Rotor Review Spring 2007 #97 by Naval Helicopter Association, Inc

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MH-60R

Here and Now

A new bird is prowling the skies. Protecting the battlegroup. Operating with conﬁdence in the complex environments our nation’s sailors face daily. The MH-60R is here. An all-new aircraft. Armed with sophisticated equipment. Including integrated systems able to detect undersea objects at three to seven times the range of current helicopters, and track 10 times as many surface targets. And that’s just for starters. Future technology upgrades will make the MH-60R even more net-centric, more lethal, and more capable. MH-60R. The right helicopter, right now.

Number 97 / Spring ‘07 Naval Helicopter Association

Focus

Armed and Ready: Highlights of the 2008 NHA Symposium

Two MH-60R Seahawks “armed and ready” during a Hellfire missile test. Photo courtesy of the HSM-41 Public Affairs

Departments Editor’s Log LT Kristin Ohleger, USN

Chairman’s Brief RADM Steve Tomaszeski, USN (Ret)

President’s Message CAPT John Miley, USN

State of the Association Col Howard Whitfield, USMC (Ret)

View from the Labs, Supporting the Fleet CAPT George Galdorisi, USN (Ret)

Armed & Ready — Here We Come LT Jennifer McCollough, USN

NHA Awards Rotor Review Editors

Together Again: 2007 NHA Member’s Reunion Photos by CDR Lloyd Parthemer, USN (Ret) and LCDR Todd Vorenkamp, USN

Captain of Industry Panel LCDR Todd Vorenkamp, USN

Flag Panel LCDR Todd Vorenkamp, USN

NHA Sports Rotor Review Editors

A Joint Tour In D.C. - It’s Just Not That Bad CDR Chris “Chet” Misner, USN

Features 8

Joint Ops, It’s Just The Way We Do Business LTJG Tom Van Hoozer, USN

There I Was...”So There I Was...” LT Lamar Hardy, USN

The Navy’s Newest Helicopter LCDR Todd Vorenkamp, USN

Extended President Message CDR J. Curtis Shaub

Three Falcons And A Cloud Of Dust LTJG Fernando L. Rosario, USN

Industry News

“Take Me Home, Jeeves!” LTJG Sean McKerren, USN

Historical

A New Wave Hits The Sand LTJG Sarah Hester, USN

Regional Updates

Dream Helo LCDR Todd Vorenkamp, USN

Change of Command

Squadron Updates

Farewell HELWINGRES CAPT James Iannone, USN

Stuff

Rotor Review # 97 Spring ‘07

Rotor Review

Editor LT Kristin Ohleger Design Editor George Hopson Aircrewman Editor AW1 Jason Hatfield HSC / HM Editor LTJG Ryan Gero HS Editor LT Kevin Colon HSL/HSM Editor LT Ken Colman Special Mission Editor TBD USMC Editor 1stLt. Vanessa Clark Technical Advisor Chip Lancaster

Next Issue Focus

Different Missions, Same Directions: A Look Into the Marine Corps and Coast Guard Helicopter Experiences The Editorial Board welcomes submissions from NHAâ&#x20AC;&#x2122;s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be e-mailed as attachments or provided on Mac or PC formatted disks using any current word-processing software. Photos and graphics are encouraged and may be mailed or sent electronically as a high resolution JPEG or PDF.

NHA Photographer and Historian CDR Lloyd Parthemer, USN (Ret) Editors Emeritus

Wayne Jensen John Driver Andy Quiett Susan Fink Tracey Keefe Bryan Buljat Todd Vorenkamp Clay Shane

Submissions

John Ball Sean Laughlin Mike Curtis Bill Chase Maureen Palmerino Gabe Soltero Steve Bury

Feedback

Comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to:

www.navalhelicopterassn.org rotorrev@simplyweb.net PO Box 180578 Coronado, CA 92178-0578 Tel: (619) 435-7139 Fax:(619) 435-7354

Publisher

Naval Helicopter Association ISSN Number: 1085-9683

Deadline for Submissions

2007 Summer August 9, 2007 Fall November 16, 2007

Policy The Rotor Review is published quarterly by the Naval Helicopter Association and intended to support the goals of the Association, provide a forum for the discussion and exchange of information on topics of interest to the rotary wing community and keep membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure that Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding rotary wing community.

Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of the Naval Helicopter Association, Inc or official Navy Policy. NHA, Rotor Review and Helix logos copyright 1998 by The Naval Helicopter Association, Inc.

NAVAL HELICOPTER ASSOCIATION, INC The Navy Helicopter Association, Inc was founded on 2 November 1971 by the twelve rotary wing pioneers listed below. The bylaws were later formally written and the organization was established as a nonprofit association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to reflect the close relationship of the rotary wing community in the Coast Guard, Marine Corps and Navy, from initial training to operating many similar aircraft. NHA is a 501 ( C ) (7) nonprofit association.

NHA Founding Members CAPT A.E. Monahan CAPT M.R. Starr CAPT A.F. Emig Mr. H. Nachlin

CDR H.F. McLinden CDR W. Straight Mr. R. Walloch CDR P.W. Nicholas

CDR D.J. Hayes CAPT C.B. Smiley CAPT J.M. Purtell CDR H.V. Pepper

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical flight community. Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

Rotor Review # 97 Spring â&#x20AC;&#x2DC;07

President.................................CDR J. Curtis Shaub, USN V/P Corp Mem......... CAPT Mike Middleton, USN (Ret) V/P Awards ..............................CDR Monte Ulmer, USN V/P Membership ................ LCDR Brian Randall, USN V/P Symposium 2008................................................TBD Secretary.........................................LT Ryan Hayes, USN Treasurer ......................................LT David Ayotte, USN “Stuff”.......................................LT Jen McCollough,USN Executive Director..Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........George Hopson Membership/Symposium .............................. Lucy Haase

NHA Scholarship Fund President..............................CAPT Jamie Hopkins, USN V/P Operations..........................................................TBD V/P Fundraising ..............CDR Matthew Coughlin, USN V/P Scholarships .................CDR Bob Weissenfels, USN Treasurer....................................LT Richard Abitria, USN Corresponding Secretary..................LT John Dolby, USN Finance Committee.....................................Kron Littleton

Chairman......RADM Steven J. Tomaszeski, USN (Ret) CAPT John McGill, USN (Ret) CAPT Mike Baxter, USNR (Ret) CAPT Mike Reber, USN (Ret) CAPT Dave Moulton, USN (Ret) CAPT Chuck Deitchman, USN (Ret)

Regional Officers Region 1 - San Diego Directors.………………...........CAPT Jamie Hopkins, USN CAPT Buddy Iannone, USNR CAPT Matt Pringle, USN President..…....................................CDR Mike Horan, USN Enlisted Membership..............AVCM Sean McColgan, USN Region 2 - Washington D.C. Directors ..…………...………….......CAPT Glen Ives, USN CAPT Bill Lescher, USN President ......................................LCDR Todd Bahlau, USN Region 3 - Jacksonville

Corporate Associates AgustaWestland Inc. AirCenter Helicopters, Inc. Armor Holdings Aerospace & Defense Group BAE Systems Bell Helicopter Textron, Inc Boeing Aircraft and Missiles Breeze-Eastern CAE Inc. G.E. Aircraft Engines Goodrich Corporation, Fuel & Utility Systems Harris Corporation Lockheed Martin Systems Integration-Owego L3 Communications / D.P. Associates Inc. L3 Communications / Ocean Systems L3 Communications / Vertex Aerospace Northrop Grumman Integrated Systems Raytheon Naval & Maritime Systems Robertson Aviation LLC Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation Thomas Group Whitney, Bradley and Brown Inc.

Director ...................................... CAPT Mike Martin, USN President..........................................CDR Doug Malin, USN Region 4 - Norfolk Director ..........................................CAPT Paul Lluy, USN President .......................................CDR Kris Croeber, USN

Naval Helicopter Association

Directors at Large

National Officers

Region 5 - Pensacola Directors......................................CAPT Dave Malony, USN CAPT Dave Callahan, USCG CAPT Peter Spaulding, USN President ........................................CDR Kevin Kropp, USN Far East Chapter President ..................................... CDR Chris Fletcher, USN Mediterranean Chapter President ....................................CAPT David Schnell, USN

Rotor Review # 97 Spring ‘07

Editor’s Log

By LT Kristin Ohleger, USN, HS-10

t is with great pleasure that I introduce you to this issue of Rotor Review. This year’s symposium was a complete success and I hope those of you who attended enjoyed it as much as I did. For those of you who did not make it, we will hopefully provide you a glimpse of what you missed. As usual, the week began with the Members’ Reunion where we all heard enough sea stories to last us until next year. I think I speak for everyone present that it was definitely a great time catching up with former squadron mates. The next morning, RADM Waickwicz kicked off the Opening Ceremonies, speaking highly of NHA and our future. He described how NHA will focus on our retired aviators in order to help the organization grow. I won’t spoil the highlights of the symposium anymore as you will get to read all about it in the rest of the magazine.

In addition to focusing on the symposium highlights, this issue brings out more of the focus of this year’s NHA Symposium, Armed and Ready. Herein you will read several great articles written by our fellow aviators about the future of Naval Helicopters.

hen NHA was founded in 1976, the year I earned my wings of gold, little did I imagine I would remain a member throughout these past 31 years. Now having relieved my classmate and friend, RADM McLaughlin, as your chairman, I can only hope to lead our superb association of Naval aviators and aircrew with the same vision, common sense, professionalism and dedication as my predecessors. Assuming “command” of NHA from RADM “Mac” was like taking command of a Battle “E” squadron. Today’s NHA is a reflection of our rotary wing community: relevant, growing and influential across the spectrum of naval warfare. “Bravo Zulu,” Mac. You, your Board of Directors and national/regional officers have done magnificent work. This is one of my favorite issues of ROTOR REVIEW, the annual Symposium highlights edition. By all accounts “Armed and Ready” was on target with engaging panels, diverse industry exhibits, competitive sporting events, and camaraderie unique only to unrestricted Naval aviators and aircrew. Highlights were many: the never to be missed Members’ Reunion, the always

Chairman Brief

By Rear Admiral Steve Tomaszeski, USN (Ret) entertaining Flag Panel, an extraordinary Captains of Industry dialogue, an enthusiastic enlisted panel workshop, and the Spouses’ Luncheon that raised over $19K for the family members of BULLET 10. But my personal highlight was our “Pioneer” Mark Starr Award winner, LCDR Joe Gardner, USNR (ret). What a career! He really flew over 20,000 helicopter flight hours in addition to 3500 fixed wing. Now that’s a flight hour program we need today.

Rotor Review # 97 Spring ‘07

I have to admit that this Editors Log has been quite difficult to write. I have thought about how to end it for a few weeks now, yet I’m not quite sure how to put exactly what I want to say into words. As all of you may know by now, we lost another fellow helicopter crew in early May. Like many of you, the loss of Dusty 612 and her crew hit me quite hard. My thoughts and prayers have been with HS-7 and the family members of the crew. I would like to share with you my thoughts on one of the crew members. CDR Michael “Flush” Sheahan was one of the best pilots I have ever had the privilege to fly with. When I checked into HS-15 as a brand new PQM he was my Department Head, ready to put me and every other JO under his wing and make us the best pilots that he could. He was my teacher and my mentor and I know that I would not be where I am today if it weren’t for him. I never did thank him for everything he taught me, but I’m pretty sure he already knew the effect he had on everyone. Flush, all I have to say now is, “THE MOON!!” To you and the rest of your crew: You will not be forgotten. Fair Winds and Following Seas.

