on who you ask. Few look forward to it. Some turn cold toward their environment and take on a terrible persona. Others delve into work, hoping to block the world out until they reach homeport again. For most, it is a torrent of movies and video games until the ordeal is over. My day on deployment starts inside a coffin-like bed within the steel belly of a ship, surrounded by people with questionable hygiene. The first thing on my docket is a bleary-eyed brief at three-thirty in the morning. It is in those moments, I curse my recruiter for not delving into such details. Next is a breakfast of champions, consisting of hard-boiled eggs, hash browns, and cold oatmeal. I then climb up to the hangar and traverse my way around the tie-down chains to preflight the aircraft. The sheer humidity in the South China Sea makes it feel like I am walking through a sticky fog. After preflight is complete, I am drenched in sweat, sitting in the back of the aircraft, taking off, admiring the sunrise over the ocean.

Depending on the mission, the respite may be momentary. Our crew could spot an adversarial ship on the horizon, with an aircraft of their own being unfolded on the flight deck. Soon after, a belligerent nation’s helicopter plays chicken with us throughout the air, forcing us to bob and weave to avoid near misses. On the surface, that same adversarial boat could perform dangerous maneuvers off our ship’s port and starboard sides. Meanwhile, fourth and fifth-generation fighters could fly off our ship's bow, wings dirty. The cherry on top would be getting a call to run down armed speedboats, charging headlong into unnecessary death as they race toward shipping traffic, but not before rescuing a downed aviator in a ballooned canopy. Finally, by the time noon rolls around, we are back on the deck, ready for chow, and the next crew starts all over again. Of course, this is a slightly exaggerated list of events. Anyone would be lucky to have these events in a single deployment, nonetheless, a single day. Truthfully, what deployment amounts to is one grand routine, with the air detachment trying to synchronize with the ship.

It is hard to say what keeps me motivated while on deployment. One thing that has always inspired me is our involvement with other nations. People are confounded by the intricacies of military operations. Often, when pundits get ahold of something, they are quick to reach conclusions that best fit their worldview. Those worldviews can be critical of the United States, and can even shed a bad light on American service members. The ports and people we come across may have never seen or met an American; they may have heard negative things about us. Therefore, it is paramount to represent the United States positively.

Most of my interactions are through the exercises we perform while being deployed. The usual suspects for allies always come out. However, due to increased angry dictatorial neighbors, nations that once declared neutrality now push their militaries to work alongside ours. It makes me excited to work with those nations, meet those people, and represent the United States in a way that squashes any doubt in our resolve. Seeing their enthusiasm once they figure out that an American warship, touting the battle ensign, is in the distance is a feeling I will always cherish. Having new allies also sends a message to despots that aspire for world domination: their hostilities will not be tolerated. Being a small piece in the bigger picture has an impact, and I can really feel that when we train with our allies.

Being a forward deployed service member in Japan carries its own unique problems. On top of deployments, we return to a port that is not exactly our home. There are certain growing pains such as not speaking the language, adapting to the local culture, and most of all, being away from friends and family. These problems are daunting, and the lifestyle is not for everyone. At our famous Springfest and Bon-Odori events, we open the base to the outside world, giving the public a small taste of what our day-to-day life is like. Surprisingly, I am thanked for my service by the Japanese, and, occasionally, I hear about their desires to immigrate to the United States. Whenever I return home, people are always appreciative and kind toward me because of my military status. It is small gestures expressed toward myself, other service members, and the United States of America that inspire me to keep pushing during those long hours and even longer deployments.

HSM-77 on the USS Ronald Reagan, in August 2023 off the northern coast of Western Australia.

Why I Fight

By CDR Jeremiah Farwell, USN

Firstof all, I’ve never published anything. Although I do like to write (I’m a PoliSci-and-fly guy), I have never jotted down my thoughts, feelings, or beliefs beyond emails, change of command speeches, or my own journal. However, when I received the email from NHA soliciting input on the “why” behind serving, I knew I had to submit my answer because my “why” is something near and dear to my heart. It has shaped me, my leadership style, and my command tours. It started with two authors that I greatly admire - Simon Sinek and Angela Duckworth. Sinek’s “Start with Why” and Duckworth’s “Grit” are two books that heavily influenced how I approach this profession.

For context, I LOVE Naval Aviation and I LOVE the Rotary Wing Community and what we do. I have loved airplanes and flying since before I could even walk, and, after seeing the Blue Angels fly when I was just a kid, I was hooked. I have breathed Naval Aviation for as long as I can remember, and earning my wings of gold was one of the greatest days of my life (right behind my wedding day and the birth of my children). I fell in love with rotary wing aviation when I had my first flight in the TH-57, and I desperately wanted to be a part of the Air Wing as a helicopter pilot in the HS and HSC Communities.

My first tour in HS-14 onboard USS Kitty Hawk in Japan was an amazing introduction to Naval Aviation. The camaraderie that we shared was unshakable. I was blessed to work with, and for, some outstanding aviators and Sailors. I quickly realized that who we do this profession with is as important as what we do. Who we do this with gets us through the tough times, the challenging times, and the downright scary times in our profession.

As I progressed through my career, personal relationships with fellow Sailors became more important than the flight time. As XO and Skipper, I looked forward to some down time on the flight schedules. The ground time allowed me the opportunity to cruise through my shops and walk the other ready rooms to talk with and listen to Sailors and fellow aviators and cultivate those relationships. I spent hours up in the tower and even in Flight Deck Control with Handler (they’re a person too!) with a French press full of coffee and a smile to see how they were doing and how our teams could work better together. Those relationships proved to be extremely important to how great the squadron and boat got along and our success while deployed for almost 10 months.

As I look back over my career, I realize that it’s not the hours flown, number of deployments completed, countries visited, etc., that have kept me in and proud to serve (although they do help!) All of those hours and deployments brought hard times - time spent away from my family, time spent mourning close

friends who paid the ultimate price, time spent agonizing over Sailors' issues, and the list goes on and on. Those challenging times have helped shape me into a better officer, aviator, husband, and father. They have made me a better leader, counselor, mentor, and listener to Sailors and their families. The reason I have gritted this profession out through the years at sea eating overcooked chicken and undercooked rice, the countless hours spent in a hot, sweaty greenhouse in the most challenging and hostile environments, the uncomfortable positions my back and neck have now adopted as normal, or the countless times my “I’ll be home for dinner” have turned into, “Sorry I’m late but something came up,” has always come down to two basic beliefs. First, service to my country matters. What we do is not only important to those we directly impact, but it is paramount to defending our great nation. There is no higher calling than service to God and service to country, and I find great value in that. Second, it is who I stand the watch with that has kept me serving. My brothers and sisters in uniform who are in the aircraft with me, the Sailors who stand in a two-hour-long chow line to get whatever is left over for Thanksgiving dinner, or the Sailor who steps into my office at 1700 on a Friday and says, “Skipper, do you have a minute?”

I grit out the hard times because they are worth it and you are worth it. We have to take care of each other. It is the only way we will successfully fly, fight, and win the next battle.

Industry and Technology

From Concept to Capability: The Evolution of the V-22 Osprey

CAPT Chris “chet” Misner, USN (Ret.), Bell Strategic Pursuits

Thelong-standing fascination with tiltrotor technology lies in its remarkable ability to transition from helicopter to fixed wing mode. However, that is merely the beginning - and only the most outwardly apparent demonstration - of its distinctive capabilities. To fully appreciate the value of tiltrotor aircraft like the V-22 Osprey, it’s necessary to understand its evolution, the versatility it offers, and its crucial role in military operations.

Birth of an Osprey

In 1980, a rescue effort during the Iran hostage crisis highlighted the limitations of existing rotorcraft in executing complex missions during a single period of darkness. To help address this capability gap, the Bell Boeing Team embarked on a journey to design and build a revolutionary platform leveraging nearly 30 years spent combining helicopter and fixed wing capabilities in experimental aircraft, along with cutting-edge fly-by-wire and automation technologies. Thus, the concept of the V-22 Osprey was born.

To build the first production tiltrotor aircraft, industry leveraged a combination of ingenuity and subject matter expertise across defense, aviation, engineering, and manufacturing technical specialties. Team Osprey - the production group behind the V-22 that includes more than 500 U.S.-based suppliers across nearly every state - was formed and a V-22 prototype took its first flight in March 1989.

Initially developed for the U.S. Marine Corps, the MV-22 became operational in early 2007. On September 17, 2007, VMM-263 deployed from U.S. Marine Corps Air Station New River in North Carolina with 10 Ospreys aboard the amphibious assault ship USS Wasp (LHD 1). What followed over the next 10-plus years was unparalleled operational performance by a series of squadrons flying the Osprey in support of operations Iraqi Freedom and Enduring Freedom.

Unconventional and Unmatched Delivering versatility through speed, range, endurance, and runway independence, the aircraft continued to accomplish previously unachievable missions. Military leaders took notice, and the need for the aircraft grew.

Fast-forward 35 years and the global fleet now includes over 450 Ospreys. Variants of the tiltrotor are used across three U.S. military branches, for joint service applications and by the Japan Ground Self-Defense Force. The aircraft serves the amphibious and combat assault needs of the U.S. Marine Corps, the maritime logistics needs of the U.S. Navy, and the special operations and combat search and rescue needs of the U.S. Air Force.

As more services operated the aircraft, the Osprey was recognized for going beyond its initial concept of operations

The first ever takeoff of a V-22 Osprey aboard USS Ashland (LSD 48), underway in the Leyte Gulf, Philippines. Aviation Boatswain's Mate Handling Airman Jennifer L. Confer, of Buffalo, NY, directs the first-ever launch of this type aircraft aboard. ABHAN Confer is the Landing Signalman Enlisted (LSE) chosen to direct this operation. U.S. Navy photo by Chief Mass Communication Specialist Allen Onstott.

and for delivering significant combat advantage to commanders and the warfighter. As the only military tiltrotor aircraft, the Osprey stands out among conventional aircraft and can adapt to a wide range of requirements and environments.

With unmatched operational flexibility and the mission systems and automation to support extended flight operations in complex environments, the Osprey has demonstrated its capabilities in delivering troops deep into enemy territory and providing humanitarian aid to disaster-stricken areas. The unique capability of the V-22 to reach extreme ranges with low operational risk has helped save lives on the battlefield and redefine the concept of the “golden hour,” which is essential for the critical care of injured Marines ashore and Sailors at sea.

A Road Map for Readiness

The journey of this first-generation aircraft has been followed closely by both advocates and critics. The Osprey’s unique tiltrotor design, while redefining mission versatility, initially presented complex engineering and manufacturing challenges. Since inception, the dedicated efforts of Team Osprey have contributed to advancements in the aircraft’s readiness and reliability.

Advancing and simplifying avionics, establishing a common configuration, implementing a nacelle improvement program, developing training simulations, and leveraging data analytics to enhance the repair process are just a few examples of the work being done to drive innovation and improve both the aircrew's experience and the aircraft’s overall availability and affordability.

The valuable lessons learned from the V-22 program extend beyond progressing the Osprey itself but also play a crucial role in shaping the future of tiltrotor aircraft. The Osprey has delivered insights that will continue to influence what military aircraft and capabilities are best suited to meet national defense and global security demands in the future.

2050 and Beyond

For more than three decades, the Osprey has been an integrated part of a military force during both peacetime and conflict. Over the next 30 years, the Osprey will be an essential part of any potential conflict that will require the U.S., allied, and coalition forces to fight and resupply over vast distances and contested battlespaces, delivering valuable and versatile airpower that is unmatched.

A long-term sustainment strategy will ensure the Osprey’s adaptability to continue to meet evolving mission requirements, growing threats, and a wide range of adversaries. Keeping the airframe ready, relevant, and reliable into the 2050s will require close collaboration across industry, military, and government leaders. It is important not only to focus on maintaining the aircraft’s current capabilities but also to have a future vision for the fleet. A modernized Osprey will help build a better common operating picture and achieve success in any future conflict.

Team Osprey is at the ready and remains committed to supporting the V-22 fleet for decades to come.

A CMV-22B Osprey, attached to the Titans of VRM-30, takes off from the flight deck of USS George Washington (CVN 73) while underway in the Pacific Ocean, September 27, 2024. U.S. Navy photo by Mass Communication Specialist 3rd Class August Clawson.

The CMV-22 OSPREY: A Game-Changer for Today’s COD and Tomorrow’s Contested Combat Logistics Support

By MajGen Tim Hanifen, USMC (Ret.)

The MOC

August 13, 2024 Former Defense Secretary Donald Rumsfeld rightly observed: “You go to war with the Army you have, not the Army you might want or wish to have at a later time.”

The same can be said for the Navy’s combat fleets; the Marine Corps’ littoral expeditionary and amphibious forces; naval air forces; and all the supporting combat logistics shipping, conventional aviation, and tiltrotors.