So, what is in store for NHA’s future? Together with your Board of Directors and our national/regional officers and, with your support, we will develop and execute a flight plan that will grow and sustain NHA as the model professional organization of the sea services. FALLEN HEROES Every member of our community remembers where they were when they heard the tragic news of Skipper Sheahan and his “Dusty Dog” crew on 8 May. The skipper’s mom, Jackie Sheahan of Augusta, Georgia, recalled her son: “He would always tell me, Mother, don’t worry – if I crash, if I die, I’m doing what I always wanted to do.” The skipper’s statement applied to all the members of his crew; they all loved what they were doing—flying Navy helicopters in the service of their country. NHA, with deep respect and admiration, salutes Skipper Sheahan, LT. Richard Andersen, AW1 William Weatherford, AW2 Jared Rossetto, and AW2 Andrew Bibbo. They will be sorely missed but never forgotten. Our collective hearts and prayers will continue to be with the five grieving families of HS-7. Till our next brief, fly well and… keep your turns up.

ear Members, What a fantastic Symposium! First, I want to thank CDR Spence Crispell, Symposium VP, and all of the countless volunteers that had a hand in making this Symposium such a great success. I also want to thank our many industry partners and exhibitors; without their support the Symposium would not have been such a special event. Last, but certainly not least, I want to thank our Executive Director, COL Whitfield; as well as Lucy Haase and George Hopson (the NHA staff) for their dedication and tireless efforts. I’ve had the honor of being your National President for the last year, but it is time for me to pass the torch to Skipper Curtis Shaub (CO, HSM41). I know that he is excited about taking over as your President. With his energy, enthusiasm and vision, NHA

et me take this opportunity to recognize the team effort behind NHA’s success as an organizationthe active duty and retired volunteers and office staff. This team effort extends through the Directors, National Officers, Regional Presidents and the local activities they sponsor, to the annual Max Beep membership drive, to the Symposium, and to the Rotor Review editors. The Regional Presidents and their staffs sponsor golf tournaments, flight suit formals, and other activities in the name of NHA, which encourages rotary wing camaraderie, membership, and scholarship fund raising. The annual Max Beep membership drive has been particularly successful this year as a result of the dynamic leadership of CAPT John Miley, outgoing NHA President, down through the squadron commanders and the efforts of the squadron J.O. representatives to Lucy Haase in the National Office. During a very busy time when people are also registering with her for the Symposium Lucy is sent squadron wardroom rosters and she cross checks these against the NHA membership data base and reports back. This year we had more

President’s Message

Community continues to get stronger and NHA’s relevance continues to increase. At this Symposium, eight Flag Officers – including the AIRBOSS, VADM Zortman - took time out of their busy schedules to share their insights on Naval Aviation and the Helicopter Community. With support and interest like that from our Senior Leaders, it’s a great time to be involved in NHA and the Naval Helicopter Community. NHA is your organization. Get involved. Contribute. Make a difference.

By CAPT John Miley, USN, will continue to thrive. Our future is bright. NHA is stronger today than it has ever been thanks to your involvement and our fantastic NHA staff. As we continue to execute Helo CONOPS, the Naval Helicopter

State of the Association

Warm Regards, CAPT John Miley, USN

An extended President’s Message by the newest NHA President CDR J. Curtis Shaub is on page 24.

producing not just the magazine, but the Symposium Program and the Awards Luncheon Program in a short space of time. NHA National Awards have been coordinated for the past three years by CDR Monte Ulmer, including reading the citations at the Awards Luncheon. Thanks Monte.

By Col. Howard M. Whitfield, USMC (Ret)

squadrons (and a ship) with over 85% NHA membership than ever-13 (see page 32 for the list). Rotor Review magazine is steadily improving because of the community editors led by LT Kristin Ohleger (see page 2). The Design Editor, George Hopson, takes the articles and photographs and using his special talent for artwork comes up with unique layouts that catch your eye. George really works overtime prior to the Symposium

For the Symposium, major credit goes to CDR Spence Crispell and his Symposium Committee. They held many meetings leading up to the Symposium and LT Ryan Hayes kept good meeting notes for follow-up. With operational tempo high it was a struggle to juggle schedules. I hesitate to signal out certain individuals but there were some standouts. LT Glenn Todd, planned and ran the successful Members Reunion at Admiral Kidd Club. LT Ryan Dexter coordinated the Awards Luncheon. LT Daniele Ehmer did an outstanding job providing a registration team, coordinating transportation, and the Spouses Luncheon. LTs Dave Haase and Rocky Burns did a terrific

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Continued from page 5 job planning and running the Golf Tournament and Sports Barbecue at East Lake. LTJG Zack Green was responsible for the popular 10K run along the bay in Coronado, which had 47 participants. AW1 Andy Reischauer and AWC Bob Hoffman get great credit for planning and running the Aircrew Competition with 23 teams of four men each. For those of you who didn’t get to the beach, it was one of the roughest

surf days I have seen at normally calm Breakers Beach and a real challenge for participants. AWCMs Sean McColgan and Carl Bailey set up and ran the Enlisted Panel. LT Jen McCollough enthusiastically sold over $6,000 worth of “stuff” at the Symposium- great job! LT Dave Ayotte, NHA Treasurer worked long hours gathering and depositing all the cash, credit cards and checks at the Symposium. LT Rob Merton negotiated our audio-visual contract with the hotel

and also provided screens and computer support for the third time. LCDR Wade Page came through with airlift. LT Judd Kirk coordinated media affairs. LT Nic Montalvanos was Flag Liaison until his wife had a very premature baby. All these individuals and the rest of the volunteers are what makes NHA and the Symposium a success. My personal thanks to you for your contribution.

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

hat A Symposium! Don’t know if anyone is in charge of keeping all the ‘stats’ over the years, but from my point of view this one was one of the best attended, most interesting, and most lively ones that I’ve ever experienced – on either coast. BZ to Colonel Howie Whitfield and the National NHA staff as well as to the San Diego Region NHA Directors and Officers and the many, many, squadron action officers who took care of a multitude of details to make it all work seamlessly. Believe me, more people than you all know recognize that none of this “just happens.” We all owe a collective thanks to all the senior officers and industry executives who took time from their far-too-busy schedules to spend quality time with all of us. While we all feel we are plenty busy and sometimes never know how we’ll get through our “to do” list each day, believe me, the one commodity these senior folks don’t have is time. It’s huge when they spend time at our symposium.

I’ve combed through my symposium notes for those few takeaways that might sum this event up for all of us…and one jumped out ahead of all the others – and it’s significant because it is so different from past symposia. And it was all about the questions that came from the junior officers in the audience during the panel presentations – and especially during the flag panel.

In an era where many folks are very conscious of “swimlanes” and “turf” and doing what they’re required to do and nothing more…and where getting by and not stepping up to do more than is required is a watchword for far too many individuals, what was striking about the questions from the junior officers in attendance was this. They hammered the panelists wanting to know why they

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Representatives of AgustaWestland are preparing the MK101 mockup for the Symposium Exhibit. Photo taken by CDR Lloyd Parthemer, USN (Ret).

Rotor Review # 97 Spring ‘07

Continued from page 6 were not being sent on more missions in Afghanistan and Iraq. They wanted the panel to know they were trained and armed and ready and were national assets. And it wasn’t just one or two individuals – it was a critical mass. With that kind of talent and sense of mission in the naval helicopter community today the future is bright and nothing is impossible. That’s refreshing, and at the risk of dredging up something that’s “old hat” to some, that willingness to “lean forward” kind of reminds me of what many of us were exposed to when we first started flight training and got our copy of The Naval Aviation Guide. The short Navy Flyers Creed that opened that book is reprinted here for those of you who may have never seen it, and it is something that while first written almost a half-century ago, should still ring true for all of us today:

The Navy Flyers Creed I am a United States Navy Flyer. My countrymen built the best airplane in the world and entrusted it to me. They trained me to fly it. I will use it to the absolute limit of my power. With my fellow pilots, air crews and deck crews, my plane and I will do anything necessary out our tremendous responsibilities. I will always remember we are part on an unbeatable combat team – the Untied States Navy. When the going it fast and rough, I will not falter. I will be uncompromising in every blow I strike. I will be humble in victory. I am a United States navy flyer. I have dedicated myself to my country, with its many millions of all races, colors and creeds. They and their way of life are worthy of my greatest protective effort. I ask the help of God in making that effort great enough. Not the kind of “ad copy” that you’ll see in today’s trendy media – but something that should help all of us remember – and appreciate – the heritage those who went before us left to us – and a heritage that is still alive in the junior officers who attended this symposium and who make up the present – and future – of naval aviation.

The NHA Scholarship Fund was founded in 1993 as a 501(c)(3) non-profit association dedicated to providing scholarships to undergraduate and graduate students affiliated with the naval rotary wing community. The Scholarship Fund has awarded thousands of dollars of support to college students.

NHA Scholarship Fund

™

“NHA’s Most Worthwhile Endeavor” For more information or to pledge a donation contact NHA at

P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139 FAX (619) 435-7354 Email: nhascholars@hotmail.com Website: www.nhascholars.com

Combined Federal Campaign CFC # 1317 Rotor Review # 97 Spring ‘07

Features

Joint Ops, It’s Just The Way We Do Business Story by LTJG Tom Van Hoozer, USN, HS-14

Members of the Air Force’s 320t Special Tactics Squadrons being extracted from an LZ in Okinawa, Japan.

ustralian SAS and their attack dogs, Air Force ParaJumpers, Army Special Forces; and those are just a few of the units the Chargers have worked with recently! Being the only and permanently forward-deployed HS squadron, the Chargers have to create opportunities for themselves by sending detachments to places like Okinawa, Guam, or Western Australia to train and participate in joint operations. It should come as no surprise that HS-14’s latest training detachment to Kadena Airbase featured multiple joint operations. In February of 2007, the Chargers sent two SH-60Fs, two HH-60Hs and over 60 personnel to Kadena to train on the off-shore ranges and in the mountainous jungles of Okinawa. During those three weeks, HS-14 flew over 100 hours and completed over 40 training cards by conducting NSW, PR, ASW and AsuW events. Moreover, the Chargers were able to accomplish even more in-depth training, because the detachment coincided with the West Coast Seahawk Wing Weapons School HARP. The training was heavily weighted towards terrain flying to take advantage of the challenging LZ’s and rugged terrain in both high

Rotor Review # 97 Spring ‘07

and low light conditions. The Chargers were able to coordinate day and night TERF flights and insertion/extraction operations with the Air Force’s 33rd Rescue Squadron and the 320th Special Tactic’s Squadron. This opportunity allowed pilots and aircrewmen to sharpen their techniques for day and night fast rope insertions, rappel insertions, calls for fire, and extraction. LTJG Jeremiah “Preacher” Farwell commented, “the Air Force para-jumpers were great to work with; they were professional and fun to work with. We were able to learn a little from their techniques and apply them to how we do business.” LTJG Farwell also had another unique opportunity to work with the 320th Tactics Squadron. The PJs asked the Chargers to help them develop procedures to hoist litters from the back of jet skis into the helicopter. “At first the downwash kept blowing the jet skis over, but after a few attempts everything started working pretty well. It was exciting to be developing the tactics right there on the scene,” said Farwell. The Air Force wasn’t the only service excited about working with HS-14. The Chargers also linked up with the 1st of the 1st Special

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Features: Joint Ops, It’s Just The Way We Do Business Continued from page 8

Forces Group to conduct day and night fast rope, rappel, SPIE rigging, and both static line and HALO paradrops. LT Adam Parish noted that he had been in the squadron for less than two years and this was already the third time he had done paradrops. Working with other services to complete these missions in challenging environments are usually considered rare opportunities, so we in HS-14 feel fortunate to do these evolutions on a regular basis. The Chargers also sharpened their sea combat skills by working with the VP-4 “Skinny Dragons” who were deployed to Kadena. LTJG Madren said, “Since the P3’s aren’t part of the airwing, we rarely get to work with them. Briefing with them before the missions allowed us to educate them on what our capabilities and tactics really are, and in-turn, learn how we can work together more effectively.” During the detachment, the Chargers were able to successfully complete six ASW missions, including two torpedo exercises. Additionally, crews also practiced AsuW

and were able to put three Hellfire missiles on target and conduct multiple CATM exercises. The flexibility of helicopters is what makes them such an asset and always in-demand. The Chargers showed their flexibility by excelling in each and every HS mission set and doing it with non-traditional partners.

LTJG Van Hoozer wrote a previous article entitled “What’s Up, Dog?” It featured HS14’s mission with the Australian SAS and their attack dogs , which it appeared in the Fall 2006, Issue No. 95 of the Rotor Review.

NHA Annual Photo Contest Send your photos to Naval Helicopter Association, Inc.