When war erupts, Sailors and Marines will have to fight and be supplied by whatever logistics capabilities are available at the time. They will also have to adapt to meet and perform a larger set of emerging missions as best they can.

Despite the concern about retiring the venerable C-2 Greyhound fleet, the Navy has presciently fielded a more capable, flexible, and adaptable replacement in the CMV22B Osprey. Like the C-2, the CMV-22 can deliver 6000 pounds of internal cargo at distances ranging to 1150 nautical miles and cruising speeds of 250 knots.

Yes, there are operational integration challenges for tiltrotor aircraft within the carrier strike group (CSG) and carrier flight deck operations. But the Navy has been there before. These challenges have always been overcome with time, experience, and innovation. They ultimately lead

to adaptation and new levels of operational performance, mission efficiency, and combat effectiveness within Fleet logistics multi-mission (VRM) squadrons, CSGs, and Surface Action Groups (SAGs).

The CMV-22 Osprey VRM squadrons are better configured to enable and sustain the combat fleets and facilitate Distributed Maritime Operations, Stand-In Force, Expeditionary Advanced Base Operations (EABO), and theater-wide Combat Logistics Force (CLF) operations than the C-2.

During the critical transition from peacetime to wartime, the adaptability and flexibility of the VRM Osprey supporting CLF operations is an inherent advantage for the Navy and Marine Corps.

In peacetime and contingency operations, where the U.S. Fleet and joint force dominated, the C-2 was an optimized, capable, and highly efficient cargo movement platform. It was the appropriate and cost-efficient fixed wing aircraft for its time with a limited but important mission set.

Though beloved and respected, the C-2 Greyhound required the use of lengthy commercial or military runways for its cargo and passenger movement missions. It was also deemed unsafe to launch and recover at night aboard the

A CMV-22B Osprey assigned to the "Titans" of Fleet Logistics Multi-Mission Squadron (VRM) 30 lifts off the flight deck of the aircraft carrier USS Abraham Lincoln (CVN 72). U.S. Navy photo by Mass Communication Specialist 3rd Class Jeremiah Bartelt/Released.

carrier. Dependence on catapults and arrested landings during daylight hours severely limited the C-2’s operational utility. All these inherent constraints would negatively impact its performance in any future Indo-Pacific War.

It is an entirely different story for the CMV-22. The ability of VRM CMV-22s to operate in high and low altitude flight regimes and all-terrain environments, and takeoff and land vertically in day, at night, or in night vision goggle conditions allows it to deliver critical combat logistics support where and when most needed, unrestricted by a lack of access to physical aviation infrastructure.

The Osprey’s mission flexibility, expanded flight regimes, and operational capabilities provide the CLF with new and unmatched support options and opportunities. In the future, the small but expandable number of VRM squadrons could be employed to rapidly create and support networks of Forward Logistic Support Sites (FLSS), much closer to the fight than would have previously been possible.

Almost like a constantly reconfiguring, mobile, mini huband-spoke system, networks of FLSSs could be organized for mobility, and regularly shifted and displaced to complicate targeting and use the existing airfield infrastructure located throughout the first and second island chains of the IndoPacific Region.

In this way, distributed VRM CMV-22 detachments would be the tip of the CLF spear, reaching back to the United States, yet closely positioned to fully support high intensity Navy combat fleet and Marine littoral combat operations.

Additionally, with the Osprey’s capability for vertical takeoff and landing (VTOL), VRM detachments of three to four aircraft could be organized to bed down on even smaller outlying airfields or be embarked upon mobile Expeditionary Support Bases (ESB), operating as ad hoc vertical launch system reloading, refueling, and destroyer tender platforms. Networked detachment mobility, distribution, dispersion, and regular displacement increases survivability and keeps the CLF and its VRM squadrons in the fight longer and better.

In addition to combat logistic mission support, the same CMV-22 tiltrotor aircraft could also be tasked to perform medevac, search and rescue, and logistics delivery duties critical to the submarine force.

If an Indo-Pacific War comes, whether already organized, trained, equipped, and ready - or not - VRM CMV-22 Ospreys and their crews will be asked to execute these kinds of missions. They will be the most ready, capable, and available squadrons in the region to get the job done, to save lives, and to keep the U.S. Navy and Marine Corps forces fighting.

In the near term and while time is available, our existing VRM CMV-22 squadrons, tiltrotors, and personnel can and should be expanded and prepared so they can successfully “fly and fight tonight."

The Osprey's game-changing effectiveness will only grow in the case of an Indo-Pacific War and continue to increase as the conflict continues. Particularly in the early and dark days of the conflict, it will be the heroic efforts of the combat logistics force operators—mal-organized, ill-equipped, few in numbers, and often operating alone, unescorted, and unafraid that will enable and ensure victory.

Now is the time to think, plan, and invest in acquiring larger numbers of CMV-22s and adding their capabilities to the CLF and the combat fleets while time remains.

About the Author

MajGen Tim Hanifen, USMC (Ret.) was a combined arms MAGTF Officer and OPNAV N95 Navy Expeditionary Warfare Requirements & Resource Sponsor; as an aviator he has flown over 3,300 hours in a number of rotorcraft, including the MV-22 Osprey Tiltrotor.

The views expressed in this piece are the sole opinions of the author and do not necessarily reflect those of the Center for Maritime Strategy or other institutions listed.

My Father, the Navy’s First Helicopter Pilot

By RADM Peter Booth, USN (Ret.)

My father, Tommy Booth, was the number one hero of my life. He was also the Navy’s first helicopter pilot. On the NHA Website you can find a detailed biography of his career as a Naval Officer and Aviator. However, I want to fill in the blanks. For, like most of us, each line of a biography or entry in a logbook leads us to many sidebars of our lives.

Dad’s folks emigrated to America from England in the late 1800s and worked in the woolen mills of New Hampshire. His father went to dental school in Philadelphia and set up practice near his parents in the small river town of Penacook, New Hampshire.

Dad did well in his studies. He was accepted to the Naval Academy, based 100% on competitive exams, and graduated very high in his class wherein only half the class was commissioned in 1931 due to the depression of 1929. In his second-class year, he met my Mom, Peggy, a high school senior from a girl’s academy in Baltimore, on a blind date at the Academy. They married in 1933. Shortly after, Dad was designated a Naval Aviator and assigned to a battleship on the west coast. Here’s the problem they faced: Mom was a senior at Wells College in upstate New York with only two months to go until her graduation, but Dad had orders in hand. Love won, and off they went, heading for the sunsets, arm in arm. Fourteen months later, I came along.

After a short sea tour on a cruiser, Dad spent about one year training to fly in Pensacola where he accumulated approximately 340 flights in three types of aircraft and about the same number of hours. Scanning his logbook, there were numerous days when he would fly five hops, but the time airborne was about fifteen minutes each. Interestingly, for the past 35 years, I have lived only five minutes from the front gate of NAS Pensacola and have visited several times a week, jogging, playing racquetball, and, more recently, visiting my wife’s grave on board the base. All the brick hangars and most of the seaplane ramps are still there, visible reminders of my Dad and the early days of Naval Aviation. This also serves as a reminder of the wonderful marriage my parents shared. With no cellphones and text messages, relying only on the mail from the time of their meeting at the Academy to getting his wings of gold (about three years), Mom and Dad somehow managed to grow the flame. How did they do it?

After this, Dad was ordered to a squadron at Naval Air Station North Island that provided float planes to battleships and fighter planes to carriers. His logbooks are full of many flights during these two years with no long deployments. Here he is with his new family alongside his F4B fighter, LTJG Booth stenciled just below the cockpit. The family, with the addition of my sister, Scottie, then went to Panama where he and many of his classmates transitioned to a twin-engine seaplane patrolling the Panama Canal. During this time, my Mom took lots of home movies documenting laughing with new couples enjoying life and becoming lifelong friends.

In 1937, Dad was selected for three years of postgraduate school in aeronautical engineering, first at the Naval Academy and then at the Massachusetts Institute of Technology (MIT) where he received his Master’s degree. With war clouds looming in Europe, he was ordered to Fighting Four, a F4F fighter squadron of twenty fighters stationed in Norfolk, VA flying off the old USS Ranger. Here’s Dad, the CO of the squadron at age 33 and a Lieutenant Commander, in the top center, getting ready for a predawn launch with his Lieutenant XO at his side. During this time, we lived in the Larchmont apartments, and I recall a raucous squadron party jammed in with lots of cold beer. On this occasion, the beer was provided by a pilot who recently landed wheels up who had to buy the beer. It was about this time that I began to learn about my Dad and Mom. The three of us kids were brought up to be respectful, don’t put arms on tables, clear the table, and help with the dishes. All of this was led, of course, by my Dad. One memory, when the squadron was ashore in early 1941, was seeing twenty planes in two V formations flying low overhead the city of Norfolk for all to see. Shortly after this, Dad was awarded the Navy Cross for, “Extraordinary heroism as Commanding Officer of Fighting Squadron Four during the assault on French Morocco, November 1942.”

Dad then went to the new test center at Naval Air Station Patuxent River and was assigned as the head of the Flight Test Division. Here he was responsible for evaluating all Navy fighters, including the first jet, demonstrating the captured Japanese Zero around the country, and delivering the Navy’s first helicopter thereby making him the Navy’s first helo pilot. During this time, we lived in an old summer house right on the edge of the Chesapeake Bay sleeping year round in sleeping bags on the porch. One cold night, Charles Lindbergh was visiting and came out to chat with us. In retrospect, I wish now I had the foresight to have asked Dad about this and many other aspects of his life. In the evenings, my Mom and Dad would play bridge, and later, Dad would softly play Moonlight Sonata on his baby grand piano (one of his favorites). Those two years were a fast-moving mosaic of many moving parts, thoughtful decisions, and trying for a normal family life during the wartime years. Leaving Pax and the piano for the junk heap (it had too many moves), off we went to Coronado where Dad was assigned to a carrier group working up for the planned invasion of Japan. As he was stationed in Hawaii, Mom was up to her elbows in a big house, not much money, and writing letters to and fro mostly daily. After some twelve years of marriage, the war over, three kids, lots of moves, scrimping at times, off we went to shore duty in Washington, D.C., with Dad, deep into many aspects of Naval Aviation, was fighting for the carriers, for the dollars, and, in stark reality, the future of Naval Aviation.

In Washington, we lived in a two-story modest triplex just off Wisconsin Avenue. Dad would go off to work in the Navy’s headquarters downtown, usually carpooling. We had a green Dodge four-door fluid drive sedan, replacing the old 1938 Buick which gave up the ghost on the trip from Coronado near Yellowstone. In the evenings, we would most always sit at the dining room table for a full meal with Dad and Mom at either end. Us kids were expected to mind our manners, clean our plates, drink our milk, clear the table, and do the dishes. I do remember Dad working with me on his slide rule and figuring out the stresses on a bridge, attempting to make me understand logarithms and plane geometry and getting a bit upset when I did not. On many Saturdays, off we would go

for a picnic. On Sundays, we all went to church at St. Albans followed by an afternoon big meal and cereal for dinner. Most of these years, I had a paper route delivering the Washington Post very early in the morning. Two points: Mom was always up to fix me breakfast, and, when it was snowing, or raining, Dad would drive me. These four years, deep down, were much the same as most families at the time: not too many frills, hard-working, taking care of the family, setting the standards, yes ma’am, no sir, and enjoying a normal late 1940s lifestyle.

In later years, as a midshipman, I flew with Dad off and on for around thirty or so flights while at Pax and later in Hawaii while he was still a Captain. He was a consummate aviator and always totally in control and it was fun to fly together. How I wish that I could chat with him now and recall those many flights. This photo, taken at the Naval Academy’s Bancroft Hall in 1952, is one of my favorites.

Dad continued to move up the Navy ranks. As a Captain, he commanded a large composite squadron in Atlantic City, N.J. which supplied all-weather fighters, both jet and the F4U Corsair to the Navy’s many aircraft carriers. I worked both summers (digging ditches) ostensibly to help defray the cost of my schooling but really to take flying lessons with the wife of one of his many pilots in her airplane. Dad continued on a fast track with two years as Director of Electronic Test at Pax, a student at the National War College (his thesis: A Christian Muslim Rapprochement), command of an escort carrier, and, eventually, the first CO of the super carrier USS Ranger. Here’s a quote from a portion of Dad’s remarks at this August commissioning of the fourth of the super carriers, “She has been built, and she rides under us today, for great purpose - to help protect the United States, in war and along and across the seas if necessary, and to be, wherever she sails, an expression to all of the dignity and purpose of our nation.”

As a Rear Admiral, he spent two years as the head of Naval Research and Development. This photo, taken while I was in postgraduate school in Palo Alto, tells a tough story as Dad had just visited the nearby Lawrence Livermore Labs in 1964. There he was briefed on the massive buildup of nuclear weapons for the carriers, Army, and Air Force. Here he is holding and proudly smiling with my two daughters, Laurie and Renee, as a

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normal, happy grandfather. This photo, with his family nearby, epitomizes their closeness. Over the years as he, Mom, and the three kids moved, we would often visit the low country to see family. He and Mom would climb into his pipe smoke filled, old four-door Volvo and go for a drive, and spend a few days together, talking about whatever. He had a workshop in his garage and built a magnificent grandmother clock along with nurturing bonsai plants. Lots of travel to faraway lands, many trips to see the family, deeply involved in their church, weekly happy hours with friends, and golfing occupied his time. How I wish now, I would have gone one-on-one with him, kept notes, and asked him about all sorts of things. Why the Naval Academy? Why aviation? What about religion, world events, politics, growing up memories, early years with Mom, flying the helo, jet, and Zero at Pax long ago, and his postgraduate experience at MIT? Wish, wish, wish.

When I pause, and look back, one thought springs forth. The family! For the many years of Mom and Dad’s marriage, they were two peas in a pod and joined together for life. The tough times, joyful times, and happy stretches make a family history spark with life. Enmeshed in their lives was the constant happiness fostered by their extended family, no matter the distance. Phone calls were few but many letters and cards were the norm back then.

My Dad was universally admired throughout his life. Never one to brag, to embellish, to parse, he was enormously respected by his many friends, his seniors, and the individuals he commanded or with whom he interacted. And, always, it was his country, his Navy and his family that stood the test of time. He is buried in the Columbarium at the Naval Academy with my Mom; two Americans who made a positive difference in the world.

A final snippet from Captain Wendy Lawrence, Naval Aviator, Helicopter Pilot, and Astronaut: "For the many Navy helicopter pilots who followed in his footsteps, then LCDR Tommy Booth blazed a trail. As the first Navy helicopter pilot to fly in space, it was a distinct privilege to bring VADM Booth’s log book with me on my first space shuttle mission in 1995.”

RADM Tommy Booth's logbook

From the Pages of My Logbook: Three Sea Stories

By CDR “Dangerous Dave” Diamond, USNR (Ret.)

Green Flight Suit to Orange Jump Suit?

Foranyone receiving orders as a training command flight instructor, I would say you aren’t really an instructor until you’ve taken students cross country. There is something about getting away from your home field that offers so many more options for things to go awry.

My first cross country flight was a good example. I decided to stack the deck in my favor. I would fly short legs to a place I knew people. What could possibly go wrong?

I had the students plan four legs from NAS Whiting Field to Charleston AFB in South Carolina. There were four planned legs. Whiting to Tallahassee Regional, Tallahassee Regional to Southwest Georgia Regional in Albany Georgia, Southwest Georgia Regional to Savannah International, and ending with Savannah International to Charleston AFB.

The first leg was delayed for weather but went smoothly to Tallahassee. We closed the flight in Tallahassee and the students got practice filing with Flight Service. The students offered a way for us to make up time and instead of flying to Southwest Georgia, they offered Vidalia, Georgia. I asked: “Do they have an instrument approach and contract fuel?” They said “Yes,” so I ok'd the change.

When we turned up the aircraft and called for clearance, they had nothing in the system. The students didn’t realize we had changed time zones and filed for a departure time an hour later than we wanted to depart. We re-filed and launched to Vidalia. As we shot the ONYUN Non-Directional Beacon (NDB) Approach, I had a bad feeling. The airport looked like a scene out of High Plains Drifter. I saw no signs of life there. I asked, what time does the field close? The student at the controls said confidently “1700." The student in the back said, “That was an hour ago.” The time change had bitten us twice on this leg.

When we landed, I asked the student in the back to see if there was anyone that could refuel us. I shut down the aircraft to save what fuel we had. I sent the student that had been flying to call Flight Service and close out our flight plan. Center had asked us to do that since Vidalia didn’t have a manned tower to call them.

There was no one available to fuel us and I really didn’t want to spend my weekend in Vidalia. So, we broke out our charts and figured out a plan. That’s when I realized we didn’t have a VFR sectional that would get us from Vidalia to Savannah and didn’t have enough fuel to file IFR to Savannah and meet fuel reserve requirements. We laid out the charts we had, found a waypoint that was common to both charts, then

Red line marks the restricted area at transient aircraft ramps.

filed a composite flight plan to that point where we would change from an IFR to VFR flight plan and land in Savannah with the required minimums.

I expected something to go wrong, but maybe we were in the clear. That’s when the Sheriff showed up and asked are you the crew of Navy 1 Echo 057? Great, am I going from a green flight suit to an orange jump suit? There was a 57 painted in big black numbers on the side of the aircraft, so I figured truth was the best option. “Yes, that’s us, why do you ask?” He explained Flight Service had launched a SAR effort on us because they didn’t receive a safe on deck call. My student confirmed he had called, somehow, they didn’t get the confirmation. Then the Sheriff said he was actually happy to see us. The last time they called him, he didn’t see anyone at the airfield, and later they discovered the aircraft had crashed prior to reaching the airport. I thanked him and gave him my squadron patch.

So, now we executed our composite flight plan to Savannah and the rest of the cross country went without further issues. I called the CO and told him about the SAR effort, and he took it well. I figured it was best if he heard it from me first.

I made many additional cross-country flights to Charleston AFB, and usually they went without issue, save for a few times. Once I forgot to train my students about the red lines on the flight line and found my Marine students face down spread eagle with armed Air Force security personnel detaining them for crossing the red line. Another time, we had a weather delay and had to launch out of Savannah International using closed field procedures. We had gotten a weather brief from Flight Service. After launching we were informed that we were flying in a SIGMET (Significant Meteorological Information). We got vectors around the cells and landed safely in Charleston.

When you fly students cross country, make sure they understand if you are crossing a time zone. Make sure you have VFR and IFR sectionals and approach plates for every leg of your route and within two hundred miles either side of your planned route. You never know when you will need to make a major re-route for weather. Expect things to go wrong and keep a sense of humor when they do. Your students can learn a lot when things don’t go as they planned.

On some legs, I would point to a lake or another feature on their chart while we were flying to see how they handled rerouting. Also, take that time to talk to them about what they want to fly and ask why. You might influence their community choice by having that conversation. And by all means, warn your students about those red lines on Air Force base flight lines!

The Great Pumpkin Incident

InOctober 1992, I was embarked on USS Ponce (LPD 15) in the Caribbean as part of a Counter Drug Operations Group. The group consisted of two SH-2F Seasprites from HSL-34 and two CH-46E Sea Knights from HC-8.

One night at the end of a drug patrol, one of the Seasprites reported what appeared to be a person in the water near the ship with a chemlight. They were at the end of their flight and low on fuel. They requested a quick refuel and to load a rescue swimmer to perform the rescue.

That is when things got strange. The ship refused their request, ordered them to recover and shutdown. The flight crew was told the rescue would be performed by the ship, because that would be quicker. The flight crew and later all the aviators from the LAMPS detachment waited in the wardroom and witnessed the disaster that ensued as the ship tried to launch a boat to perform the rescue.

The ship had difficulty launching the motor whaleboat and for over an hour, anyone remotely responsible for the boat was called to the bridge. The Air Detachment Officer In Charge (OINC) repeatedly offered to launch for the recovery and was denied every time.

After about an hour, the ship finally successfully launched the recovery boat and pulled the “survivor” from the water. The survivor turned out to be a jack-o'-lantern illuminated by a chemlight.

To improve ship morale, the ship had held a jack-o'-lantern carving contest earlier that evening and, for safety reasons, decided to illuminate the entries with chemlights rather than open flamed candles. Apparently, one of the contestants that lost tossed his entry overboard with the chemlight still installed and none of the watch standers noticed the splash on entry or saw the chemlight of the orange Oscar. It wasn’t until the aircrew was approaching the ship at the end of their mission that it was discovered.

What I don’t remember happening during this fiasco was a muster to determine who could have been in the water. However, when the ship departed Santo Domingo, stowaways were found on the ship, so, even if everyone was accounted for, that doesn’t mean an additional undetected stowaway couldn’t have fallen overboard.

That cruise had many interesting stories, but the “great pumpkin incident” is one that always comes to mind.

USS Ponce (LPD 15)

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Uncle Buck In A Flight Suit

This is the story of the two times I had the same malfunction indication and performed Precautionary Emergency Landings (PELs) with two very different outcomes. The first time was flying a TH-57B with a student, the second was flying a TH-57C with another instructor. Both times the same malfunction occurred on a powerlines course rules return to NAS Whiting Field. The malfunction was fluctuating engine oil pressure.

The first time it happened, I was returning from a familiarization (FAM) flight at Pace Outlying Field (OLF). The Engine Oil Pressure Gauge fluctuated right as I was passing Berry Hill Elementary School. Since that was the only option for a place to land, I did a 180 degree turn and set up to do a PEL. I ended the PEL with a no hover landing in the playground as far away from the students as possible. Upon safely landing and shutting down the aircraft, the children approached saying, “I want a ride!”

“Not in that one," I replied and added, “I don’t want to ride in that one anymore, it’s broken.”

After getting the blade tied down and post-flighting the aircraft, I found no evidence of an oil leak. I let my student give the students a static display tour of the aircraft while I made arrangements for it to be towed back to Whiting Field. This was before cellphones became popular. So, like a misbehaving child, I had to go to the principal’s office and call the squadron. As I made my walk of shame to the principal’s office and saw the short lockers and small chairs in the classrooms, I felt like Uncle Buck in a flight suit.

The aircraft was towed back to Whiting and since the student didn’t break it, I rode in the “truck of shame.” For those that don’t remember, when they tow an aircraft to Whiting, they send two trucks. One is attached to the trailer with the aircraft, and the other follows behind the towing truck. The truck with the trailer is the “truck of shame,” because that is the one everyone notices as it goes by. If the student broke the bird, I let them ride in the truck of shame, if I broke it or nobody broke it, I would ride in the truck of shame.

I checked with Maintenance Control the following day and they were unable to duplicate the malfunction. So, I never figured out what caused that fluctuation. However, I would find out the cause the next time it happened to me.

It was a slow day, and I was on the Functional Check Pilot schedule. Another instructor from my squadron (HT-18) had been assigned a TH-57C that had the engine replaced and asked if I wanted to help. There were no other birds up for the test, so I was happy to at least get some flight time. We took the bird through all the required checks and decided to

take it to Pace Outlying Field (OLF) and back to get a little time on the engine.

We were established on the power lines entry to Whiting when the Engine Oil Pressure Gauge started to fluctuate. We were past Berry Hill Elementary this time and decided Spencer OLF was the best choice for landing since they had a crash crew. I was on the controls and called Spencer Crash. I told them about our issue and explained I would not be splitting but entering directly from the northwest to the right side of the pattern for landing. They cleared traffic out of my way. We were getting major fluctuations but no other indications as we crossed the field boundary. I asked the other pilot if he wanted to do the landing since he had signed for the bird. He said, “no, you’re a FAM guy with more practice at autos.” I kept the controls and completed a no hover landing without any other issues.

We tied down the blade and post-flighted the aircraft. Again, there was no evidence of a leak. This time when they sent a maintenance crew, they could not find any evidence of oil in the tank. Apparently, an internal seal on the rebuilt engine had failed and the engine was consuming the oil. The fluctuations we saw were when the pump was cavitating because it was pumping air rather than oil.

Neither of us rode the truck of shame that day since Spencer had lots of aircraft offering rides back to Whiting at the end of their flights. So, two different aircraft with the same malfunction indication in roughly the same location forced PELs to different locations with different outcomes. If you experience this malfunction, make sure to treat it as if it was the second cause.

About the Author

CDR David D. Diamond (NHA Lifetime Member #367) flew the SH-2F Seasprite (LAMPS MKI) with HSL-30 DET ALFA, Neptune’s Horsemen, and HSL-34, the Greencheckers. He was a Selected Reservist assigned to CTW-5 NR DET 282, the Elks, and provided direct support to HT-18, the Vigilant Eagles. He retired with over 3,600 mishap free hours of flight time. He also holds the unique distinction of wearing five different ranks and holding three different designators while assigned to HT-18.

Allied Seas Lead to Allied Skies

By LT Joshua "Shrek" Simon, USN

Itis an extremely rare occurrence for a United States MH-60R to get operational time with a foreign ship while not on deployment. Helicopter Maritime Strike (HSM) 79 seized such an opportunity on May 7, 2024 out of Naval Station Rota, Spain with German frigate BadenWürttemberg (F222). Four days prior to operating with Baden-Württemberg, myself and another HSM-79 helicopter crew visited the ship and received a tour. The tour consisted of the flight deck, Combat Information Center (CIC), and the bridge. The first aspect of the ship that we all took notice of was the size of the flight deck. A flight deck that was built to receive NH90 helicopters would surely be more than suitable for two MH-60R crews. Armed with the knowledge that flight deck size and aircraft weight wasn’t going to be an issue, we cross checked the HOSTAC (Helicopter Operations from Ships other Than Aircraft Carriers) and the Shipboard Aviation Facilities Resume to verify everything was within limits. We finished our tour by advancing international relations and sharing German brewed beer inside the wardroom with our hospitable hosts onboard the Baden-Württemberg.

example, we used, “Feet on the HRS (Horizon Reference System) Bar” before sliding in for landing. The launch was a reversal of the same procedure. The German EVLAs are conducted in the same fashion as the U.S. Navy ELVAs. The smokelight pattern was flown using the same profile, with the caveat that the German ship used actual flares on the practice approach. This presented us the benefit of visualizing what an actual smokelight profile looked like since the U.S. does not use flares during smokelight practice approaches.