(NHA) either via email to editors@navalhelicopterassn.org or mail to Naval Helicopter Association, Inc. P.O. Box 180578, Coronado,CA 92178-0578. Please send information about your photo for a caption along with the name, date, place, squadron or unit. Deadline for photo submission will be August 31, 2007. 9

Rotor Review # 97 Spring ‘07

Features:

The Navy’s Newest Helicopter Article By LCDR Todd Vorenkamp, USN

The MQ-8B Firescout undergoing more test runs after completing almost five years of flight time. Photo released by Northrop Grumman Corporation

onths ago I saw a short news clipping in the “Rotorcraft Report” section of Rotor & Wing magazine stating that the U.S. Navy had purchased nine MQ-8B Fire Scout vertical takeoff and landing tactical unmanned vehicles. Having seen Fire Scout displayed at NHA Symposiums but never mentioned in any helo CONOPS or helicopter master plan briefs, I assumed that the MQ-8B was some unsolicited industry unmanned aerial vehicle (UAV) sales pitch that the Navy was not seriously considering. “I assumed incorrectly.” Fire Scout is coming. Soon, Navy helicopter pilots attached to a Littoral Combat Ship (LCS) may soon find themselves on the helo detachment flight schedule, not strapping into an MH-60S Knighthawk or MH-60R Seahawk, but heading to the interior of the ship to sit at a console and operate an unmanned helicopter. To find out more about Fire Scout, its history, development, and future, I contacted the U.S. Navy Program Office for Fire Scout - PMA-263 http://uav.navair.navy.mil/ - and CAPT(Ret) Mike Fuqua of the Northrop-Grumman Corporation http://www. northropgrumman.com/unmanned/ team that is building and developing the Fire Scout. PMA-263 is headed by CAPT Paul Morgan, USN and the PAO is Mr. John Milliman. Mike Fuqua is the Fire Scout business development manager for NGC.

Rotor Review # 97 Spring ‘07

What is the MQ-8B Fire Scout? Fire Scout is an unmanned helicopter with a traditional configuration – main and tail rotor. The aircraft is based on the popular Schweitzer 333 light turbine helicopter. The 333 has logged over 20 million flight hours under its rotors. A single Rolls-Royce 250 family turbo shaft engine powers the 333 and the Fire Scout. These Rolls-Royce engines have racked up over 160 million flight hours. CAPT Fuqua stated that NGC’s mantra for Fire Scout is “reliability, maintainability, and maturity” through its use of proven systems – namely the base fuselage and powerplant. Fire Scout has been flying for almost 5 years and Fuqua stated that the maintenance man-hours to maintain and fly the UAV are “miniscule” when compared to the H-60. The Schweitzer 333 http://www.sacusa.com/helicopters/ is a 3-4 seat helicopter which, according to Dennis Sturdevant of Precision Helicopter Services in Newberg, OR, costs $765,000 for the basic, no bones, VFR flier. Additional options push the 333 towards the $1 million mark. According to PMA-263’s John Milliman, the Navy is purchasing the Fire Scout for approximately $6 million per aircraft. The Fire Scout started life as the RQ-8A. Its designation was changed to “M” to reflect its multi-mission capabilities and the “B” designation is indicative of the newer version with a four bladed main rotor – originally three – and a greater payload and endurance.

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Features: The Navy’s Newest Helicopter Continued from page 10 Fire Scout was borne from a U.S. Marine Corps/USN requirement for a vertical takeoff UAV as part of the “Forward…From the Sea” concept. The USMC, through the Navy, dropped funding for the Fire Scout and focused its efforts on the Pioneer UAV, which the Corps currently operates. Northrop Grumman continued to press the Department of Defense to purchase Fire Scout and found an opportunity for sales by marketing it to the Navy as part of the LCS program and to the Army as their brigade UAV for the Future Combat System (FCS). The MQ-8B is known to the USN as a vertical takeoff and landing unmanned vehicle - VTUAV. The U.S. Army designates the vehicle as a FCS Class IV-A Brigade UAV.

Fire Scout is ready to return, it heads home and, when astern of the flight deck, it is “captured” electronically by the Unmanned Common Recovery System (UCARS), which guides the UAV to a hover over the flight deck. Fire Scout then is instructed to land and, as its skids touch the deck, it extends a grappling harpoon into a deck grid to keep the vehicle in place after touchdown. The U.S. Coast Guard uses a similar talon grid system with its HH-65C Dolphins.

How is it envisioned that Fire Scout will deploy with the Navy? The Fire Scout System consists of three MQ-8B helicopters, a ground control station integrated into the LCS, an UCARS

Continued on page 12

How is Fire Scout flown? Fire Scout is a totally autonomous air vehicle, meaning that it requires no user interface. The MQ-8B can takeoff from a ship, fly a pre-programmed mission, and return to the ship without any human guidance. Fully programmed missions would certainly not be the garden-variety flights for Fire Scout. On board the ship, Fire Scout is managed and monitored from a two-man console. The left seat is occupied by the Fire Scout “air vehicle operator” who is presented information on two computer screens. The left screen provides flight information – speed, altitude, heading, etc. The right screen is a tactical display. The console’s right seat is occupied by a “mission payload operator” who manages whatever payload – sensors or weapons or both - the Fire Scout is carrying. The U.S. Navy is currently finalizing the concept of operations for the Fire Scout, but at the current time it is envisioned that both the air vehicle operator and mission payload operator will be Navy helicopter pilots. There is ongoing discussion that one or both of these seats may be occupied by enlisted aviation warfare specialists (AW’s) instead of aviators.

How is Fire Scout landed aboard ship? When the Fire Scout is out flying off of a ship it is constantly The MQ-8B Fire Scout’s landing capabilities is captured communicating with the vessel through a tactical line-ofelectronically by the Unmanned Common Recovery System sight data link transmitting 10.7 megabytes of data per second. This data link continuously updates Fire Scout on (UCARS) that guides the aircraft to hover over the flight deck. Photo released by Northrop Grumman Corporation. the position, speed, and heading of its mothership. When

Rotor Review # 97 Spring ‘07

Features: The Navy’s Newest Helicopter

Continued from page 11 landing system, and one talon grid for landings. The helicopters and their support equipment can be stowed within the footprint of a folded H-60 helicopter. Again, the deployment and manning issues have not been finalized, but it looks like Fire Scout will deploy on LCS with the Sikorsky MH-60S/R as part of a “composite detachment” and will be flown and maintained by the HSC detachment while deployed. PMA-263 envisions the composite detachment will consist of one Fire Scout System (three UAVs) and one or two MH60S/R helicopters. Fire Scout will accompany MH-60S if the detachment is focused on mine interdiction warfare (MIW) and the MH-60R for anti-surface warfare (ASUW) or anti-submarine warfare missions (ASW). Once the detachment returns, the Fire Scout System will be trucked to a centralized maintenance location for overhaul and preparation for the next deployment. The location will be determined at a future date. Currently much of the U.S. Navy’s UAV work is conducted out of Naval Air Weapons Station China Lake in CA and it is foreseeable that the Navy’s Fire Scout will be homeported there. Fire Scout will be certified to operate from all U.S. Navy ships certified to operate aircraft.

What kinds of sensors/weapons will Fire Scout carry for the USN? The base payload for Fire Scout is an electro-optical/ infrared/laser designator and range finder BRITE Star II designed and built by FLIR Systems http://www. flir.com/imaging/Airborne/Products/BriteStar.aspx. Additional payloads include UHF/VHF communications relay equipment, a Coastal Battlefield Reconnaissance and Analysis (COBRA) land and sea mine detection sensor, radars, and other communications gear. Weapons will include lightweight torpedoes and forward firing ordnance. The Fire Scout is envisioned to have “spiral development” payload/weapons packages capable of performing MIW, ASW, and ASUW missions. Mike Fuqua said that Northrop-Grumman, with 50 years of unmanned vehicle experience, designed the vehicle’s flight control and flight management software to be completely separate from the mission software. This will allow Fire Scout to adapt to new missions and payloads rapidly with what Northrop Grumman calls an “open payload interface system.”

What are the challenges of a rotary-wing UAV? Fuqua said that when it comes to making an unmanned helicopter versus a fixed-wing UAV the “flight dynamics are inherently more difficult.” He added that the vehicle management system must be designed to respond and function with the more dynamic demands of rotary-wing

Continued on page 13 MQ-8B Technical Specifications Length Folded: 22.87 ft (7.0 m) Rotor Diameter: 27.5 ft (8.4 m) Height: 9.42 ft (2.9 m) Gross Weight: 3,150 lbs (1428.8 kg) Engine: Rolls-Royce Model 250-C20W Speed: 125+ Knots Ceiling: 20,000 ft (6.1 km) Flight Time w/ Baseline Payload: 8+ Hours Flight Time w/ 500 lb Payload: 5+ Hours LCDR Todd Vorenkamp is the OIC of the NAS Whidbey

Rotor Review # 97 Spring ‘07

Features: The Navy’s Newest Helicopter Continued from page 12 flight and that the fact that Fire Scout is capable of completely autonomous flight made it even more complex. For maintainability, Fire Scout relies on a fly-by-wire flight control system devoid of hydraulics. Adding to simplicity are a skid undercarriage and the lack of an auxiliary power unit (APU), fire suppression system, aircraft instruments, and other items that would be found on a manned aircraft.

The future of Fire Scout in the USN? According to Northrop-Grumman, the Navy is planning on purchasing 140 to 160 Fire Scouts for deployment to augment – not replace – the MH-60R/S helicopter weapons systems. Various departments in the Navy, including PMA-263, Third Fleet, and Surface Force, have done theoretical exercises and war games using the Fire Scout. TheFire Scout is coming to a flight deck and a battlefield near you.

The Fire Scout face many challenges ahead of becoming a powerful force in flight dynamics, and the capabilities that are faced during MIW, ASW, ASUW missions. Image released by Northrop

Grumman Corporation

Experience The Adventure

Eighteenth Annual

sponsored by

in conjunction with Naval Helicopter Association,Inc

For more information, please contact LT. Daniel DeCicco

13 Rotor Review # 97 Spring ‘07 at daniel.decicco@navy.mil

Features: Three Falcons And A Cloud Of Dust

Three Falcons And A Cloud Of Dust Article By LTJG Fernando L. Rosario, USN, HS-2

t’s funny how a phrase used to describe the Ohio State Football team of 40 years ago can aptly depict HS-2’s recent detachment to NAF El Centro. But that’s exactly the situation the Golden Falcons found themselves in while aboard the base for a week in late February. The quote, “Three yards and a cloud of dust,” describes the style of offense that legendary head coach Woody Hayes employed in the 60’s and 70’s: smash-mouth football designed to move the chains and control the game in order to win. While the aircrew members of HS-2 would never be confused with smash-mouth football players (well, most of them), we did find ourselves in a peculiar situation while out in the desert for a week. for engine start and rotor engagement, the bigger factor was the surface visibility, or lack thereof, at the airfield. All was not lost, though. Aircrew members conducted aerial gun patterns, tactical formation maneuvers, and ground rescue element training in the safety of the indoors. Even the XO got into the college football spirit, and was seen practicing his long-distance field goal kicking with some of the crewmen in the confines of the hangar. The strong winds were present for the next few days, but luckily for us, not to such a severe extent. Actual training, in the air, was allowed to continue. For a few members, this was their first time flying in the El Centro operating area, and for many the first time in quite a while. Even though it’s nearby, the Salton Basin is a very different environment than coastal Southern California, and provides for great training.

After an uneventful three-ship transit on Monday, the combination of 35 knot sustained surface winds, gusting to 45, and the dry, loose sand from the desert made for rather large dust clouds on Tuesday. Needless to say the flight schedule for that day was scrapped, and a few of the lighter pilots were reluctant to even leave the hangar without an escort for fear of being blown away. While the winds were definitely a problem

Rotor Review # 97 Spring ‘07

As any aviator will tell you, it’s good to get away from home base every once in a while and gain some new experiences in a different environment. It’s even better when you know you’re not too far away from home and you’ll be back in less than a week. Besides the weather cancellations on Tuesday, the squadron was able to get out the rest of the scheduled flights in the air, and nearly complete all the training we planned for while on detachment. We met our objectives, moved the proverbial chains, and had a good time doing it. Woody Hayes and the Buckeyes would have been proud.

Features: “Take Me Home, Jeeves”

“Take Me Home, Jeeves!” Article By LTJG Sean McKerren, USN, HS-8 pilot only had a minor injury to his fingers, caused by his Koch fittings. They were both then hoisted back into the helicopter and flown back to the carrier. After landing, the crew walked back into Ready Four to a hail of applause and congratulations for a job well done.