The day prior to the event, the flight crews conducted a final brief with the Baden-Württemberg flight deck team to review the intended flight operations. The flight operations included a simulated vector attack (VECTAC), followed by 16 approaches (with chocks and chains every other landing for flight deck crew proficiency), two ELVAS, and two smokelight approaches shared between our two helicopters. Our biggest concern leading up to this event was the language barrier, but we quickly deemed it to be a nonfactor due to the ease of the brief. The ship allocated two hours for our operations. Upon arrival, the BadenWürttemberg vectored us for a simulated VECTAC along the port side of the ship. We immediately shifted into the landing evolutions utilizing a wagon wheel pattern. The German pattern was not the traditional flight deck approach that the U.S. uses for our Flight II Destroyers. Instead, the German approach was to the side of the flight deck, followed by a slide in, and then a descent to landing. This method posed the largest CRM barrier due to a different sight picture for the pilots. We found that keeping the same visual checkpoints worked well for the crews. For

After all was said and done, we wished them well as they began their transatlantic sail to New York for Fleet Week. Overall, this was a wonderful coordinated exercise that benefitted both countries. The HSM-79 aircrews achieved unique air capable ship training, and the German ship crew benefited from the allied helicopter repetitions. This event strengthened the relationship between the U.S. and Germans and further advances the interoperability of NATO allied nations.

A German sailor conducts LSE duties with a U.S. MH-60R on board the German frigate Baden-Württemberg (F222).

Aircrew Allies

DETing Out to Sea – One Last “Oh By the Way…”

By LT Kevin “Speshal K” Schwind, USN

Helicopter squadrons and their teams of aircrew and maintainers have been flying out to sea for decades. A squadron’s ability to divide its resources into Detachments (DETs), embark them aboard naval surface vessels, and operate as an extension of the ship’s weapon system is perhaps the community’s greatest asset to the Navy. However, if embarking teams onboard naval vessels is our primary purpose, then why is it so difficult to accomplish every time we got out to sea? Whether it is a seasoned Maintenance Chief or Officer in Charge (OIC), preparing aircraft and tools for deployment is no easy feat. Regardless of the DET’s skill level and experience, there is always too much to accomplish and seemingly not enough time.

Dwight D. Eisenhower, the Supreme Allied Commander of Europe and the 34th President of the United States, famously coined the expression, “Plans are worthless, but planning is everything.” On my last deployment, our Air Boss was always quick to remind our detachment of this quote though I never appreciated Eisenhower’s paradoxical wisdom until I served as a Detachment Maintenance Officer. The unfortunate reality of our profession is that, while out to sea, completing aircraft maintenance and returning birds to an “Up” status requires massive logistical coordination –even if you think your DET has planned for everything. The truth about planning is no matter how many alternatives are considered or how well DETs have anticipated maintenance schedules, strategies seldom go according to plan. There are known-unknowns we are taught to consider and then there are unknown-unknowns, like stray hurricanes in the Mediterranean that will completely flip a plan on its head. Nevertheless, the reality of the military is this: planning fuels how we train, fight, and win battles at sea, and, regardless of how the plan shapes out, we must always continue to plan.

When preparing your maintenance team for deployment, it may seem like there are too many items that need to be tracked. Fortunately, there are a lot of great resources at the squadron’s disposal to assist in the planning process. Before reinventing the wheel and planning from scratch, check in with operations to see if they can provide a Wingspecific packing guide. These packing guides are an excellent starting point for all DETs and will keep maintenance teams standardized throughout the entire process.

As you prepare to “head out the door,” understand that the late nights spent planning for deployment will serve you and your team well on your next adventure at sea. If this is your first deployment or your third? The following list is specifically designed to ensure DETs and their teams of maintainers are ready for sea.

12 Items to Consider: 90 Days Before Deployment

1. Phase Kits: No matter how long the deployment is scheduled for, bring enough Phase Kits to carry each aircraft through all four cycles. This will ensure DETs have all the phase items needed in the event of an unexpected extension or delays in the supply chain.

2. OOMA Servers: Ensure the DET AZ op-checks the servers at the squadron before embarking. Once out to sea, it becomes increasingly difficult to receive software patches due to bandwidth limitations.

3. PEMAs: Verify that PEMAs are loaded with all maintenance publications and are current with the most recent Interim Change (IC).

4. FCF Booklets: Verify your DET has the most up-to-date Interim Change (IC) with QA and upload a digital copy to the PEMAs. Print out enough packets to get through the first few phases and don’t forget to pack additional cardstock for extra booklets.

5. ADB Best Practices: Should aircraft swap ADBs for the fly-on or fly their own onto the ship? However the DET or squadron decides to accomplish this, ensure all players are aware of which aircraft is flying on each ADB. Fly-on days are chaotic for many reasons and ADBs can inadvertently get left behind in Maintenance Control when packing up the aircraft. Designate a crew member to visually verify that the correct ADBs are present in each helicopter.

6. Special Inspections: Track and know aircraft Special Inspections intimately. The most important special to be aware of is the 364/365 Day Special Inspection. This annual inspection requires a magnetic compass (wet compass) in-flight verification and may require a recalibration if out of limits. To realign the wet compass, a land-based facility with a magnetic compass rose is required to accomplish the calibration. If an

aircraft is set to expire during deployment, ensure the DET rebases these inspections while still at home.

7. Pre-Expendable Bin (Pre-Ex): Meet with the DET Lead Petty Officer (LPO) and DET Leads to determine what should be incorporated in the Pre-Ex. Pre-Ex’s can be tailored to and include items from individual workshops that Sailors will want to have handy to complete their maintenance. Items packed in the Pre-Ex can range from additional wash pads to spare wire leads and additional IHEEL batteries.

8. ALSS Gear: Set aside time to sit down with the DET PR and discuss upcoming expirations for NVDs, LPUs, and drysuits. Another inspection to be cognizant of is the ALSS 180-Day Special Inspection for NVDs and LPUs. The 180Day can be challenging to accomplish while on deployment due to unpredictable op-tempos and proximity to nearby Aviation Maintenance Depots (AMDs) that can accomplish the inspection. If the DET finds itself needing to rebase this inspection at sea, CVNs or other big decks can assist. It’s important to note that advanced planning will be required as the inspections can take one or two days. Although this sounds like a small amount of time, it is easier said than done as the parent ship will need to remain within reach of the AMD facility for retrieval. Needless to say, if the ALSS gear misses its 180-Day, then flight operations may be on hold until the inspection is completed. For drysuits, ensure each member of the aircrew fully dons their drysuit and inspects for rips and/or tears. Additionally, the rubber neck of the drysuit is extremely fragile and can rip with continued use if not careful. If the rubber lining rips while deployed, the drysuit will be downed and unable to be worn for use.

9. PUK Inspection: The Pack-Up-Kit (PUK) is a ship-owned and controlled supply department asset available for exclusive use by the embarked aviation detachment. Depending on how well the ship’s PUK Manager maintains their program, the contents of the PUK may be missing, expired, or incorrectly stored/labeled. For this reason, it is critically important that the DET MO, DET Chief, DET AZ, and PUK Manager inspect PUK contents in its entirety. High-priority items that are beneficial to track include:

Computers: Primary Computers, EDECUs, APU DESU

EGIS: Legacy vs. SAASM

Engines: T700-GE-401C Engine Log & ETF; APU

Blades: Inspect for cracks, fractures, or breaks

Elastomeric Bearings: Verify expiration dates

10. Sailors: Ensuring sailors are qualified and ready for the next step in their career is equally as important as packing the right maintenance gear. Work with the DET Chief and LPO to create a tracker for upcoming Plane Captain (PC) Monitors and other qualifications that may expire during deployment. Other items that must be considered include:

Flight Deck Director and Traverse Qualifications: Minimum Sailors qualified to accomplish first-month flight operations

Advancement exams: Coordinate with the DET Admin Officer and Squadron Admin Department

Midterm counseling & evals

Birthdays & anniversaries

11. Operational Environment: In today’s maritime environment there exists a demand to change operational theaters at a moment's notice. For these reasons, it is imperative to study the DET’s projected operating environment and have a plan for both warm and cold weather extremes. Colder weather has perhaps the greatest impact on DET operations.

Consider the following:

Cold weather suits for maintainers

Aircraft wash schedules in below-freezing temperatures

Install and op-check aircraft blade de-ice & control panels

12. Weapon & Mission System Test Kits: Simply verifying that these items are present on the IMRL inventory is not enough. If there is time available, work with operations and Maintenance Control to schedule an op-check. Test kits that are broken or malfunctioning are nearly impossible to correct while at sea.

If there is anything that our training has taught us, it is that checklists are here to help, and while our publications are a great starting point, they are not all-encompassing. The above list is not here to replace our publications but rather to highlight important areas that may require an additional look. While we would all love to pack the entire hangar and fly it onto the boat, space limitations and squadron manning requires that we disseminate aircraft and equipment to effect independent operations. It is for all these reasons and more that having a plan is so valuable. The ability to forecast months into the future, determine maintenance schedules, and plan flight operations is what makes Naval Aviation so effective. Before your DET leaves the squadron for deployment, remember the advice that General Eisenhower once gave to his soldiers –planning is essential, and plans are worthless.

As professionals, it is our duty to be prepared but also understand that plans can and will change while at sea. Yet, the hours spent planning at home will allow you and your team to adapt and implement contingencies on the spot, overcome unexpected obstacles, and return home safely to tell the tale.

A Glimpse at Why We Train

LT Richard Wheeler, USN

From March 18 to March 22, 2024, HSC-2 sent a helicopter detachment from NAVSTA Norfolk to NAS Pensacola to support the Naval Aviation School Command. The primary mission for the Det was to provide hands-on training and quality resources for the Aviation Rescue Swimmer School (ARSS) to help retain talent and curb drop on requests (DORs). The ARSS is experiencing high, unsustainable DOR rates which has the potential to impact the future manning of the helicopter community. This event provided ARSS students the opportunity to interact with members of the Fleet, conduct live SAR training, and provide a static display for ARSS/NIFE/local JROTC students. The detachment completed nineteen live overwater hoisting evolutions with ARSS students and received very positive feedback after the event. The ARSS staff debriefed the HSC-2 aircrew that students were very excited to see a glimpse of what their future holds as rescue swimmers. The detachment was also able to interact with current NIFE students and expose them to static and dynamic demonstrations at NASC.

Photo credit: MC1 Zachary Melvin, USN

Friends from Down Under

By LT Pat "Waldo" Colley, USN

While at an all-hands call during a visit to HSM-37, Commander, Helicopter Maritime Strike Wing Pacific, CAPT Christopher “Jean-Luc” Richard remarked: “We have no better friend in the MH-60R Program than the Royal Australian Navy.” The Commodore’s comments were initially regarding the massive research and development investments made by the Royal Australian Navy into the MH-60R Multi-Mission Maritime Helicopter that is operated by the U.S. Navy and eight partner nations. However, as security challenges in the INDOPACOM area of responsibility continue to grow in terms of complexity and intensity, the need for reliable friends and allies is becoming more evident.

Throughout March 2024, HSM-37 welcomed the Valkyries of the Royal Australian Navy’s 816 Squadron, Flight 607 into our home at Hangar 101 onboard Marine Corps Base Hawaii. The Valkyries disembarked their ship, HMAS Stewart (FFH 153) to conduct landbased operations while Stewart operated in and out of Pearl Harbor. Throughout the month, HSM-37 and Flight 607 integrated in just about every facet of operations. Easyriders and Valkyries shared maintenance lessons learned and best practices, conducted joint SAR pool training, executed ASW and SUW simulator events as a mixed crew, and even flew together. The joint efforts culminated in Flight 607’s participation in several Helicopter Advanced Readiness Program (HARP) events at the Pacific Missile Range Facility on Kauai. On operating with the Royal Australian Navy, HSM-37 NATOPS Officer LT Zachary “BOB” Strohl remarked, “The Australians use procedures similar to ours, which made the transition of flying with them essentially seamless.”

The seamless integration was not solely the result of similar publications, or shared tactics, techniques, and procedures, but a direct result of the strong professional friendship that was built between partner nations. From weeks before their arrival, up to and beyond the Valkyries’ departure, all hands aboard HSM-37 made concerted efforts to be welcoming hosts. From joint All-Khaki meetings to a Green Light Party, both sides were eager to foster camaraderie and cooperation. While their visit was shorter than all of us would have liked, it didn’t take long to learn that the Valkyries of the Royal Australian Navy are not just a tremendously capable MH-60R detachment, but also genuinely wonderful people and cherished friends.

Naval Aviator Wins Department of Defense Spirit of Hope Award after Donating Bone Marrow

From CNATRA Public Affairs

LTAaron Kovalchick, Naval Aviator and helicopter instructor pilot assigned to Helicopter Training Squadron (HT) 18, was recognized as the 2024 recipient of the Department of Defense Spirit of Hope Award during a ceremony at the Pentagon on September 18, 2024.

The Spirit of Hope Award is presented annually to one service member from each military branch. Recipients are chosen for previous actions that represent the values of Bob Hope; duty, honor, courage, loyalty, commitment, integrity and selfless dedication. Recipients are notable individuals who have greatly supported the quality of life of other service members and their families. This may include, “an extraordinary amount of time, talent, or resources to benefit service members.”

“I am truly honored and grateful that I was even nominated by my command,” said Kovalchick. “It is incredibly meaningful to me, knowing that this was not due to one specific event, but for opportunities I have had over my entire naval career.”

The namesake of the award, Bob Hope, was a long time USO entertainer who dedicated his career to uplifting service members beginning in World War II and lasting until his last tour in 1990. A patriotic icon, Hope represents a historic legacy of service to others.

Col. Anthony Krockel, Commander, Training Air Wing 5, presented the award to Kovalchick during the ceremony. “It is important to note that LT Kovalchick is not simply being recognized for a few acts of kindness, but for a career long dedication to uplifting the military community around him,” said Krockel. “His caliber of selfless leadership and sacrifice is a core example of the values that military men and women across the world hold in the highest esteem.”

Kovalchick, a native of Pittsburgh, Pennsylvania, began volunteering with military programs during high school as he supported “Stuff-a-Bus," a fundraising toy drive that worked alongside The Marine Corps' "Toys for Tots" Program. Since then, his volunteer service has continued with programs like Stop Soldier Suicide and local Toys for Tots chapters while serving as a Naval Aviator assigned to the Dragon Whales of HSC-28, and currently, the Vigilant Eagles of HT-18.

Most notably, Kovalchick began volunteering with the Department of Defense Salute to Life Marrow Donor Program in 2018. His marrow was tested, and despite the extremely low odds of becoming a perfect match to a life in need (.2%), Kovalchick received the phone call in 2021.

LT Aaron Kovalchick,USN, Naval Aviator and instructor pilot assigned to HT-18, volunteers to support the Salute to Life Program.

“In May 2021, I received a call that I was a potential match for a patient with leukemia and asked if I was interested in further testing,” said Kovalchick. “I received approval from my front office at HSC-28 and flew out to D.C. to conduct additional testing. A few weeks later I was notified that I was the best match for the patient and asked if I would like to move forward with scheduling the bone marrow donation.”

He underwent a blood transfusion procedure and donated his life-saving bone marrow to a person in need. Kovalchick continues to visit with his bone-marrow recipient to this day.

“The odds of being selected as a potential match for a patient are already very low, so having this opportunity was one that I truly felt was meant to be. My bone marrow recipient and I had the chance to meet 12 months after the donation and continue to have a very close relationship,” said Kovalchick.

Kovalchick continues to be involved with military programs in his local area in Milton, Florida. He supports military children at the local school and helps them learn and appreciate many of the values taught in the military. His command, HT-18, wrote in his award submission that, “The year’s most anticipated event is when Santa Claus comes to the school via Navy Helicopter. LT Kovalchick eagerly and without hesitation, volunteered to dress as Santa and delivered candy canes and high fives to almost 900 students at the school.”

“We are fortunate to have LT Kovalchick in our squadron, he embodies the true Navy spirit through his example,” said CDR Dave Kiser, HT-18 Commanding Officer. “We are grateful that he is being honored with this award and we look forward to his promising future.”

Squadron Updates

Helicopter Sea Combat Squadron Three Welcomes New CO

By Mass Communication Specialist 1st Class Sara Eshleman, USN

The

“Merlins” of Helicopter Sea Combat Squadron (HSC) 3 welcomed a new commanding officer during an official change of command ceremony held aboard Naval Air Station North Island, August 8, 2024.

During the ceremony, presided over by CAPT Will “Easy” Eastham, Commodore, Helicopter Sea Combat Wing, Pacific, CDR Ian “Zoo” Adams relieved CAPT Thomas “Smokey” Butts as the 47th Commanding Officer of HSC-3.

Butts, who hails from Erlanger, Kentucky, led the Merlins from August 2023 to August 2024. During his tenure as HSC-3’s 46th Commanding Officer, Butts managed a complex command encompassing multiple units, operating the MH-60S Seahawk helicopter and MQ-8C Fire Scout unmanned helicopter as the Pacific Fleet Replacement Squadron, including the Chief of Naval Operations Model Manager and the Reserve Fleet Support Detachment. He exceeded Commander, Naval Air Forces readiness goals, sending 131 Fleet Replacement Pilots and Aircrewmen in manned and unmanned aircraft to follow-on commands.

the helm. He has prior FRS experience here at HSC-3 and with the HSC Community; he brings a deep understanding of community challenges. Under his leadership, I look forward to seeing the Merlins continue their rich tradition of being the HSC standard bearers and Naval Aviation Enterprise community leaders.”

Under his astute leadership, Butts directed the efforts of over 1,000 squadron personnel in the maintenance and operation of nearly 40 permanently assigned aircraft, and surpassed 17,722 cumulative Class A mishap-free flight hours. Following the change of command, Butts departed HSC-3 and is slated to report to Helicopter Sea Combat Wing, Pacific as Deputy Commodore.

“It has been an incredible honor to lead the Merlin Team here at HSC-3,” said Butts. “Although leaving command is bittersweet, I’m thrilled to see CDR Ian "Zoo" Adams take

Adams, a native of Fairfax, Virginia, is joining the Merlins from his position on the Office of the Chief of Naval Operations (OPNAV) Staff. Specifically, he was Director of Aviation (N98) Requirements Officer for the MQ-8C Fire Scout and Future Vertical Lift (Maritime Strike) FVL Programs. He graduated from the United States Naval Academy in 2005, earning a Bachelor of Science Degree in Political Science with a minor in Japanese, and earned his wings of gold in May 2007. He also earned a master’s degree in Business from the Naval Postgraduate School in Monterey, California, and completed the Joint Warfighting School at National Defense University.

"As we stand at the forefront of defending our great nation, I am committed to upholding the highest standards of training and readiness,” said Adams. “Together, we will ensure that our pilots and aircrew are prepared to face any challenge with skill, courage, and unwavering resolve. I am immensely proud to serve alongside such a talented and dedicated team, and I am confident that together, we will continue to uphold the legacy that defines HSC-3. Thank you for your trust and support as we embark on this vital mission to operate safely, as a team, to deliver warfighting excellence!"

Adams’ previous assignments include tours as the Naval Air Training and Operating Procedures Standardization Officer and Quality Assurance Officer with the “Blackjacks” of HSC21, and as flag aide to Carrier Strike Group 9 aboard the

LT Ryan McGee played a stirring rendition of the Star Spangled Banner for the ceremony.

CDR Ian Adams renders a salute to sideboys as he prepares to assume command of HSC-3.

Nimitz-class aircraft carriers USS Ronald Reagan (CVN 76) and USS George Washington (CVN 73). For his department head tour, he served as Maintenance Officer, and Operations Officer with the “Screaming Indians” of HSC-6, attached to Carrier Air Wing 17 aboard USS Theodore Roosevelt (CVN 71), and returned to HSC-21 to fulfill roles as both the Executive and the Commanding Officer. Adams’ current assignment to HSC-3 is not his first, as his shore tours include service to HSC-3 as an Instructor Pilot, U.S. Africa Command (USAFRICOM) headquarters in Stuttgart, Germany as a Joint Future Operations Planning Officer (J-35), and as the

Executive Assistant to the Director of Operations, ACJ3, before reporting to OPNAV.

HSC-3 is the Navy’s West Coast MH-60S Fleet Replacement Squadron, responsible for training pilots and aircrewmen by providing the most capable warfighters to the Fleet. HSC squadrons deploy expeditionary helicopter detachments to carry out naval special warfare, search and rescue, theater security cooperation, strike coordination and reconnaissance, anti-surface warfare, humanitarian assistance, and disaster relief missions.

Why We Fight

CROSSWORD SOLUTION

CAPT Tommy "Smokey" Butts renders a salute to sideboys.

Change of Command

Fleet Logistics Multi-Mission Wing

HSC-3 Merlins

CDR Ian Adams, USN relieved

CAPT Thomas Butts, USN August 8, 2024

CAPT Christopher Brenner, USN relieved

CAPT Justin McCaffree, USN September 19, 2024

HSC-2 Fleet Angles

CDR Jeremiah Farwell, USN relieved

CAPT Matthew Wright, USN August 8, 2024 HSC-21 Blackjacks

CDR Ryan Van Loo, USN relieved

CDR David Eckardt, USN August 16, 2024

CDR Jonathan Lushenko, USN relieved

CDR Benjamin Norris, USCG August 30, 2024

CDR

NAS Whiting Field

NALF San Clemente Island

CDR

CDR James Thomas, USN relieved

CDR Thomas McCurdy, USN September 5, 2024

CDR Scott Martin, USN relieved

Sean Glarner, USN September 16, 2024

CDR Andrew Howerton, USN relieved

Anne Bruckman, USN

October 3, 2024

CAPT Ted Elkins, USN relieved

CAPT Paul Flores, USN July 12, 2024

Off Duty

Feeding the Hungry Market

By CAPT George Galdorisi, USN (Ret.)

Since Rotor Review is a quarterly publication there is a faint chance that what we read in one issue has a half-life and might not be remembered when we look at the next issue. It happens.

Recently, we teed up two articles to help all NHA members accelerate their journey to put their thoughts on paper and get them out into the world. The first piece talked about writing in general, the small “w” – writing at work, as well as the big “W” – writing for a mainstream audience. The next one offered some tactics, techniques and procedures for crafting an article for a professional magazine like Rotor Review.

This column moves into books, specifically non-fiction. Without putting too fine a point on it, nine times out of ten, when I meet someone who says they want to write a book, they have a novel in mind. Great aspiration, but long odds.

This column will suggest – but not oversell – the idea of writing a non-fiction book. There are compelling reasons why you might want to do so. And while all non-fiction books aren’t about history, I’m reminded of my friend Norman Polmar, who is fond of saying, “History is what the historians and writers say it is.”

Now before we get all liquored up to sit in front of our desktop, laptop, tablet or whatever, and start pounding the keys for twelve or more hours a day, there is one essential prerequisite for anyone who wants to take on a book-length writing project. Here is how Virginia Woolf put it:

“When the Day of Judgment dawns and the great conquerors and lawyers and statesmen come to receive their rewards - their crowns, their laurels, their names carved indelibly upon imperishable marble - the Almighty will turn to Peter and say, not without a certain envy when he sees us coming with our books under our arms, 'Look, these need no reward. We have nothing to give them here. They have loved reading.'"

Yep, while there may be exceptions, reading non-fiction, whether it is history, biography, autobiography, memoirs, or whatever gives you an essential “pole-position” to take on a non-fiction book project of your own.

Why non-fiction and not a novel? Frankly, it’s all about getting the odds in your favor. If you want to get a publisher to buy your novel, you have to write it first. That’s typically a 70,000 to 90,000-word effort, and if it doesn’t sell, your only alternative is to self-publish. Conversely, most non-fiction is sold to publishers based on a proposal. In other words, you put together a sales pitch which is vastly shorter than an entire book. If it doesn’t sell it, then you haven’t made a substantial investment of time and energy.

Another thing to note is the breadth of non-fiction works. It is a hungry market. Check it out. Go to a bookstore and take a look at the shelves. There is a cornucopia of non-fiction books, but not that many novels. Book stores are in business to make money. They stock what sells.

So if you want to embark on a non-fiction book project, there are some essential “first order” questions you should ask yourself:

• Is this something you’re passionate about?

• Do you have enough “street creds” that you’re an expert?

• If not, is there a way you can acquire those street creds?

• Do you really want to spend a year or more doing this?

If the answer is yes…get ready to dive in, but first, decide what your non-fiction book is. Sounds simple, and it is, but this is where many people get tripped up. There are two types of non-fiction:

• Narrative Non-Fiction: A book that tells a true story, often using the techniques of fiction: biographies, autobiographies, and memoirs.

• Prescriptive Non-Fiction: A book offering information and advice, this includes helping readers improve their lives or learn a new skill.

These are vastly different, and just to elaborate a bit more, for narrative non-fiction:

• Most narrative non-fiction is produced by someone who has some experience as a writer.