The crew of “Footloose 611” and Skipper Tynch: LT Tony Perez, AW2 Joshua Edgeman, CDR Joey Tynch (HS-8 CO), AW3 Jordon Mokiao, and LTJG John Wagner. Photo submitted by HS-8 Public Affairs Office

n March 20th, 2007 a crew from the “Eightballers” of HS-8 conducted a day rescue of a Marine F-18C pilot who ejected after experiencing an engine failure followed by a flight control malfunction. “Loosefoot 611” was the Plane Guard helicopter when the call came across Tower’s frequency to buster 10 miles aft of the ship to affect the rescue of “Snake 202”. LT Tony “TP” Perez, the HAC, immediately called “Automatic Approach checklist and crew rig for rescue.” LTJG John “Jeeves” Wagner, the copilot, put in a fly-to-point and quickly completed the checklist. Without hesitation, the crew bustered to the datum while preparing for the rescue. After approximately six minutes of transit, they saw what appeared to be an oil slick in the water surrounded by debris from the wreckage. The Crew Chief, AW2 Joshua “Gooch” Edgeman, was the first to report, “Survivor in sight.” LT Perez coolly flew a manual approach to a 70’ hover. After pinning the GAU 16 forward, AW2 Edgeman requested permission to lower the swimmer, AW3 Jordon Mokiao into the balmy 80 degree waters of the Northern Arabian Sea. Upon water entry, Mokiao gave the “I’m OK” thumbs up and swam over to the pilot a short distance away. During his initial assessment Mokiao determined that the

Commenting on the rescue LT Perez said, “We always train to rescue downed pilots over land and water. The one thing that I learned from this experience is that you can train and train, but nothing can prepare you for the adrenaline rush you get when you know that there is a fellow pilot depending on you for his survival.” AW2 Edgeman added, “Everything happened really fast. We are really glad we were well trained for this, and that we could be put to good use.” When asked about having been involved in a successful rescue, LTJG Wagner said, “I’m thankful that I was fortunate to be flying when he went down, not for accolades or anything like that, but just for the opportunity to put my training to use and make a positive difference. I’m just glad that we got to redeem a bit of the time we spend in Plane Guard.” And perhaps the most honest and direct comment came from AW3 Mokiao, one of our newest rescue swimmers, who said, “I’m just really glad that CAPT Rutherford is alright, and that he lives to see another day.” HS-8, Carrier Airwing NINE and the USS John C Stennis Strike Group are currently deployed and are flying missions daily in support of Operation ENDURING FREEDOM.

Rotor Review # 97 Spring ‘07

Features:

A New Wave Hits The Sand

Article By LTJG Sarah Hester, USN, 2515th NAAD

The Air Ambulance helicopter rides out a sand storm near Camp Buehring, Kuwait. Photo taken by LT Dan Bille, 2515th

NAAD

he Navy’s helicopter community has been providing MEDEVAC support in Kuwait and Iraq since November of 2005. Since its inception, the Naval Air Ambulance Detachment (NAAD) has completed MEDEVAC missions for 455 patients. Traditionally, the NAAD has been a combined assignment, comprised of personnel from two squadrons at any given time. In fact, the unit name “2515th” harks back to the original cast members. HELICOPTER SEA COMBAT SQUADRON TWO FIVE and HELICOPTER ANTI-SUBMARINE SQUADRON FIFTEEN together made up the first wave of personnel to man this mission. The Red Lions of HS-15 stayed for Wave II and were joined by members of HSC-21. Wave III carried with it a transition from Hotel and Sierra models on the line to exclusively Sierras as members from the Navy’s newest helicopter squadron, HSC-23, joined HSC-21 in the desert. Starting this spring the entire detachment hails from a single command as HELSEACOMBATRON TWO FIVE sends almost one hundred people to Kuwait. Continued on page 17 Rotor Review # 97 Spring ‘07

Features: A New Wave Hits The Sand

The 2515th MEDEVAC helicopters all bear the traditional red cross. Photo taken by LT Dan Bille, 2515th NAAD

Continued on page 17 The Island Knights making up Wave IV have been training nearly six months for this opportunity. The pilots and aircrew conducted CRM training in San Diego last winter, and then traveled to Yuma, Arizona for two weeks of MEDEVAC scenarios and brownout training. There they were joined by 6 corpsmen from around the country who are TAD with them now in Kuwait. Their training culminated with the Helicopter Advanced Readiness Program (HARP) put on by members of the Wing Weapons School who traveled to Guam for the exercise in March. During HARP the detachment set itself apart from the rest of squadron, preparing to be truly autonomous, from maintenance to mission and back again. CDR Christopher Brunett, the Commanding Officer of HSC-25 joins Detachment OIC LCDR Gary Keith in leading these motivated sailors. He will spend his last months as CO of the squadron in Kuwait, his change of command scheduled to take place this August in the desert. He will turnover the squadron and the 2515th to CDR John Menoni. HSC-25 fully took over the 2515th NAAD on May 1st. The mission requires two crews and two helicopters on fifteen minute alert and two more of each on one hour alert, 24/7, for MEDEVAC support in Kuwait and the southern half of Iraq. HSC-25 is assigned this post for one year, and plans to send a new wave of people in the fall to relieve those taking on the mission this spring. Additionally, the Island Knights man six other detachments as well as provide airborne search and rescue in the Northern Marianas from their home port island of Guam.

Rotor Review # 97 Spring â&#x20AC;&#x2DC;07

Features:

Dream Helo Article By LCDR Todd Vorenkamp, USN

t the Naval Helicopter Associationâ&#x20AC;&#x2122;s 2007 Symposium, a member of the Captains of Industry panel suggested that the junior officers in the room need to dream about what kind of helicopter and technology that they would like in the future. A member of the audience then suggested Rotor Review as a good avenue to share those ideas. I have accepted the challenge. What follows is a description of the helicopter I would like to fly nextâ&#x20AC;Ś Note: I will use all of my available writing skills to attempt to ensure that this does not read as an anti H-60 treatise. A. Configuration: This dream helo is restricted by the boundaries of my limited imagination. Because this is a helicopter journal, lets assume that my dream helicopter is constrained to one of the three main rotary wing configurations: standard (main and tail rotor), tandem rotor, and coaxial rotor. Sikorsky, with its future technology X2, is hedging its bets on the coaxial/compound thrust configuration. However, my dream helicopter is a tandem-rotor design.

Rotor Review # 97 Spring â&#x20AC;&#x2DC;07

B. Fuselage: Somewhere during the history of naval helicopter aviation, it was decided that sea-going helicopters no longer needed to be amphibious. I think this is a mistake. The ability to operate from the surface of the water is not something to be underestimated when talking about search and rescue and other missions. My helicopter can not only land and takeoff from the water, but it can do so in moderate sea states and it can also float on the surface with the rotor system shut down. Imagine a special operations forces transport that can serve as a riverine patrol craft and/or command and control center remaining on station for hours, or even days, waiting for the team to return. Imagine autorotating to the water, stopping the rotors on landing, and hanging out in your helicopter until the SAR bird arrives. The best helicopters have ramps for loading/unloading cargo. My helicopter has a ramp. Real helicopters have airstairs. Want your own door to get in

Continued on page 19 18

Features: Dream Helo gauges with digital numerals inside of them. and out of? Buy an automobile. The crews in my helicopter stand up and walk out of a large door and down a few steps to the tarmac. For almost all of the first decade of my naval service, I flew aircraft that had opening windows in the cockpit. Now I fly the MH-60S and I am relegated to a scupper. Have you ever tried to take photographs out of the Plexiglas side window of an H-60 which was cleaned by a motivated Sailor and a Brillo pad? I want a window that I can slide open to take photos out of or so that I can stick my hand out into the slipstream and feel the air rushing by. Is that too much to ask? Also, when I open that side window I want to suddenly hear the helicopter transmission and engines that I have not heard up to that point because of the robust sound proofing in the cabin. I love my helmet, but my dream helicopter is so quiet that I can wear a pair of David Clarks or, even better, an airliner style in-ear headset with small boom microphone. Ill strap on the lightweight helmet when I am flying into bad guy territory and I need the digital information projected onto the inside of the visor which, by the way, provides me with a bloom-free combination night vision/FLIR image of the world around me. C. Cockpit and Avionics: Glass cockpit for me. However, let me change it to a five-screen model – not the H-60S/R four screen cockpit. Outboard screens contain flight information – artificial horizon, airspeed, altitude, VSI, radar altimeter, etc. The artificial horizon is not a representation of an old gauge on my screen. It IS the screen. The horizon stretches coastto-coast on my flight information screen. Flight info is superimposed on top of it. Aviation physiologists back in the 80’s did a study of the human brain and found that humans reacted faster to information provided in analog form than from the same information provided in digital. [Take your time machine back to 19 January 1988 and tune into PBS’s Nova program – “Top Gun and Beyond.”] This is why modern civilian aircraft with digital cockpits have analog representation of gauges. Bottom line: The brain is a combination of digital and analog, but information transmitted in analog is received faster than digital. This is why almost every glass cockpit in the civilian world employs digital representations of analog gauges. Seen a Boeing 777 cockpit lately? The U.S. Navy apparently never read the study, and the H-60 and other naval aircraft arrived with vertical displays and the new Navy helos continue to promote VIDS. Not my helicopter. That outboard screen with its whole-width horizon has analog

The inboard screens are the mission screens. All of the bezel keys that do not work in the H-60S work in my helicopter. I have done away with the H-2/H-3 TACNAV which the new H-60s so faithfully recreated. My map mode is brought to you by Garmin. Not wearing your helmet with the FLIR image on the visor? The FLIR image can be on your screen. Want a map and a FLIR at the same time? No problem, just push both buttons and get a split screen. The center screen is the engine and transmission information center. Why is it black? It shows only a power indication which indicates that the screen is operational. It is blank because everything is operating in its normal parameters. Engine running at normal temps and pressures? I am informed of this by the fact that I do not see a digital representation of an engine pressure or temperature gauge. Transmission running warm? Now a gauge appears on the screen. What temperature is it? It really does not matter because we are pilots and 140 degrees might as well be 1400 degrees. All we need to know is that it is hotter than normal. The maintenance folks can extract pertinent temperature information from the flight data recorder software that monitors all aircraft dynamic components and downloads the information to the aircraft while simultaneously uploading data in real-time to the squadron maintenance computers. This technology already exists in the civilian rotorcraft world. I am buying it for my helicopter. Also, besides telling me that the transmission is above its temperature limits, the screen also tells me how best to handle the impending emergency. What are those buttons and knobs above the center cockpit screen? They have funny labels like “ALT” and “HDG” and “VERT SPEED” and “COURSE” and “SPEED.” There are digital display windows with numbers. Why, it is an airliner style autopilot system!!! Ohmygoodness! Now when I want to fly at 120 knots and turn right to heading 330 while climbing at 500 feet per minute from 1000 feet to 4500 feet, I just dial it in and let the computer do the rest of the work. Want to fly an Oscar pattern? No problem. Vertical S-1? Piece of cake. How about flying a precise SAR search pattern in yucky weather over a violent ocean? Yep, the autopilot is tied into the mission computer and can fly the search pattern hands off while you look outside for the distressed vessel. Yes sportsfans, this technology has been around for more than a decade in helicopters and much longer in fixed wing aircraft but we, the USN, have not incorporated this technology into current helicopters. I am buying it for my helicopter.

Continued on page 20 19

Rotor Review # 97 Spring ‘07

Features: Dream Helo Continued from page 19 Speaking of looking outside for something or someone, my helicopter has unprecedented visibility even though the cockpit is armored and the crew protected from small arms and shrapnel. That five-screen cockpit and autopilot panel are not so large that they prevent me from looking outside of my aircraft. “Greenhouse” should come to mind when sitting in the cockpit. My old BMW 2002tii is known affectionately as “an aquarium on wheels” because of the skinny pillars and generous amounts of glass. Similar things will be said about my helicopter. Flying the airways or going to an airport that you are not stationed at? Another airliner innovation – an FMS – sits in the center console of the cockpit. RNAV approaches? Airport and navaid databases? Yep, they are in there. How long is the runway at Podunk Airport W8L? 4000’. A $1000 handheld GPS can give you that information yesterday. I have integrated it into my cockpit and it is easily upgradeable via satellite. When the database changes, the software companies tell the Navy program office or NATOPS model manager about the changes, they are then inputted into the master database computer and then the changes are sent electronically, via satellite, to the aircraft whenever they are powered up. I know that military electronic systems need to be hardened against electromagnetic interference. This fact should not prevent the development of my helicopter’s avionics. Commercial-Off-The-Shelf (COTS) products will be purchased from the manufacturer and either hardened appropriately by them, or by a third party, and installed in my helicopter which features plug-and-play technology. Also, hardening takes weeks, not years. My helicopter gets its upgraded GPS at the same time that Joe Cessna picks up his from Sporty’s. Data link with the rest of the military? We have that, but it lives in a separate black box from my GPS, terrain maps, airport data, Dow Jones Average computing flight computer. My helicopter has a heads up display (HUD). This is used when not wearing the helmet. Horizon, flight information, and pertinent stuff is displayed on my HUD. While the helicopter’s autopilot flies the search pattern, I can monitor the HUD while I scan outside for the folks needing assistance. Actually, the more I think about it, the less I need those outboard screens with the flight information. Well, we might as well have them as a backup to the HUD. D. Flight recorders: Commercial cockpit and flight data recorders are installed. When and if one of my helos goes down, I want investigators to be able to access thousands of parameters on the data recorder and hear what happened in the cockpit/cabin