• Most good narrative non-fiction entertains through storytelling as much as it informs.

• Biographies typically require an enormous amount of research and need a “hook” if the subject is familiar.

• Many aspiring non-fiction writers focus on memoirs. The “art” is finding something new to say. At the end of the day, narrative non-fiction will succeed or fail based on the author’s writing skill.

Crowds at the New York Book Fair

Conversely, for prescriptive non-fiction:

• Prescriptive non-fiction requires decent writing, but the bar isn’t as high as for narrative non-fiction.

• This kind of book is sold on the basis of the author’s platform or visibility.

• Readers don’t want to be entertained, they want to learn from the wisdom of your experience or insights.

• Most popular categories of prescriptive non-fiction:

o Religion

o Business

o Self-help: Diet, Health, Fitness, Self-Improvement.

Now that we’ve sorted all that out, there is an art to putting together a proposal. As you do so, you must address the first three hurdles an agent or publisher will push back with:

• It’s an article, not a book.

• It’s been done before, or it’s on Wikipedia.

• You don’t have a platform.

These three hurdles bear a bit of explanation. Publishers are risk adverse. Many people have a great idea about telling a non-fiction story, but is it enough – 50,000-words or more –for a book? In most cases, the answer is no. In a narrative or prescriptive book you are basically transmitting information. Is that information better than what has been written before on the subject or what appears online for free? You have to convince a publisher your book is new and unique. Publishing has changed dramatically over the years. The days of launching authors on all-expenses-paid book tours are over. You are expected to market your book. Want to publish a cook book? Do you have a cooking show on TV? I think you get the idea.

When you have your book proposal put together, you must write a query letter. We don’t have column space here to walk through the “how to” of these letters, but that’s okay. There is a cottage industry of courses on how to write a query letter, and a number of books on how to write a query letter. There are an array of experts on how to write a query letter. Additionally, there is a massive amount of information on the internet on how to write a query letter. Here are two sources, "The Great Courses: How to Publish your Book," or you can Google: http://www.agentquery.com/writer_hq.aspx. These are only two, there are many, many more.

If your query letter works and the agent or publisher says those magic words, “Great, I’d love to see your proposal,” you are ready to go, you have it ready, right? Here are some tips on that front.

Before You Write the Proposal:

• Come up with a “purpose statement” for your book and write it down in one sentence.

• Put this into a working question: This book is the answer to….

Two sources for writing your proposal are: John Boswell –The Awful Truth About Publishing, and Jeff Herman – Write the Perfect Book Proposal. There are a multitude of them in print.

Now that you have done that, here are the questions your proposal must address:

• Who would read your book?

• Why would they buy it?

• Where would they use it?

• What else is available like your book?

• How does your book differ from others?

• When did you decide it’s better than Wikipedia?

While all this may sound daunting, it can and has been done. While this column has gone long enough, there is more help to impart if you are interested. Feel free to reach out to me via my website and I’m happy to share a book proposal for the book that fellow helo bubba and frequent Rotor Review writer, Tom Phillips, did a few years ago, Leave No Man Behind. You can borrow the book from the NHA Office. Link to my website is here: https://www.georgegaldorisi.com/.

Finally, a word of advice from writing coach Gordon Burgett: “The toughest hurdle you must scale is getting a publisher to agree to handle your book. You are a new name, a new risk to them. They will judge you on what you send, the thought behind it, the obvious professionalism, how it reaches them, sometimes your expertise or previous writing output, and always on how your book will increase their profit line.”

There is a human condition called “Need to share.” Most of us have it. Whenever I find an article online or in print that I find useful in upping my writing game, I put it on my website: https://www.georgegaldorisi.com/. If you go to the site, you’ll see “Blog” at the top and the pull-down menu takes you to “Writing Tips.” You may find some TTPs to help you with your writing journey.

Have fun…it is a trip, and do reach out for help.

Off Duty - Book Reviews

Black Hawk: The Story of a World Class Helicopter” By Ray D.

Reviewed by LT Naveen “Nurse” Gupta, USN

Have you ever wondered why the helicopter you fly has a rotor diameter of 53’8”? Or how exactly that variable stabilator came to be? Then this book is definitely for you! In “Black Hawk: The Story of a World Class Helicopter,” Ray Leoni, the chief engineer of the Black Hawk, gives a thorough accounting of his experiences working at Sikorsky in the 1970s as the Utility Tactical Transport Aircraft System (UTTAS) Program emerged and evolved into the UH-60A. Leoni starts by exploring where the need for a new helicopter arose: the mountains of Korea and the battlefields of Vietnam. He goes on to discuss the state of Sikorsky at the time, and how critical it was to the company’s survival that they win the UTTAS Contract. The majority of the book, however, covers the actual engineering and architecting process which allowed concepts on paper that conformed to the Army’s requirements to grow into the original H-60, and over the years countless variations that can today be found throughout the branches of the U.S. military and in service in more than 24 countries around the world.

Did you know that the H-60 and the T-700 engine were the first helicopter and engine to be entirely developed by the Army, from design specifications, through evaluation, and then finally production? This is one of the keys that has made the Hawk family so successful. While engine technology has advanced over the past five decades giving us newer models of the T-700 than were originally used, and avionics and mission systems have made leaps and bounds, the original airframe and rotor systems remain for the most part unchanged. Some of the key emergent technologies that Sikorsky implemented in their original design that were novel at the time include ballistically tested elastomeric bearings on the rotor head, titaniumspar rotor blades with cambered airfoils, highly optimized twist distributions, and swept tip caps, and a bearingless tail rotor (hopefully a lot of these words sound familiar from NATOPS!). Leoni digs into the tradeoffs that went into those key design decisions, and also reveals some concepts that were attempted but didn’t quite pan out. For example, in an effort to increase crashworthiness and battlefield survivability, Sikorsky experimented with grease-filled, sealed-for-life gearboxes for the IGB and TGB, but I’ll let you read the book to find out what went wrong there.

Leoni also fills us in on some problems that were encountered early on in the testing of the system. On the very first test flight of Sikorsky’s prototype, designated the YUH-60A, the pilots noted there were extremely uncomfortable vibrations in the cockpit that exceeded the thresholds in the requirements. They also found that the aircraft’s power requirements at cruise speeds were much higher than calculated and it experienced a pronounced tail-shake, or side to side vibrations, at an unacceptable level. Lastly, and critical to safety of flight, on approach to landings, the YUH-60A exhibited extreme noseup attitudes which prevented the pilots from maintaining visual

Leoni

contact with their landing zone. Igor Sikorsky is quoted as saying, “In the course of your work you will from time to time encounter the situation where the facts and the theory do not coincide. In such circumstances … it is my earnest advice to respect the facts.” According to the aerodynamicists, the helicopter should have flown fine, but in reality, there were serious issues that needed correcting before the prototypes were due to the Army. These problems were solved over time and in a variety of different ways, including extending the rotor mast to reduce turbulent airflow coming off the fuselage and being ingested by the rotor system, adding in a springmass vibration damping system (that has since been replaced by the AVCS that we know and love), and of course those nose high attitudes on landing were eliminated through the development of the first fly-by-wire stabilator system.

One of my favorite stories from the book took place during Government Competitive Tests (GCT), the period during which Army pilots thoroughly evaluated the flying qualities and operational capabilities of the three prototypes of Sikorsky’s YUH-60A and Boeing Vertol’s YUH-61A (the competing UTTAS submission). During a night flight with a full squad of troops in the back, Army pilot CWO2 Charlie Lovell experienced unusual one-per-rev vibrations, and in looking for an emergency landing site identified a “cornfield.” Due to the mist on the ground, and the darkness of the night, the flight crew misidentified the tops of tall pine trees protruding from the mist as a cornfield. As the aircraft descended through the trees, the rotor blades cut through all the trees within their diameter. No personnel were injured, and upon inspection by Army and Sikorsky personnel, it was determined that the original one-per vibration was caused by the delamination of a main rotor blade. There was no structural damage to the airframe or any flight-critical systems, and three days later, after the replacement of all four main rotor blades and the two tail rotor paddles, the helicopter was able to take off and fly back to base. A true demonstration of the ruggedness of the aircraft that impressed the UTTAS Program Manager, Major General Jerry B. Lauer.

Leoni covers many more aspects of the design process of the Black Hawk, and closes the book by discussing the plethora

of variants of the Hawk, in the U.S. and around the world, to include the SH-60B that entered service a few years after the Black Hawk, and its subsequent derivatives including the Foxtrot, Hotel, Romeo, Sierra, and Tango. This book is a must read for any operator of the H-60, and Leoni makes it easily digestible for all audiences. In understanding how

over the past five decades we arrived at the Hawks that we fly today, perhaps we can glean some insights into what the next few decades will bring for rotary-wing aviation. The book is available on Amazon: (https://www.amazon.com/BlackHawk-Helicopter-Library-Flight/dp/1563479184).

Igor Sikorsky the Russian Years by K. N. Finne

Reviewed by LCDR Chip Lancaster, USN (Ret.)

ManyNaval Aviator helicopter pilots know Igor Sikorsky's background here in the United States and even a little of his background before the United States. What is generally not known in depth is his background history in Russia. Igor Sikorsky was born and grew up in Kyiv in the Ukraine; however, first and foremost regarding his formative years, Igor Sikorsky was a Russian living in the Imperial Russian Empire state of the Ukraine. In “Igor Sikorsky the Russian Years,” we are given a firsthand account of Igor’s time and accomplishments in the Russian aviation industry from 1909 to 1917. This account was written in 1926 by a personal acquaintance, K. N. Finne, who witnessed and recorded the history. This translated and edited edition was published in 1987 by Carl J. Bobrow.

“The Russian Years” covers Igor’s contributions from his H-1 and H-2 rotary-wing attempts through his many single engine fixed-wing aircraft to his “go for broke” multi-engine behemoths. The book is focused on the construction of “The Grand,” the first large 4-engined passenger plane and the following aircraft, the “Il’ya Muromets.” The Il’ya Muromets being even larger and more capable than the Grand. Both aircraft were of largely wood and fabric construction with huge wing spans. The Muromets had a 102 foot wingspan, fuselage length of 56 feet, and an empty weight of 11,000 lbs. For some perspective, the Grand could be considered the 707 of its day and the Il’ya Muromets the B-52. Both aircraft were so large that they were considered unflyable by aviation experts of that time. Consider also, that this was just ten years after the Wright Brothers flight at Kittyhawk (see RR #135 The Wright Brothers).

The major proof of concept was a 1480-mile flight by the first Il’ya Muromets in 1914 from Saint Petersburg to Kiev and return. Igor and his crew could be considered the astronauts of that time and their flight a trip to the moon. The harrowing flight is recounted in such detail that you feel you are in the cockpit. The populus staring unbelievably at the huge machine lumbering overhead. Consider an airliner which has an after outside promenade deck for passengers to occupy in flight in order to watch the countryside go by. The aircraft and its flight were so spectacular as to invite the personal

recognition of the Emperor Nicholas II, an equivalent to being recognized by POTUS today. While only three Grands were built, over eighty Murometsy (the plural of Muromets) were made.

During World War I, the Muromets was developed as a heavy bomber. Several squadrons of the huge machines were stationed along the 900-mile eastern front. The book follows their increasing modifications including bomb loads, defensive gun stations, and armor. The defensive machine guns were so effective that enemy fighters avoided them. They could carry a considerable bomb load of up to about 800 kg or over 1700 pounds. Igor even designed a bombsight so the bombs could be dropped accurately from altitudes of up to 3000 meters or over 9000 feet.

In addition to aircraft and mission descriptions, The Russian Years details the formation and development of the first Russian Air Force. The air force was known as the EVK for Escadra Vozdushnykh Korablei (the Squadron of Flying Ships) and a branch of the imperial army. Although involved in development of the squadrons, as to the intricacies of the bomber aircraft and their modifications, he remained a civilian working for the Russo-Baltic Wagon Company. He worked for the company until after the start of the Bolshevik Revolution in 1917 when the company persuaded him to leave Russia. The start of the revolution is covered in detail. Author Finne describes the chaos that the country and armed forces experienced. A disruption affecting the country and army and then more slowly swallowing up the EVK. One

Off Duty - Book Reviews

could easily be executed, and many were, regardless of rank, political leaning, or even if you were a family member. It is no wonder that Sikorsky was forced to leave his beloved Russia.

The Epilogue and Appendices are filled with amazing information. The Epilogue was written by Igor’s son, Sergei Sikorsky, describing the time from leaving Russia to setting up The Sikorsky Aero Engineering Company in the United States. Settling in New Jersey, he worked as a math teacher in New York City while scrapping together a collection of fellow Russian immigrants to start building a new airplane. The S-29A, A for America, was a twin-engine biplane transport made from salvaged parts and homemade tools. Its appearance and performance so impressed onlookers and the media that he received considerable recognition. Russian composer Sergei Rachmaninoff donated $5,000 to Igor, quite a substantial sum in 1924. That financial boost allowed for further development leading to the formation of the Sikorsky Aviation Corporation and a significant history of seaplane production. The following Appendices hold a wealth of information from technical drawings of the Grand and Muromets to detailed specifications on every aircraft he

Off Duty - Movie Reviews

Shadow in the Cloud

Reviewed by LCDR Chip Lancaster, USN (Ret.)

made in Russia from the H-1 and 2 through every model of the Muromets.