Rotor Review # 97 Spring ‘07

when the mishap occurred. It is well past time for military aircraft to be equipped with flight recorders. This system is integrated with the health monitoring system discussed below to avoid redundancy and save weight and complexity. E. Missions: By its very nature, the helicopter is a versatile platform which has rarely been designed for one sole mission. The exception would be the helicopter gunships which are not very good at doing anything but gunship missions. My helicopter is a multi-mission platform. Internal cargo, external lifting, SAR, troop transport, MEDEVAC, command and control, special operations, reconnaissance/scout, gunship/close air support, forward air control, fleet defense, minesweeping, escort, etc. How does one aircraft do these missions and accomplish them in a master-of-all-trades manner? Mission kits. Remember the ramp at the back of the aircraft? Slide the mission container (or module) into the back of the aircraft and plug it in. Most of the sensors will already be on the helicopter because they are used for a multitude of missions. The specialized sensors will come on the mission modules and can protrude through the “hell hole” or side windows/ doors of the aircraft. Mission equipment can also hang from retractable stubwings with hardpoints. Complex missions are run from the mission modules with the pilots serving as, well, pilots. For instance, the command and control battlespace manager is in his crash resistant seat in the rear of the aircraft directing the pilots on where to best position my helicopter as he employs various sensors attached to the aircraft wings and also receives data from the integrated FLIR/radar/GPS which is already on the aircraft. F. Mechanicals: My helicopter has less parts than today’s machines. The small-boy guys can still have their over complicated and sometimes reliable automatic blade fold (if I can fit this machine onto a destroyer or frigate or cruiser or LCS!). Barring auto blade fold, the heads will be incredibly simple mechanically. Say goodbye to hydraulics. Fly-by-wire, first invented in the 1960s and introduced into helicopters much later, is here! Drive shafts will be made of composites and built to such tolerances that couplings will not be necessary. No, I did not study engineering, so I might be talking out of my arse here, but if a Formula 1 engine crankshaft can spin at 19,000 RPM without vibrating itself into a piece of scrap metal, than my

Continued on page 22 20

2007

NHA Scholarship Fund Winners

Raytheon Scholarship Award Recipient

Alexander Crowell from Portmouth, Rhode Island is attending Williams College.

DPA Thousand Points of Light Scholarship Award Recipient

Segei Sikorsky Scholarship Award Recipient

from Bayport, NY is attending Harvard University.

from Jacksonville, FL is attending Virginia Tech University.

Emanuel Beica

Ream Memorial Scholarship Award Recipient

Brittany Gough

from Pace, FL is attending University of Florida.

David Owens

Graduate Scholarship Award Recipient

Bertram Prosser

from Bronx, NY is attending Albert Einstein School of Medicine.

NHA Regional Scholarship Award Recipents

Region One Scholarship Award Recipient

Region Two Scholarship Award Recipient

Elizabeth Eaton

Adam Yozwiak

from San Diego, CA is attending Creighton University.

from Columbia, MD is attending Cornell University.

Region Three Scholarship Award Recipient

Region Four Scholarship Award Recipient

Laura Reynolds

Kristine Dell

from Dunn, NC is attending from Burke, VA is Campbell University. attending University of Virginia.

Region Five Scholarship Award Recipient

Nicholas Shaw from Makoti, ND is attending North Dakota State University.

Rotor Review # 97 Spring â&#x20AC;&#x2DC;07

Features: Dream Helo Continued from page 20 turbine driven shafts can do the aviation equivalent. I alluded to it earlier, but there is a HUMS-like system monitoring the aircraft’s dynamic components and vibrations and doing constant studies to make sure the helicopter is in top working order. Maintenance control and QA monitor this information while I am out flying (satellite link) and they can also do extensive post-flight analysis if necessary. I do not feel the vibrations however, because active vibration dampening makes this helicopter feel as smooth as a [insert your own metaphor here…it is midnight and I have no more creativity left to expend on this paper]. G. Conclusions: What are we left with here? I envision a cross between a high-tech Chinook with stubwings and a gaping cargo door on the back allowing mission modules to slide in and out and a Skycrane with a fuselage while retaining it’s container lifting capability. She floats and goes fast too. FLIR and radar and other sensors are blended into the fuselage for aerodynamic and radar signature benefits. Is she stealth? No, just “low observable.” The radar threat on tomorrow’s battlefield is not as great as it was during the Cold War. Helicopters have the advantage of terrain masking to assist in detection avoidance. Also, the helo flying off my right wing has the electronic countermeasures mission module and an ECMO in the back of their helo so we are good-to-go!

The company that makes my helicopter and the government that buys it do not spend bazillions of dollars on avionics R&D. Both parties noticed that dedicated avionics companies are making superior gear with a much shorter life cycle than they could manage, so the focus and budget allows for new technology to be rapidly integrated into the airframe as it appears. Instead of flying a 10 year old helicopter with a 10 year old cockpit [I currently fly a 33 year old helicopter with a 15 year old cockpit] we have a 10 year old helicopter with a 1 year old cockpit. H. Flying characteristics: Last, and most importantly, this helicopter is a sweet flyer. Good cyclic-and-collective feel. Not over boosted. Not over computerized. When flying on autopilot the thing is rock-steady and confidence inspiring. When flying with your hands on the controls you feel like you are truly in control of the helicopter, not just managing the flight control computers. I want to be smiling when I unstrap from my dream helicopter!

Feature articles will continue on page 30 with the HELWINGRES Disestablishment.

IN THE SPOTLIGHT Chairman RADM (Ret) Steve Tomaszeski (left) and NHA Scholarship President, CAPT John Hardison (middle) were presented a $35,000 donation for the NHA Scholarship Fund from RADM (Ret) Bob Chaplin of Raytheon during the 2007 NHA Symposium. Photo courtesy

of Raytheon, Co

Rotor Review # 97 Spring ‘07

Article by LT Lamar Hardy, USN, HSC-26

t was a standard Navy day, at least to me it was. You know, rolling out of your mosquito net guarded cot in a hangar of 500 soldiers and sailors in a city where the nearest ocean was an eight hour flight away. The HSC-26 Det ONE “Desert Hawks” were deployed in support of the Pakistan Earthquake Relief. We had been living the high quality of life that the Army advertises. Our living facility was a single hangar that had been transformed into barracks. The hangar had no running water so we took three wooden pallets and tied down one hundred gallon coolers on top to make showers. Fortunately, we had chicken and rice for three meals a day. My crew had been supporting the relief effort for two weeks and had become fairly accustomed to our new way of life. The flight tempo had been high and with our two aircraft detachment we were rotating three crews for nearly seven hours of flight time per aircraft each day.

able to proceed to the drop zone and unload. After we had unloaded our cargo, we landed at one of the other controlled LZs to pick up any other survivors requiring priority medical attention. Upon our return to Chaklala, we would unload the survivors, shutdown the gas, and reload cargo.

“There I Was...”

So there I was…

We received our ops brief and were prepared to depart for the third and final mission of the day. This flight would take us farther north into the Himalayans than we had previously been. We determined our max LZ altitude to be around 7000 feet for this flight. As flights into the Himalayans would be expected, we would be surrounded by mountains towering over 15,000 feet. This leg had us crossing higher altitude ridge lines including the last ridge line at 9,500 feet. From there, we split our flight so that our playmates could land and unload while we would continue our flight to unload supplies. Weather for that day was not a factor, the temperature was around 15 degrees Celsius and there was only a scattered layer well above 10,000 feet.

The days began with a 0500 formation and intelligence briefing. The formations were generally made of mixed aircraft and for my flight today we were flying a three aircraft formation of one Army CH-47, one Navy MH-53, Prior to entering any LZ we would verify wind direction and and my MH-60S dash three. Our first of many missions of the day was to depart the airfield at Qasim, fly 10 miles north perform a max power check. To obtain the wind direction we would use our Embedded Global Positioning System of Chaklala to pick up the cargo load and receive further Inertial Navigation System (EGIs) and use any flags or trees tasking. After we arrived at Chaklala and received our to verify that information tasking the formation should it be available. For departed for our Setting up for our approach into the wind we were this leg of the flight we second predetermined facing rising terrain off the nose and our ridge line off were fortunate enough to LZ flight to the north to the right. I turned Contingency Power (C-Power) on have a Pakastani-made LZ and dropped food and (rocks laid on the ground and commenced the approach. After obtaining a stable other essential items. in the shape of an H with a hover at 50 feet AGL, I stated I that I would be coming Because the CH-47 wind sock). Our EGI’s had and MH-53 are much down and right to our briefed zone. indicated winds to be out of larger aircraft than the southwest while the wind the MH-60S landing sock indicated that the winds to be out of the east. Since the zones are more limited. Since our aircraft and cargo load wind sock rarely lies we used this as our main indicator for was much lighter, we had to take the supplies to the houses true winds. From there, we would set up for an approach not accessible by vehicles. During our briefing at Chaklala to the LZ into the wind and perform our second max power we were told that our drop zones were uncontrolled and we check. For the margin of safety we utilized a five percent would have to do low passes or come into a hover to unload buffer to allow for a wave off. The LZ of choice was on the our supplies while our playmates landed at their controlled upwind (off of the EGI) side of the valley at nearly 6,500 LZs to unload. Due to the fact our flight time was higher feet MSL. than the rest of the flight; I decided to get a full bag of gas (3700lbs). After completing the max power checks we noted that we were pulling 102 percent torque. Our calculated max We launched from Chaklala and verified our calculations via torque was 104% and that left us only a two percent margin power checks. We used our calculations and actual numbers to determine the max altitude in which we could perform our of safety. Because of this, we continued down to around 5,000 feet MSL where we found another LZ, this time on drops. The first two missions were uneventful and we were

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There I Was: “So There I Was...” Continued from page 23 the down wind side of the valley. Wind appeared to be the same as the previous LZ as we set up for our power checks. Power in a hover out of ground effect (HOGE) indicated 82 percent giving us over a 20 percent margin of safety. The LZ of choice this time was a football sized piece of farmland with terraces of approximately three to four feet in height. These terraces appeared to be nearly 25-50 feet in width stretching on down the valley decreasing in altitude east to west. The eastern, western, and northern perimeter of the LZ was outlined with low lying wires approximately 20 feet in height. The southern side of the perimeter was our 9,500 foot ridge line that was nearly vertical. The north end of the LZ, in the center of the valley, was the river bed. With all of these factors known, we briefed the approach and discussed that our waveoff route would be towards the center of the valley.

I continued circling, trying to regain control of the aircraft at which time my co-pilot then calls, “WIRES WIRES WIRES”. This call was actually placed over the formation frequency vice the ICs. After half a dozen revolutions and keeping enough power on the aircraft to prevent complete touchdown, I had regained enough control to set the aircraft down in the terrace. Luckily the terrace which I chose was the exact foot print of our aircraft. Looking out the left hand side of the aircraft I noticed that I had a mere 4-5 feet of clearance from the slope of the terrain, so I kept extra power on the rotor blades.

After a few seconds of regaining composure I then asked the crew chief to give a quick walk around. The crewman then completed the walk around of the aircraft and stated that we had drug the belly of the aircraft and that our dump Prior to entering any LZ we would verify wind Setting up for our approach tube had broken off. No into the wind we were facing direction and perform a max power check. To other problems were noted at rising terrain off the nose this time. I looked up the hill obtain the wind direction we would use our and our ridge line off to the and noticed that the locals, Embedded Global Positioning System Inertial right. I turned Contingency who were excited to receive Navigation System (EGIs) and use any flags Power (C-Power) on and their supplies, were coming or trees to verify that information should it be commenced the approach. to assist us with unloading available. After obtaining a stable the cargo. I ordered the hover at 50 feet AGL, crewman to empty the I stated I that I would aircraft of all supplies hoping be coming down and right to our briefed zone. At this to lighten the load so that we could depart before we were time I called for the doors to open and to begin dropping over run. The next visual I had of the 4-5 foot terrace/rotor the supplies. The co-pilot while monitoring the engine blade separation was that of a local doing the “duck walk” instruments called for a waveoff. Not second guessing the under the rotor blade to gather the supplies we had dropped. rhyme or reason to wave off from a perfectly stable hover I The crew chief managed to get him safely out of the rotor arc began to execute the wave off. I began by lowering the nose and we accepted the downwind departure. After we departed and pulling power. the LZ, we closely monitored our engine indications to be sure we had no other malfunctions. We noticed no other This of course was the wrong choice of action. As I aircraft problems at this time. Our playmates, hearing our increased the collective I notice that the ridge line was no wires radio call, were now circling overhead. We reported longer out the right hand side, but was now directly in front the situation and stated our intentions to return to the of me. My co-pilot informed me that our NR was continuing closest controlled LZ for a better walk around. We split to decrease and was reading 91. Realizing the situation up the formation for the time and continued single ship to which I had placed myself in; I began to execute the loss Muzahfarabad. After landing we left the rotors turning and of tail rotor effectiveness emergency procedures. My first the crewman exited the aircraft for the walk around. At this step left me placing approximately 5000 pounds of pressure time, I left the co-pilot on the controls and took a look at the to the left pedal while reducing the collective slightly and aircraft for myself. I noticed that our dump tube had been following the turn with cyclic. The most uncomfortable broken, the tail lock pin had been sheared and the belly of feeling that I had ever felt came over me. I had the controls, the aircraft was covered in mud. my hands and feet were indeed on them, however, I had absolutely no control of the aircraft that was flying me. An The flight into the controlled LZ was fine, all instruments excellent crew chief then began to make all of the clearance indicated normal and thus, I opted to rejoin the flight and calls as we began a slightly more aggravated spin. The 50 return to Chaklala. Due to the mountains, our first radio foot terraces were actually 10-15 feet wide, which of course added to my situation.

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There I Was: “So There I Was...” Continued from page 24 communications with base could not occur until we were approximately 10 miles out. Again, the flight back was uneventful and we chose to shut down for gas. During the shutdown, we began hearing this loud whistle that seemed to be coming from above our heads. We continued the shut down and it was then that I noticed a hole the size of my fist in the main rotor blade. That is the moment I experienced the second worse feeling that I had ever felt. Noting the condition of the aircraft, we decided to begin arranging other means of transportation with our playmates back to Qasim. Looking back at the situation and having discussed the incident with Army helicopter pilots who are experienced high-altitude helicopter pilots, I believe that I entered a tail rotor vortex ring state which the standard Navy wave off aggravated. I identified it as tail rotor vortex ring state because of the unpredictable and uncommanded yaw rates which I could not control by full pedal inputs. Full left pedal demanded max power to the tail rotor, therefore taking power needed for the main rotor resulting in NR droop. The situation was only worsened by having a wave off route

Extended President’s Message

that was to the left over an LZ that did not permit landing. Subsequent flights in the area were completed with a max of 2,400 pounds of fuel to reduce gross weight and we maintained forward airspeed during all drops in which we did not land. Many lessons were learned form this experience. Power available and power requirements may not be indicative of the ability to enter an LZ. The Army high altitude instructors explained the region I had entered into to be a “mountain shadow” where the valley winds are lost and the downdraft over the mountain enter. Through the Grace of God and solid CRM we were able to keep this near-MISHAP a HAZREP.

got membership?

By CDR J. Curtis Shaub, USN, HSM-41 Commanding Officer.

f you can read this (bumper back-drop to this year’s event. Of particular note was sticker), you’re too close, the increased membership and visibility of our Enlisted or, you’re already a members. I’d like to congratulate and challenge all NHA member. Congrats! NHA Region presidents to engage the individual commands in membership is up thanks to the your area in a continued effort to help our organization sustained awareness campaign grow. Share the accomplishments NHA brings to our by our members, our NHA Navy and to the community. Such worthy causes as our representatives and command Scholarship Program, Fleet Fly-In, Flight Suit Formals, leadership. BZ to all. A special Golf Tournaments, Rotor Review Magazine, and our annual thanks certainly must go to our Symposium, all reflect our stellar history and are the previous NHA president, CAPT foundation for a bright future. John Miley, for his superb leadership, counsel and guidance. Following his recent I look forward to all the important NHA events over this next Change of Command from HSC-3, complete with band year, and especially working towards next year’s Symposium (always a good sign) and all the “pomp and circumstance” in Norfolk. I welcome and invite your comments and ideas. deserved a highly successful tour, CAPT Miley has taken yet another command as Commander, Amphibious Got Membership? Squadron ONE, here in San Diego. Congrats for all you have contributed to the Naval Helicopter Association and To become a NHA member or renewal your membership, helicopter aviation. Fair winds and plenty of Nr, bubba. please go to page 51 and fill out the membership and send it to NHA, P.O. Box 180578, Coronado, CA 92178-0578; or go NHA Rocks and the 2007 Symposium was a hoot! online to www.navalhelicopterassn.org or call phone number Spirited competitions, professional interactions, renewed 619-435-7139 and ask for Lucy Hasse, NHA Membership friendships and exciting future innovations were all the

Rotor Review # 97 Spring ‘07

Industry helicopter.

Last Improved Sea Knight Gas Path Engine Module Delivered Article by Rob Koon

NAVAIR Public Affairs

he last of more than 400 T58 engine gas path modules was delivered today during the 50th anniversary celebration of the T58 engine. General Electric, working with the CH-46E program office, delivered these upgraded modules under budget and ahead of schedule to the U.S. Marine Corps completing a $300 million, seven year upgrade program for the CH-46E Sea Knight

The CH-46E Engine Reliability Program (ERIP) was an essential part of upgrading the engines in order to enhance the power margin, safety and reliability of Marine Corps Sea Knight transport helicopters. The program has been a top priority for the Marine Corps medium lift helicopter community and satisfies a number of requirements established by the H-46 Assualt Support Operator Advisory Group. “There is no doubt ERIP will save Marines’ and Sailors’ lives over the next 10 years as the Sea Knight is scheduled to fly until 2017,” said Lt. Col. Harry Hewson, Program Manager Air-226. “Anytime you can deliver a product under budget and ahead of schedule, you have truly made a contribution to our warfighters.” The Naval Air Systems Command CH-46/T58 program office (PMA-226) expects all 446 ERIP T58-GE-16A engines to be delivered by late summer 2007. The Sea Knight is now expected to remain in Marine Medium Lift Squadrons through 2017 pending replacement by the MV-22 Osprey.

Iraq, Afghanistan and the Horn of Africa.” The T58-GE-16A ERIP is meant to extend the time between engine removals and sustain the rated power of the Sea Knight engine. The upgrade incorporates a new compressor, combustor and high-pressure turbine, plus modifications to the power turbine and engine accessory package. Another way was discovered to extend the life of the engines. A Titanium Nitride (TiN) coating process for the compressor blades was identified and added into ERIP process. The coating reduces blade erosion and improves engine time-on-wing thereby reducing maintenance time and costs. “The ERIP goal for mean time between engine removals is 700 to 900 hours, a two fold improvement, and the new engines are meeting that objective.” said Andy Wilkinson, the PMA-226 H-46/T58 Deputy Program Manager. “Our goal is to eventually keep the engine on the helicopter for 1,200 hours instead of coming in every 300 to 400 hours for repair. To date over 20 ERIP engines have accumulated 1,200 plus hours with the high time engine at 1,450 hrs”. The 1,870 shaft horse power rating of the T58-GE-16A engine remains unchanged. However, tighter production tolerances have given the upgraded engines’ average power margins more than seven percent of specification power - more than twice the margin of typical production engines. The higher power margins will help preserve full rated power over the service life of the upgraded engine and will improve performance in hot weather and high altitude emergencies.

“The timing of the launch of the ERIP program couldn’t have been better as new engines began arriving at a time when our country was just beginning its war on terror,” said Col. Bill Taylor, the former CH-46 program manager who helped launch ERIP in 2000. “To date, ERIP engines have accumulated more than 144,000 flight hours, much of that time in the harsh environments of

Born in 1953 and still flying today, the T58 turboshaft engine has proven to be one of the most reliable helicopter engines ever. For more than 50 years this engine has powered helicopters like the U.S. Navy’s H-3 Sea King, the U.S. Marine Corps (then) new CH-46 Sea Knight right up to today’s latest version, the T58-GE-16A, powering the Marine Corps CH-46Es flying combat missions in Iraq and Afghanistan.

The T58-GE-16A ERIP engine. Photo courtesy of

NAVAIR Public Affairs

Rotor Review # 97 Spring ‘07

Industry: MV-22 On Track For Initial Operational Capability

MV-22 On Track For Initial Operational Capability Press Released by www.rotorhud.com

A MV-22 Osprey lifts off for intial operational test. Photo from NHA Archives

he MV-22 Osprey has accomplished two major steps required for initial operational capability (IOC) with completion of a major Block B operational test period and a successful IOC Supportability Review pre-board, program officials announced at a press conference April 4. Col. Mathew Mulhern, V-22 Osprey Joint Program Manager, and Gene Cunningham, Bell Boeing V-22 Deputy Program Manager, briefed reporters at the Navy League Sea-Air-Space Expo in Washington on the MV-22’s progress toward combat readiness. The Marine Corps’ tiltrotor is expected to earn the go-ahead this summer for operational deployment, bolstered in part by the aircraft’s high performance under mission-representative testing in February and March. Marine Tiltrotor Test and Evaluation Squadron 22 (VMX-22) put the Block B Osprey – the combat configuration of the aircraft – through its paces for that evaluation period, known to testers as OT-IIIA. Crews completed 120 Block B flight hours and an additional 65 hours on Block A aircraft, in real-world scenarios over 18 days in the California and Arizona deserts. Crewmembers from Marine Medium Tiltrotor Squadron 263 (VMM-263) and Marine Medium Tiltrotor Training Squadron 204 (VMMT-204) also participated. “Although the official test report won’t be issued until later this month, initial results tell us that the Osprey really showed its full potential, both in terms of mission performance and reliability,” Mulhern says. Block B improvements for the Bell Boeing tiltrotor include the Ramp Mounted Weapon System, retractable refueling probe, personnel hoist and fast rope system, mission auxiliary tanks, and numerous reliability

and maintainability upgrades. “The aircraft did very well. We were actually above our normal mission-capable averages for those three weeks,” says Lt. Col. Denny Sherwood, VMX-22 aircraft maintenance officer. Maintenance resources and supplies were all in keeping with standard deployment planning, he says. “We had the aircraft we needed to accomplish all the missions despite the high op tempo.” Those missions included a 2,100 mile self-deployment, assault raids, company insertions, recon insertions and extractions, casualty evacuations, tactical recovery of aircraft and personnel, noncombatant evacuation operations, and battlefield logistics. Missions involved fast rope and personnel hoist operations, external lift of the M777 Lightweight Howitzer, 1,200 rounds fired from the Ospreys’ M-240D ramp-mounted machine guns, and 22 aerial refuelings. A third of the flying was done at night, including eight aerial refuelings. Crews faced multiple ground threats day and night, to validate and refine the tactics, techniques and procedures for objective area entry and threat reaction. They also integrated their operations with F/A-18 Hornets, AV-8 Harriers and AH-1 Cobras. For troop delivery and recovery missions, the MV-22s carried 22 to 24 Marines, along with their gear. Average mileage per mission was 725 nautical miles, with the four VMX-22 aircraft logging a total of 30,000 miles during the evaluation period. “We absolutely went out there and operated in a very operationally representative manner,” says VMX-22 Commanding Officer Col.

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Industry: MV-22 On Track For Initial Operational Capability

The MV-22 has done very well within a three-week period of its operational test in accomplishing the normal mission capable averages. Photo from NHA Archives Continued from page 27 Keith Danel. “You name it, we did it, and the aircraft held up very well. And we operated it in a gritty, windy, austere environment, and maintained a very high tempo.” The Marine Corps has extensive experience operating the Osprey in the desert, and Sherwood said many maintenance lessons have been learned along the way. Besides prior operational testing in the desert in 2004 and 2005, Marine Medium Tiltrotor Squadron 263 (VMM-263) completed an extended training deployment to Naval Air Facility El Centro, CA in September and October 2006. Operating under deployed conditions in the sand, squadron maintainers generated mission capable rates with their Block B Ospreys on par with goals for actual deployment. “We know that if the Osprey deploys to the desert, it’s going to see the same increased wear and tear that the every other aircraft sees over there. So we’ve planned our logistics support accordingly,” Mulhern says. On March 23, the Osprey program earned a passing grade on its logistics support plans for first deployment from the final IOC Supportability Review pre-board, which has convened every six months over the last two years to track logistics planning. “It’s not enough to give a capable aircraft system to the operators. You have to deliver it with all the support necessary to keep those aircraft up and flying over the long haul, whenever and wherever they’re needed,” says Mulhern. The IOC Supportability Review board membership includes the Second Marine Aircraft Wing, Commander Naval Air Forces, Marine Forces Command, the Naval Air Systems Command, Naval Inventory Control Point and other key agencies. Their endorsement will be a required precursor for the Marine Corps to declare the Osprey ready for deployment. That decision is expected this summer, following a positive OT-IIIA report and final capability additions to VMM-263’s Block B Ospreys. Beyond the positive performance of the aircraft and identification of remaining corrective action items, Danel says OT-IIIA has larger implications for validating the acquisition

Rotor Review # 97 Spring ‘07

strategy adopted by the Marine Corps and Program Office for the MV-22. He points out that while the formal Block B operational test period has only just concluded, individual Block B capabilities have been tested incrementally over the last year and delivered to the Fleet for training and integration as soon as they were cleared. “We’ve produced interim assessment reports on capabilities as they’ve been available. … In the old acquisition system, we would have done OT-IIIA and then cleared the Fleet to fly Block B. Because we’ve released capabilities as they’ve been tested, the squadrons are nine months to a year ahead of where they would have been. It really speaks volumes about the successfulness of spiral development, spiral testing and interim reporting.” “It’s up to the Marine Corps and the Department of Defense to decide when and where to deploy this aircraft,” Mulhern said. “But we’re committed to ensuring they have the capability they need and all the support to employ it anywhere in the world.”