Reading "The Russian Years," you will have fun dealing with Russian people and place names. Also keep Google handy as a reference, for example “verst” is a Russian unit of length used quite often. Also helpful are these handy conversions: 2.2 lb in a kilogram, 3.3 ft in a meter, 0.62 mi in a kilometer, and 2.5 ft in a pace (airfield measurements are often done in paces). The book was written in 1930 using the terminology of 1914, thus using “air pockets” which was the understanding of downdrafts at the time. Igor Sikorsky the Russian Years is written in a clear, concise, and highly descriptive manner with numerous chapter end notes, six appendices, a bibliography, and an index. This superbly crafted first person account of a remarkable aviation pioneer, during a tenuous time of his career, makes a wonderful companion to “The Sikorsky Aircraft Centennial” which I reviewed earlier this year. I give it two enthusiastic thumbs up. Check it out, it’s in the NHA Library and readily available through the online book source of your choice. You will not be disappointed.

This is a special Halloween mini review for a scary aviation movie you might not have heard of, but definitely need to see. The time is WWII in the Pacific Theater. A young WAC Flight Officer boards a B-17 carrying a top-secret package for immediate delivery to the bomber’s destination. It’s a “milk run” with minimal crew so there should be no problem. The unscheduled last-minute nature of her mission leaves the aircraft commander and crew less than enthusiastic about taking a woman aboard for their flight.

The aircraft commander reviews her paperwork then directs the highly misogynistic crew to put her in the ball turret for takeoff. The crew is not happy, and neither is she, but if it will help her accomplish her mission, she reluctantly gets in the turret. Things go downhill in an unbelievably chaotic and Twilight-Zone-ish manner. The movie has combat air action and a nasty gremlin giving new meaning to “hell hath no fury …” and don’t mess with the momma bear. Shadow is a great ride which will satisfy any ghoulish desires. I give it two quaking thumbs up for your Halloween pleasure, but parents note that it is rated R for violence and language.

First Man

Reviewed

by

LCDR Chip Lancaster, USN (Ret.)

Fromthe late 1950’s through the 1960’s the United States was immersed in and energized by the space program, with the goal of putting men on the moon. Project Mercury was quickly followed by the Gemini and then the Apollo Programs. Mercury proved that we could put a man in orbit and safely return him to the earth. The path to the moon would be much more difficult requiring a combined spacecraft. The Gemini Program would prove that it was possible to link spacecraft in orbit with Apollo being the program to utilize the combined spacecraft to orbit and then land on the moon. The original Mercury astronauts, the Mercury 7, were followed by a new generation of Gemini and Apollo astronauts. First Man is the story of Neil Armstrong, following him through Gemini and to Apollo and to the moon.

I picked this movie for a number of reasons. Number one is that it involves a vertical takeoff and landing aircraft specifically designed and built by Bell Aircraft to train astronauts to control the LEM (Lunar Excursion Module) and land on the moon. Number two is that one of our premier astronauts in the current space program, and possibly stranded on the International Space Station, is CAPT Sunita Williams, USN (Ret.) who is working with the Boeing Starliner Program. We have profiled Sunita in the magazine before. She has an amazing career and started in Naval Aviation flying the venerable CH-46 Sea Knight. Number three, and perhaps the most important reason, was the way this movie was made. It tells the story from the inside, from a pilot's perspective inside the cockpit as well as from the family perspective inside the home.

We join Neil Armstrong, played by Ryan Gosling (Drive, La La Land, and Barbie), climbing into the cockpit of the North American X-15 hypersonic rocket-plane, strapped under the wing of a B-52. We’re in the cockpit with him, up close and personal, as he straps in, closes the canopy, and checks the instrumentation. He is dropped and launched, with the rockets firing and the whole cockpit shaking as if the aircraft was going through a violent thunderstorm as he attempts to point the ship up, to reach the edge of space. His rocket-plane encounters serious difficulties as he comes back down but Neil manages to pull it out and safely land on the dry lakebed at Edwards AFB.

Neil’s professional and personal life are looking rocky. His intense family life is portrayed expertly alongside wife, Janet, played by award winning British actress, Claire Foy (The Crown, and Upstairs Downstairs). Looking for a change, he applies and is accepted for the new Gemini and Apollo Astronaut Program. He goes through the rigorous training program, much of which is shown in detail. He successfully completes the training and is selected as commander of Gemini 8 to test the docking operation along with pilot, Dave Scott,

played by Christopher Abbott (Poor Things and Catch 22). The Gemini mission encounters equipment failures after successfully docking, leading to disastrous spacecraft gyrations. The Gemini capsule oscillates and rolls wildly before Neil uses the reaction-control thrusters to stabilize the craft for reentry.

During the Apollo training, all the astronauts are required to fly the Lunar Landing Research Vehicle. The LLRV was a single pilot jet-powered, reactionthruster controlled, aircraft built by Bell AeroSystems. It was designed to simulate the Lunar Excursion Module (LEM) in control feel and reaction. The unique vehicle was a challenge to operate and could become unstable, which it did for Neil causing him to eject on one occasion. But, true to his calm organized character, Neil went right back to his desk to continue his calculations immediately following the ejection. He is informed by Director of the Astronauts Deke Slayton played by Kyle Chandler (Saturday Night Lights and Godzilla vs Kong), that he will be the commander of Apollo Eleven and landing on the moon. I’ll leave my description there. You know how it turns out, but you must see the movie to appreciate it. To further your viewing pleasure, know that the movie did not use any green-screen or CGI and limited models and miniatures, using LED tech and a variety of film formats along with archival footage to give a true feel to the movie. At times, it feels like an 8mm home movie, especially during the family sequences.

The movie seems to play down Armstrong’s aeronautical expertise, portraying him as solely a civilian test pilot. In fact, he had an extensive aeronautical background flying over two hundred models of aircraft including numerous flights in the X-15, while additionally flying seventy-eight combat missions in Korea in the F9F Panther as a Naval Aviator (see RR # 142 The Bridges at Toko-Ri). Not only an aviator with thousands of test and combat hours, he also had a degree in aeronautical engineering from Purdue to round out his expertise. Clearly, he was no aerospace lightweight, and much more of an asset to the NASA Gemini and Apollo Programs than the movie makes him out to be. I give First Man five stars and two thumbs up. Grab the popcorn and beverage of choice and check it out, it’s worth the price of admission.

Congratulations to the next generation of Naval Aviation warfighters who received their Wings of Gold at NAS Whiting Field. These aviators will move to the Fleet to learn their designated platforms.

Congratulations to the New Naval Aviators September 27, 2024

Congratulations to the New Naval Aviators September 13, 2024

Congratulations to the New Naval Aviators August 23, 2024

Congratulations to the New Naval Aviators August 9, 2024

Congratulations to the New Naval Aviators July 26, 2024

Congratulations to the New HSC-3 FRAC Graduates September 27, 2024

Graduates from left to right: AWS3 Jack Cleminson, USN, AWS3 Nicholas Cuellar, USN, AWS3 Jonah Mahmood, USN, AWS3 Shelby Flory, USN, HM2 Matthew Delorenzo, USN, and HM3 Jesse Jewel, USN. U.S. Navy Photo by PO1 Sara Eshieman, USN

Congratulations to the New HSC-3 FRAC Graduates August 23, 2024

Congratulations to the New HSC-3 FRAC Graduates July 26, 2024

AWS3 Jackson Prososki, USN, AWS3 Scott Schultz, USN, and AWS3 Matthew Surdam, USN. U.S. Navy Photo by PO1 Sara Eshieman, USN

AWS3 Adrian Vicini, USN and AWS3 Jovo Vrtikapa, USN, both Sailors are going to HSC-25. U.S. Navy Photo by PO1 Sara Eshieman, USN

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 the 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.

CAPT Allen Ellis Weseleskey, USN (Ret.)

Captain Allen Ellis "Wes" Weseleskey, USN (Ret.), born on June 19, 1935, was launched into his ultimate flight destination: “God and Jesus’ Heavenly Sanctuary” on May 28, 2024. He loved God, America’s melting pot of humanity, and family. A native of Pittsburgh, PA, steel & coal mining region he initially lived in Allegheny County’s “Russian Patch” of Bairdford, PA. Both sets of grandparents migrated with their children from Russia. Their original language spoken was Russian, which was utilized throughout the Russian Patch Village. Typical of Eastern Europeans at that time, when a son approached age 13 his education might come to an end. Wes’s father exclaimed he was to go to PITT, not the University, but to the coalmine pit! Nixing that, at 14, Wes started working at Allegheny Ludlum Steel Mill. Dr. Duane E. Wareham, PhD, his mentor, inspired him to join the Musician’s Union and take an audition at Valley Forge Military Academy for a Music/Band Scholarship. Having successfully passed, Wes entered VFMA as a Bandsman and vocalist to complete high school and the two-year Junior College for a Business Associate Degree as an ROTC Cadet. Graduating, he enlisted in the U.S. Navy Reserve; upon reaching pay grade E-5 he was admitted to the Naval Aviation Cadet Program, commissioned as an Ensign, Naval Aviator / Aircraft Carrier Attack Pilot. During this time, he met Sally E. Bilbie, of Arnold, PA at a dance back in Springdale. During the second dance with her, he was so overwhelmed with this June Allyson “look-alike” beauty that he knew this was to be his bride and life-time mate. So, he proposed to the 16-year-old miss! True to intuition, “Admiral Sally” kept this wonderful romance percolating for over 70 years.

LTJG Weselesky became a Naval Aviator on January 29, 1959 at HTG-1, NAS Ellyson Field, Pensacola, Florida. LTJG Weselesky is Navy Helicopter Pilot Designation Number R-4529. Wes’s 30 year career sea duties took him to deployments in the Western Pacific aboard USS Hancock, USS Midway, USS Oriskany, and USS Kitty Hawk to become a Tail-Hook Landing Centurion (100+) several times over. He flew combat air patrols between Taiwan, Matsu, and Quemoy Islands when the Chinese bombarded the two lessor Islands in 1958-9. Changing aircraft types, he chose helicopters and seaplanes, flying AirSea Rescue and Antisubmarine and Helicopter Gunship Attack missions. He deployed in the Caribbean, Atlantic, Arctic, and Mediterranean Oceans in USS Randolph, USS San Diego, USS Detroit, USS Inchon, and commanded USS Guam. He also commanded HC-6. During his 14 month in-country Vietnam combat tour as a “Plank Owner” of Helicopter Attack (Light)-3, The SEAWOLVES, earned him a renewed friendship with three WWII LST amphibious Navy ships his mother and uncle had helped construct during the war effort in the 1940s. (USS Hunterdon County, USS Garrett County, and USS Harnett County). The LST’s were mother ships for River Patrol Boat (PBR) Units and a pair of Seawolf gunship helicopters. Wes flew 450 combat missions and was only shot down once in enemy territory, escaping capture to rejoin his shipmates at Vinh Long in the Mekong Delta. While serving there during the TET Offensive, that base was held under siege for ten days and nights. Enemy forces breached defensive perimeters three times. Weseleskey’s exposure to intense air and ground combat in Vietnam was recognized by awards from the Republic of South Vietnam, the U.S. Army, and Navy. They include: the Navy Cross, two Distinguished Flying Crosses; the Navy/Marine Corps Medal, US Army Bronze Star Medal with “Valor” (for hand-to-hand combat defending and repelling enemy intruders at the Army Airfield; The Air Medal with “Valor” plus 31 Flight Strike Air Medals; The Navy Achievement Medal with “Valor,” the Purple Heart Medal (combat wounds); 4 Presidential Unit Citations;

Vietnam’s Cross of Gallantry, with Palm; the Air Cross of Gallantry with Silver Wings; and the Honor Medal, First Class. His other awards include the Legion of Merit (as Director, Navy Command Center); two Meritorious Award Medals (Commanding Officer, HC-6 Squadron and Ombudsman of the Navy); the Navy Commendation Medal; Good Conduct Medal; Expert Rifle Medal, and Expert Pistol Medal. He is the recipient of the Naval Aviation Commandery’s “John Henry Towers Award for Excellence in Naval Aviation,” a recognition usually awarded to Flag/General Officers.