Medium Tiltrotor Squadron 263 (VMM-263) and Marine Tiltrotor Training Squadron (VMMT-204) participated in a 18-day ‘real world” scenarios in the California and Arizona deserts 28

Historical

A Hairy Rescue, Part II Story by LCDR Robert E. Felten, USN (Ret)

s mentioned in Bergy’s article, I was one of the pilots sent in to assist with the rescue of the rangers. While “Hairy Rescue” covers the major events that transpired, I would like to add the following as it relates to my portion of the rescue.

When I arrived at the rescue site, I lowered my hoist and a Ranger got in to the web strap sling at the end of my hoist. The winds whipping through the valley made flying extremely dangerous. I was almost out of control as the turbulence pushed my helicopter down the mountainside. After I regained control of the helicopter, I became aware that my hoist had malfunctioned. I could look down and see the Ranger swinging back-and-forth at the end of the cable. In the haste, he had put the sling on backwards and I feared that he would fall off. I spotted a small snow-covered area where I thought I could land and thus be able to get him into the helicopter. Upon approaching the clearing, I passed directly over a North Korean machine gun, which commenced firing. Fortunately for me, they could not depress the enough to hit the helicopter, but I was afraid that they were able to hit the Ranger who was dangling below. The enemy had placed the machine gun in between two huts. Since I had to alter my planned approach, I made a turn to the right. The gun continued to fire and since one of the huts was in the way, they shot off the side of the hut. I expected to see my Ranger fall to his death at any minute as I continued my slow climb over the mountain ridge to get to the east coast of North Korea. Once over the 2500 ft mountain ridge and after having flown for over 20 miles, I decided to land on the beach in order to get the Ranger in the helicopter. I could see two small fishing villages, about a mile apart, and landed between them. The Ranger came up to the side of the helicopter. I told him to get in as I was in a hurry to take off; I could see people coming toward us from both villages. The Ranger said that he couldn’t raise his arms. Thinking he had been shot, I reached back, grabbed his heavy parka and dragged him into the back seat and took off. We still had about 10 more miles to go to Wonsan Harbor where the St. Paul ceased their firing long enough for us to land aboard. Fortunately, the Ranger was not wounded. Hanging backwards from the web strap for so long had cut off the circulation to his arms causing temporary paralysis. Another incident occurred in 1951 that anyone who was aboard ship during that time would probably remember. At the time, the

St. Paul was at anchor in Wonsan Harbor. In the early days, the practice was to fire at targets while anchored; firing at targets several miles inland during the daylight hours and then at night firing intermittently at these various targets. The North Koreans had moved in a sizable shore battery one day and I was gun spotting for the St. Paul when the ship received fire from shore. There were other U.S. ships in the harbor that were also firing at this time. In order to stay out of the line of fire, I positioned my helicopter directly over the St. Paul. The ship was in a very serious position and the crew was busy bringing up the anchor in order to move to a safer location. From my position, I could observe the shore battery when it fired and would then radio the ship that an incoming round was on the way. I could also see some concentric water circles on the opposite side of the ship from the shore battery. At first, I thought that one of the ship’s turrets had ejected a projectile over the side and that

Continued on page 32 29

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Feature:

Farewell COMHELWINGRES Article by CAPT James Iannone, USN HELWINGRES Commodore

Component. HS 74 and HS 84 transitioned to the SH-2F and became HSL 74 and HSL 84. Additionally, HSL 94 was established at NAS Willow Grove and HS 75 moved from Lakehurst to NAS Jacksonville. Then, in October 1986, the establishment of HM 18 at NAS Norfolk marked the addition of the Airborne Mine Countermeasures mission into CHWR. HM 19 at NAS Alameda was added to the stable of squadrons in January 1989. By the end of 1989, HAL 4 and HAL 5 had transitioned to the new HH-60H helicopter and were redesignated as HCS 4 and HCS 5 respectively. Both of these squadrons were dedicated to the mission of Combat Search and Rescue and Naval Special Warfare support. At the close of the decade, CHWR had reached its peak – ten squadrons spread across seven Naval Air Stations spanning the continental United States. In July 1990, following HCS 5 achieving full operational capability, HC 9 was disestablished, marking the beginning of the road to disestablishment for CHWR. At the completion of Operation Desert storm in 1991, the “right sizing” of the Navy saw further reductions in the structure of CHWR. HSL 74 was disestablished in April 1994, and in that same year HS 85 moved to NAS North Island from NAS Alameda. HS 85 changed missions and was redesignated HC 85, assuming the mission of supporting the Southern California Offshore Range (SCORE) on San Clemente Island. In November 1994, HM 19 was blended into HM 15; HM 18 was subsequently blended with HM 14 in March 1995 to form the Navy’s first Active Reserve integrated squadrons. In 2001, both HSL 84 and HSL 94 were disestablished. Following the disestablishment of both SH-2G squadrons, HSL 60 stood up at NAS Mayport flying the SH-60B.

Members of the HELWINGRES hoisted down the wing’s pennant for the very last time on May 11, 2007. Photo was submitted by CAPT James Iannone, USN

ommander, Helicopter Wing Reserve (CHWR) was established in 1976 and originally consisted of five squadrons. The five squadrons were previously assigned to Carrier Anti-Submarine Air Group Reserve (CVSGR) 70 and 80. When CVSGR 80 was disestablished on 1 January 1976, it transferred operational control of its three helicopter squadrons, HS 85 at NAS Alameda, HS 84 at NAS North Island and HC 9 also at North Island, to CHWR. Later that year when CVSGR 70 at NAS Norfolk was disestablished both HS 74 at NAS South Weymouth and HS 75 at NAEC Lakehurst were transferred to CHWR.

The Navy’s “Active/Reserve Integration” plan ushered in the final changes for CHWR. In August 2005, HSL 60 became the first Reserve Force squadron to be transferred to the operational control of a Fleet Wing, HSMWINGLANT. This transfer was followed by the redesignation of HCS 4 to HSC 84 and the transfer of operational control of the squadron to HSCWINGLANT in November 2006. In December 2006, HCS 5 was disestablished and then, in February 2007, HS 75 was also disestablished. The final transition occurred when HC 85 transitioned to the MH-60S and was redesignated HSC 85. Following its transition to the MH-60S the squadron was transferred to the operational control of HSCWINGPAC.

The expansion of CHWR continued throughout the remainder of the 1970s and on into the 1980s. On 1 July 1976, HAL 4 was established at NAS Norfolk, followed by the standup of HAL 5 in June 1977 at NAS Point Mugu. The mid 1980s saw significant realignment in the Wing when the HSL (LAMPS) mission was added to the Reserve

The final passage of Commander Helicopter Wing Reserve’s story was written during a brief ceremony held onboard NAS North Island on 11 May 2007 when at precisely 12:15 the HELWINGRES Command Pennant was lowered for the last

Continued on page 31 Rotor Review # 97 Spring ‘07

Feature: Farewell COMHELWINGRES Continued from page 30 time and Commander, Helicopter Wing Reserve passed into the annals of Navy History after 31 years of service to our Navy and our Nation.

HELWINGRES Commodores of past and present took time for a photo op with the wing’s pennant during the Disestablishment dinner on May 11, 2007. The Commodores are as followed: (l-r) CAPT (Ret) Mel Taunt (Second CAG of CHWR), CAPT (RET) Dale Howell, CAPT (Ret) Bob Thomas, CAPT (Ret) Richard Osterlund, CAPT (Ret) Dan Bell, CAPT Pete Spaulding, CAPT (Ret) Mike Reber, CAPT (Ret) Dave Moulton, CAPT Buddy Iannone. Photo was submitted by CAPT James Iannone, USN On page 54, Commodore Iannone receives the Legion of Merit Medal from CNAF

Regional Updates REGION FOUR

Bowling for Bullet 10 By LTJG Jeremy D. Bartowitz, HSC-28 LTJG Erik S. Figueroa, HSC-28

trolling from their cars on an uncharacteristically warm February 23rd, personnel from many of the squadrons in Norfolk entered the bowling alley. They entered clad in Hawaiian shirts, Gladiator suits, various other ethnic outfits and of course, bowling shirts. Though the mood by and large was light, there were somber undertones, as the bowling alley filled with service members there to remember and support their lost brethren. The afternoon of January 26th marked the first Class A mishap for the 60S platform, as “Bullet 10” of HSC-23 crashed, taking 4 service members and friends with it. LT Adam Dyer, LTJG Laura Mankey, AW1 Cory Helman and AW2 Christopher Will were more than just names. They were not only fellow aviators and crewmembers, but close friends of many stationed here in Norfolk. It was in their memory, and for their posthumous causes that we met that day. Meeting to raise money in memory of our fallen shipmates were personnel from HSC-2, HSC-22, HSC-26, HSC-28, HC-4 and the Sierra Wing Weapons School of Norfolk. The tournament, dubbed “Bowlarama,” was organized by CDR McMillan’s HSC-22. Tournament awardees were the HSC-26 team for highest team total, and LTJG Dan Winterhalter, of HSC-26 for the best three games.

AW2 Moldenhauer (NAC), AM1 Lucas (AW), AD3 McBurnie and PR1 HSC-28’s DET 1, the permanent HSC detachment in Naples, Italy, also met for a Bishop (AW),enjoying themselves after bowling tournament. Attempting to best Homeguard’s score to win some liberty, bowling for HSC-28’s DET 1 Ghostridthe members of the Ghostriders of DET 1 raised $350 to contribute to the causes ers in Naples, Italy. Photo courtesy of bowled for in Norfolk.

HSC-28 Public Affairs

The money raised, by team entry and donation, was donated to the “Christopher M. Will’s AW2 Memorial Fund” and “The Crew of Bullet 10 Memorial Scholarship.” The tournament raised nearly $4,000 for these worthy scholarships. Donations can still be made at http://www.navalhelicopterassn.org/Bullet_10_memorial_scholarship.html.

Rotor Review # 97 Spring ‘07

HISTORICAL: “A Hairy Rescue” Part II Continued from page 29 it had detonated. However, the turrets weren’t configured to do this. The ship called and asked if another gun was firing at them to which I replied, “Negative.” It was then that I realized that the concentric circles were from a shore battery round. Apparently, this round had passed between my area above the ship and the ship itself. Finally the ship was able to slip it’s anchor and successfully leave the area. Later when speaking to some of the crew, I found out that the ship had fired 1100 rounds of various calibers. At the time everything seemed to occur very quickly, but as we all know, slipping anchor takes considerably longer than it takes to tell about it. Several days later a small salvage vessel came up from Sasebo, Japan and retrieved the anchor. It took them all day as they worked by themselves, however they did not receive any gunfire from the shore. The North Koreans moved in several large guns around the perimeter of Wonsan Harbor and from that time on the ships did not do any more bombarding from anchored positions. The photos are from the “A Hairy Rescue” article, which was provided by CDR (Ret) Earl “Bergy” Bergsma. You can read more on CDR(Ret) Bergsma and his excellent article, please refer to Issue 95 (Fall 2006) of the Rotor Review.