Wes’s shore duties included U.S. Naval Postgraduate School to garner certification as an Aircraft Accident Investigator and a Bachelor’s Degree, International Relations & Political Science. Later, again for a Master’s Degree in Human Resource Management, followed by a Master’s Degree for Integrated Logistics at the National Defense University (ICAF) located at Fort McNair, Washington, D.C. He was also an FAA Certified Air Traffic Controller and Assistant Officer in Charge of the White House Helicopter Facility at Naval Station, Anacostia, D.C., during the JFK presidency. While training Ground Controllers by flying a USMC helicopter during a stormy night flight, he experienced a transmission failure while in the clouds; he successfully autorotated to a crash landing on a wet uphill slope and the right wheel dug into the mud, causing the aircraft to roll over and destroy itself. The perfectly executed procedure resulted in all three crewmembers exiting the event without a scratch! He was commended for his safe airmanship and execution of Emergency Procedures by the President’s USMC Helicopter Commanding Officer.

Later, as Ombudsman of the Navy, Captain Wes directed the White House/Congressional Correspondence Unit that received, investigated, and responded to issues through political complaints of Naval parents and service personnel about various conditions their constituents believed to be unsatisfactory. A 72-hour turn-around to comply and respond initially demanded exceptionally high stress levels and coordination of the Staff’s workloads. Able to overcome backlogs, smooth working conditions, his staff petitioned the Chief of Naval Personnel Wes’s orders to command an aircraft carrier and remain as the Ombudsman due to the heightened morale and increased job satisfaction! Weseleskey’s final demanding duty station was a Flag/Rear Admiral billet as Director of The Navy Command Center (CNO, OP-64) at the Pentagon, Washington, D.C. This assignment saw the events of the Grenada Student Rescue Operations, USMC Beirut Barracks Explosion, the Iranian mining of the Suez Canal, and the Soviets shooting down Korean Airliner 007 during the same period. The international coverage required all OP-64 Reservists to be called up to assist in handing the intense, overwhelming Naval action requirements. It was an amazing life-time adventure . As a mentor, life-long Musician, Aviation Mariner, Human Resource Manager, and Financial Planner, he placed the highest value on taking care of his marriage, family religious associations, and the numerous people he worked with and for to improve their life’s situation. He championed anything concerning America, the Constitution, and the many military service personnel, winning Veteran’s Administration Disability Claims awards that had been denied.

Following the Lord’s admonitions, Wes was charitable to a fault, uplifting other’s careers and frequently exposing himself to dangers and higher management echelon’s criticism regarding safety and operational missions’ accomplishments. In keeping with his ultimate services to America and humanity, his remains are donated to Virginia’s Medical Science Department for some fledgling doctor to investigate human anatomy. It would appear that a guardian angel was assigned and has been guiding this citizen of America and its blessed ideals that were ingrained by his relocated and savvy Russian immigrant forefathers.

He is survived by his beloved soulmate and wife, Sally E. (Bilbie) Weseleskey, sons Scott Henry, of Virginia Beach, VA, Jon Andrew (Jake) of Arlington, VA, and adopted Brazilian son, Mauricio Sousa Lima. He is predeceased by sons Edward Allen, and Bruce Duane Weseleskey, and both of his immigrant parents.

A memorial service was held on August 16, 2024 at Eastern Shore Chapel Episcopal Church inVirginia Beach, Virginia.

Fair Winds and Following Seas CAPT Weseleskey!

CAPT Richard Wayne Strickler, USN (Ret.)

Richard “Rich” Strickler passed away on August 14, 2024, at the age of 76 in Jacksonville, Florida. Born on May 22, 1948, in Hastings, Nebraska, Rich grew up in Worland, Wyoming, graduating from Worland High School. He earned a Bachelor’s Degree from the University of Wyoming, Laramie.

Designated as a Naval Aviator in 1972, at HT-18, NAS Ellyson Field, Pensacola, Floria, ENS Strickler is Navy Helicopter Pilot Designator Number R-12343. He dedicated 30 years of service in the United States Navy. His accomplishments include serving as the Commanding Officer of Helicopter Anti-Submarine Squadron Fifteen (HS-15), Executive Officer of the USS Guadalcanal (LPH-7), and Commanding Officer of the Naval Air Station, Corpus Christi, TX. Rich should be envied for his passion for his Naval Service. He embraced his duties and travels, especially while serving on several aircraft carriers and duty in Japan. He felt like he missed nothing in life because of it. After Navy retirement, he worked at USAA in Military Affairs, San Antonio, Texas. He retired to Jacksonville, Florida in 2010 to be close to family and be a dedicated Grandpa. Besides his family, his other joys were the Strickler family cabin in the Big Horn Mountains of Wyoming, fly fishing, happy hour on Meadowlark Lake while trolling for trout, playing golf, and skiing the expert slopes.

He is survived by his wife, Nancy Ferrell Strickler, sons Robert Strickler (wife Amy), Mike Strickler (wife Jana); stepdaughter Kate Maggi; grandchildren, Gabrielle, Emma, and Luca; sister Barbara Strickler Groom (husband John); Uncle Harold Coe; former spouse Christine White Edgington, mother of his sons. Rich was preceded in death by his father, C.D. “Red” Strickler and mother, Eleanor Strickler.

A Memorial Service was held September 20, 2024, at Quinn-Shalz Funeral Home, in Jacksonville Beach, Florida. Inurnment of his cremated remains is planned for Arlington National Cemetery at a date to be determined. In lieu of flowers, memorial donations may be made to Community Hospice & Palliative Care, 4266 Sunbeam Road, Jacksonville, FL 32257, or give online at support.communityhospice.com. Friends often heard Rich say, “Who loves ya?” I think it’s safe to say, “Who loves ya Rich? Yes, we all do."

From CAPT Monte Squires, USN (Ret.) File this under, "It’s a small world” category.

1940s: My pop, Dick Squires, and Rich’s dad, Carroll “Red” Strickler, were buddies in Nebraska. Dad and Red went to the same high school, played basketball together, got in fights, and smoked cigarettes together. Red even asked my dad to sing at the wedding of Red and Ellie (Rich’s parents). Dad wasn’t the greatest singer but, when Red asked you to do something, you did it.

1950s: Stricklers settled in Worland, Wyoming, while the Squires family lived in Aurora, Colorado (350 miles apart). At least every other year, we’d travel to Worland or the Strickler gang would invade Aurora.

1960s: I’m playing football for the BYU Cougars and Rich is equipment manager for Wyoming Cowboy Football. Same conference (WAC) so we’d see each other every year, in the fall, on the gridiron.

1970s: Pensacola, Florida, and it’s my Aviation Officer Candidate School (AOCS) “Candidate Officer” Week. As I scan the crowd of new “poopies,” whose sweaty, pumpkin face do I see…Rich Strickler. I go over to give him a hug but the drill instructors have him “locked-up” so tightly he won’t even look at me.

1970s/80s/90s: Following flight school, my career is west coast HS and Rich is east coast HS. He eventually commands HS-15 and I’ve got HS-14 about the same time. Major Command Selection rolls around and I’ve got the HS WING in JAX while Rich commands NAS Corpus Christi.

Great friends are hard to find, difficult to leave, and impossible to forget. Richard Wayne Strickler will not be forgotten. Love you shipmate. “RIP.”

Fair Winds and Following Seas CAPT Strickler!

CAPT Brian K. Paul, USNR

ENSPaul became a Naval Aviator on April 21, 1993 at HT-18, NAS Whitting Field, Milton, FL. ENS Paul is Navy Helicopter Pilot Designation Number R-22418.

CAPT Brian K. Paul, age 56, of San Angelo, Texas passed away on Sunday, September 1, 2024. Brian was born on August 10, 1968 in Fairfield, Iowa to James and Joyce Paul. Brian attended Trinity Christian Academy and graduated in the class of 1986. He later went on to obtain a Bachelor of Business from Texas Tech University. Brian continued his educational journey until he earned his Master’s Degree in Justice Administration, Cum Laude, from Norwich University. He was commissioned into the Navy in 1986 where he served for 23 years as a pilot. Brian also worked as a federal agent and pilot for Customs and Border Protection. After retiring from CBP, Brian continued his career as an air ambulance pilot.

Brian had two sons, Wyatt and Garrett. Being a father was something Brian took pride and joy in, striving to pass down his strong work ethic and leadership skills. His family was rounded out when he married Ginger Paul on March 21, 2024. Ginger was his true love.

When Brian wasn’t working or spending time with his beloved family, he enjoyed going hunting. The great outdoors was his playground. He also enjoyed ski trips where he wasn’t afraid to hit the slopes.

Brian was a compassionate person who handled everything with immense care. His dedication to serving others could be seen over the span of his careers, his family, and relationships with friends he curated throughout his life. Brian beamed with joy having the titles of “Dad” and “Husband.” His loving nature and kind spirit will be missed by those who had the privilege of knowing him.

Brian was preceded in passing by his father, James Paul. Left to cherish Brian’s memory are his beloved wife, Ginger Paul; his sons, Wyatt Paul and Garrett Paul; mother, Joyce Paul-Schubert; sister, Allison Nolan; and nephew, Rion Nolan.

A Celebration of Brian’s Life was held on Saturday, September 14, 2024 in San Angelo, TX. Interment followed on Monday, September 16, 2024 at Texas Veterans State Cemetery in Abilene, TX.

In lieu of flowers, the Paul Family asks that you make a memorial donation in Brian’s name to the Wounded Warrior Project.

The Paul Family would also like to thank everyone who helped Brian along the way.

Fair Winds and Following Seas CAPT Paul!

CDR John Hubert Smith, USN (Ret.)

LTJG Smith became a Naval Aviator on March 24, 1971 at HT-8, NAS Ellyson Field, Pensacola, FL. LTJG Smith is Navy Helicopter Pilot Designator Number R-11504 and a former HS-6er, NAS Imperial Beach, CA.

John Hubert Smith, age 79, was tragically taken from us on August 2, 2024. John was born to Fred O’Neill Smith and Margaret Jane Sarver in 1945 and raised in Santa Rita, New Mexico. John graduated from Cobre High School in 1963. After graduating from the University of New Mexico NROTC Program in 1969, John was commissioned as an Ensign in the United States Navy and served as a helicopter pilot for over 20 years, including a Med cruise with HS-6 in 1972.

John served at multiple Navy installations throughout his distinguished career, including Pacific Missile Range Facility, Barking Sands, Kauai and at Naval Air Station Fallon as a Range Officer. After John retired as a Commander in the United States Navy, he worked as a civilian for the Department of Defense. He eventually returned home to New Mexico to work at White Sands Missile Range until his retirement from civil service in 2007. John’s love for learning and curious nature fostered many hobbies which enriched his life. He always loved books and movies (especially Sci-Fi) and kept an extensive collection of both. He was a gifted artist early in life and continued to draw and paint until taken from us. He was also an accomplished gamer and achieved Veteran Legend status in Elder Scrolls Online which placed him among the top one percent of players worldwide.

John was preceded in death by his father Fred O’Neill Smith, his mother Margaret Jane Sarver, and his brother Fred O’Neill Smith, Jr. John is survived by his beloved wife, Erika Smith, of Las Cruces, New Mexico and his three daughters, Johana Smith, Ashley Smith O’Neill, and Victoria Smith as well as his four grandchildren and his fur and feather babies. John’s extraordinary life will be celebrated in a private ceremony at a later date. Originally published in Las Cruces Sun.

CDR Joseph Michael LoPresti Jr., USN (Ret.)

ENSLoPresti became a Naval Aviator on April 12, 1971 at HT-8, NAS Ellyson Field, Pensacola, Florida. ENS LoPresti is Navy Helicopter Pilot Designator #R-11549. LTJG LoPresti joined HC-7 on March 23, 1972, and departed June 30, 1975 when the squadron was stood down. He also served in HS-8.

Joseph Michael LoPresti Jr., at the age of 77, of Burke, Virginia, was called to his eternal rest on March 27, 2024. A native of Corona, New York, born on May 24, 1946, CDR LoPresti served with distinction as a helicopter pilot in the United States Navy for 22 years, a testament to his unwavering commitment and valor. After serving his country with honor, Joseph pursued academic excellence, earning a Master’s Degree in Education from George Mason University and a rewarding career in teaching. Joseph was a man who cherished the joys of life, finding pleasure in pastimes such as golfing, skiing, and embracing the great outdoors through walking and running. Left to honor his memory are his beloved son, Joseph LoPresti, III, and daughter-in-law Ellen; his sister Linda; his brothers Chris (and wife Candi), Bart (and wife Sue), and Patrick (and wife Katya). He was a cherished uncle to numerous nieces and nephews and a great-uncle to many grandnephews and grandnieces. Joseph was reunited in death with his beloved wife of 47 years, Judith LoPresti, and predeceased by his parents, Joseph and Helen LoPresti. A solemn graveside service for family was held in May. Arrangements are entrusted to Fairfax Memorial Funeral Home, Fairfax, Virginia. In remembrance, Joseph Michael LoPresti Jr.’s legacy of service, education, and familial devotion stands as a pillar for all who know him. To plant trees in memory, please visit the Sympathy Store. Published by The Washington Post on Apr. 7, 2024.

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