MAX BEEP 2007

The following U.S. Navy helicopter squadrons have reach the required criteria of 85% or above for registering the Unrestricted Naval Aviators and reoccuring members as NHA members, which is they accounted for in accordance with each of the squadron alpha rosters. The squadrons that receive the highest precentage is awarded the “MAX BEEP” plaque: MAX BEEP 2007

Squadron

HSC-23 CDR Weissenfels CDR Sheahan HSC-2 CDR Croeber CDR Riley HSC-3 CAPT Miley CDR Crispell HSC-22 CDR McMillan CDR Olson HM-14 CDR Joynt CDR Covert CHWR CDR Novak CDR Page USS Wasp HSL-42 CDR Skiff CDR Gordon HSM-41 CDR Shaub CDR Braden HSL-49 CDR Conley CDR Frasier HSL-40 CDR Malin CDR Szerba HS-10 CDR Homan CDR Sandberg HSC-26 CDR Banister CDR Brune HSC-28 CDR Stracener CDR Mantz HSC-21 CDR Ulmer CDR Mifsud

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Percentage 100% 100% 100% 100% 100% 100% 100% 98% 96% 92% 88% 88% 86% 86% 86%

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Feature:

VADM Kilcline Takes Helm as Commander, Naval Air Forces

Article by Naval Air Forces Public Affairs

“I am grateful for having had the opportunity to serve alongside such talented and committed men and women. It is because of you that we are successful, and it is because of you that naval aviation has been such a personally rewarding career. I have no doubt, the legacy of naval aviation and America’s freedom are in great hands.” Zortman was awarded a Distinguished Service Medal during the ceremony.

VADM Thomas J. Kilcline

ADM Thomas J. Kilcline relieved VADM James M. Zortman as commander of Naval Air Forces (CNAF) during a change of command ceremony at NAS North Island on June 22, 2007. Zortman assumed command of CNAF in August 2004. As the Navy’s “Air Boss,” he led the development of the Naval Aviation Enterprise, a partnership among all the organizations involved in providing naval aviation forces to meet the nation’s needs -- now and in the future.

Upon assuming command, Kilcline spoke of the importance of investing in the future of naval aviation.

and was also Commander, Carrier Air Wing (CVW) 14 aboard USS Abraham Lincoln (CVN 72). Most recently, he served as Commander, Carrier Group (CCG) 2 and Commander, Theodore Roosevelt Carrier Strike Group. He has logged more than 5,300 flight hours and 63 combat missions in F-4 Phantom, A-4 Sky Hawk, F-5 Tiger, F-14 Tomcat and F-18 Hornet aircraft and has 1,150 carrier aircraft arrested landings.

“The value of naval aviation is unmistakable and is a key element to reaching our nation’s future security demands,” he said. “Today, naval aviation is able to meet our nation’s demands. To do so in the years ahead we must transition retiring legacy systems to future capabilities.”

Kilcline earned an master’s degree in systems management from the University of Southern California, graduated with distinction and received a master’s degree in strategic studies and national affairs from the U.S. Naval War College. He also earned his master’s degree in national security strategy while assigned to the National War College.

Kilcline is a 1973 graduate of the United States Naval Academy, and following flight training, was designated a naval aviator in 1975. He commanded Fighter Squadron 154, forward deployed in Japan, and aboard USS Independence (CV 62),

CNAF heads a force that includes 12 aircraft carriers, 17 air wings, over 3,500 aircraft, 169 active-duty and reserve squadrons, and 100,000 plus personnel.

The guest speaker at the ceremony, ADM Robert Willard, Commander U.S. Pacific Fleet, credited Zortman with the success of the enterprise. “Our current [Chief of Naval Operations], ADM Mike Mullen, is quick to hold up Naval Air Forces and the Naval Aviation Enterprise as the single-most accomplished and best-led enterprise in our Navy,” said Willard. Zortman, completing a 34-year career in naval aviation, thanked the Sailors and VADM Kilcline and VADM Zortman along ADM Willard and CAPT Waite honor Marines in his farewell message to the fleet. the arrival of colors. Photo taken by Fleet Public Affairs, NAS North Island

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Armed & Ready – He Rotor Review # 97 Spring ‘07

A Symposium

Catching up with old friends at the Members’ Reunion. Photo taken by CDR (Ret) Lloyd Parthemer, USN

Article by LT. Jennifer McCollough, USN

(Rotor Review) HSC Editor

n April 10th, a year’s worth of preparations were finally coming to fruition. Vendors were setting up their displays and the NHA National Office was relocating to the Town and Country Hotel in San Diego, CA. Helicopter pilots and aircrew, both young and young at heart, began congregating, purchasing their NHA “stuff” and swapping sea stories as they tried to attain one of the coveted slots in the sold-out golf tournament. All were excited to see old friends and talk about the dynamic future with new commands stood-up, old commands stood-down and the armament and expanded missions of the MH-60S and the arrival of the MH-60R. The Symposium officially kicked off with the keynote address given by RADM John Waickwicz, Commander, Naval Mine and Anti-Submarine Warfare Command. He discussed how getting together helps “to advance techniques and procedures to make a stronger and better Navy…As the Navy goes to different missions, we have to be prepared to execute them, and it is essential for us to know how to do it.”

Naval Safety Center Deputy Commander, Col. James Jamison conducts the Safety Symposium. Photo taken by SK2 Short, USN Read on for more from the 2007 NHA Symposium on pages 38-49!

ere We Come Experience

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FOCUS: 2007 NHA SYMPOSIUM – NHA Awards

NHA Awards

he naval helicopter community’s young and the young at heart came out with grace and great dignity to Town and Country’s Golden West Room to pay tribute to their very own. Once again the Awards Luncheon was a great success for the second consecutive year by highlighting the achievements of those individuals that made a difference within the community from operational readiness and training to humanitarian and global war efforts in CY 2006. This year’s ceremony was hosted by NHA Chairman RADM (Ret) Steven Tomaszeski. The event kicked off with the presentation of the Admiral Jimmy S. Thach and the Captain Arnold Jay Isbell trophies, which was sponsored by Lockheed Martin Systems Integration. HS-11 was presented the Thach Award for its highest standards in operation readiness and training; while HS-5, HS-8, HSL-44, and HSL-47 received the Isbell Trophy for their extraordinary efforts towards Anti-Submarine (ASW) and/or Anti-Surface (ASuW) warfares. The event continued by honoring some of the individuals that stood out in 2006. Former NHA Chairman and USS Midway Museum CEO RADM (Ret) John “Mac” McLaughlin took home the honors as this year’s “Lifelong Service Award” Recipient presented by Mr. George Wallace of L-3 Communications / Ocean Systems. And CAPT (Ret) Mitch Swecker was honored with his contributions and achievements with NHA Scholarship Fund as the recipient of the “Service to NHA” Award. LCDR David Yoder continued with HS-11’s award-winning efforts by being named “2006 Pilot of the Year” presented by Mr. Fred Dickens of Rolls Royce Corporation. Yoder was recognized for his leadership and exemplifying talents in support of OPERATION IRAQI and ENDURING FREEDOM, which led to new development of two helicopter LZ tactics during the heroic

Continued on page 40 ADM. Jimmy S. Thach Award

Captain Arnold Jay Isbell Trophy

RADM Waickwicz (left) presented the Thach Award to HS-11 for exemplifing the highest standards of naval service.

RADM Waickwicz presented the Isbell Trophy to squadrons HS5, HS-8, HSL-44, and HSL-47 for presenting superb standards in ASW and ASUW

Service To NHA Award

Pilot of the Year

CAPT (Ret) Mitch Swecker (middle) LCDR David Yoder of HS-11(right) was presented the Service to NHA was presented the Pilot of the Year Award by Mr Scott Greene (left) Award by Mr. Fred Dickens of Rolls Rotor Review # 97along Spring 38 (left). of Lockheed Martin with‘07 Royce Corporation RADM(Ret) Tomaszeski (right).

Lifetime Service Award

RADM (Ret) John McLaughlin (right) received the Lifetime Service from Mr. George Wallace of L-3 Communications / Ocean Systems Aircrewman of the Year

AW1 Sean Sullivan of HC-4(right) was presented the Aircrewman of the Year Award by Mr. George Wallace of L-3 Communications / Ocean Systems (left)

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FOCUS: 2007 NHA SYMPOSIUM – NHA Awards Continued from page 38 Mark Starr Award

effort of backing up a British Lynx during an air invasion over the city of Basrah. His tactical development has been implemented into the HSC Wing, Atlantic Fleet Wing Weapons School training for HSC squadrons deploying to Iraq. Furthermore, Mr. Wallace of L-3 Communication / Ocean presented the Aircrewman of the Year to AW1 Sean Sullivan of HC-4 for his exceptional performance and leadership towards newly developed MH-53E capabilities. He utilized these talents in support of an operational recovery of a downed SH-60F in the Coyote Mountains of Southern California.

LCDR (Ret) Joe W. Gardener (middle) was presented the Mark Starr Award by CAPT (Ret) Mike Reber (right) along with RADM (Ret) Tomaszeski (left)

Training Command Instructor of the Year

Both Redwolf 11, HSC-84 and Red Stinger 103, HSL-49 received the “Air Crew of the Year (Non-Embarked)” and “Air Crew of the Year (Embarked),” simultaneously for their demonstration of professional airmanship and overall performance during daily operations and mission. AW2 Christopher Gotelli of Red Stinger 103 received “Rescue Swimmer of the Year” for his efforts during a Red Stinger rescue. Petty Officer Gotelli was still on deployment during this ceremony, so his award was presented by Mr. Dave Stancil of Aqua Lung, and accepted on his behalf by AWC Frank Holborrow and AWC Kevin Stoke of HSL-49. Other awards were presented that afternoon to the following recipients: LT Kathleen Mullen (Shipboard Pilot of the Year), LT Brian Sanderson (Fleet Instructor Pilot of Year), LT Roger S. Thompson (Training Command Instructor Pilot of the Year), LT Andrew J. Cooper (Maintenance Officer of the Year), AECS James Knudsen (Maintenance CPO of the Year), and AW1 Ramon Ibarra (Instructor Aircrewman of the Year). Also the “Battle E” Award of CY 2006 was received by HS-4, HS-11, HSL-42, HSL-45, HC-2, HSC-21, and HM-14. Maintenance Office of the Year

LT Roger Thompson (left) received the Training Conmand Instructor of the Year Award. The award was presented by Mr Dean-o Fournier of L-3 Communications / Vertex Aerospace (middle) and Lt Col Jim Kennedy. Embarked Air Crew of the Year

LT Andrew Cooper of HS-15 (right) received the Maintenance Officer of the Year Award. The award was presented by Mr Duane Moore of BAE Systems, Inc. (left)

Thereafter, the Award Luncheon made history by Naval Helicopter Historical Society (NHHS) recognizing LCDR (Ret) Joseph W. Gardner for his amazing naval career and contributions to the naval helicopter mission. CAPT (Ret) Mike Reber of NHHS presented LCDR Gardner with the “Mark Starr Award” by recognizing him as a “Naval Helicopter Pioneer.” CAPT Reber expressed how LCDR Gardner’s “experience alone would qualify him to be recognized as a Pioneer; however he was being recognized for his contribution to the VERTREP mission by designing the first nylon VERTREP pendant.” Finally, the Award Luncheon was a success because of it great presence and support from the NHA community with both aviation officers and enlisted together. It was even more special when Corporate members Lockheed Martin, Sikorsky and Harris Corporation sponsored tables for the junior enlisted, making this an event greater event.

Evidently, this year’s ceremonial success of the luncheon is definitely something to look forward to in the 2008 Symposium planning of the NHA Awards being held in April at the Waterside Marriot, Norfolk, Virginia. Hope to see you there! Non-Embarked Air Crew of The Year

LT Christopher Ryckebusch (middle) The Aircrew of Redwolf, HSC-84 received the and AW2 Ren Owens (right) received Non-Embarked Air Crew of the Year Award. the Embarked Air Crew of the Year The award was presented by Mr Scott Greene of Award on the behalf Red Stinger 103, Lockheed Martin along Review # 97 Spring 40with RADM Tomaszeski HSL 49Rotor The award was presented by ‘07 (both, far left) Mr Paul Martin of Sikorsky (left)

Shipboard Pilot of the Year

LT Kathleen Mullen of USS Iwo Jima (left) received the Shipboard Pilot of the Year Award. The award was presented by Mr Allan Haefner of Raytheon (right)

FOCUS: 2007 NHA SYMPOSIUM – Members’ Reunion

Together Again

2007 NHA Members’ Reunion Photos taken by LCDR Todd Vorenkamp, USN and CDR Lloyd Parthemer, USN (Ret)

he 2007 NHA Members’ Reunion was held on April 11, 2007 at the Admiral Kidd’s Club. NHA members (both young and old) gathered for drinks and hors d’oeuvres, laughs, and catch up on the good times. Also, NHA managed to sign up and renew over 400 memberships during the course of the evening.

Rotor Review # 97 Spring ‘07

FOCUS: 2007 NHA SYMPOSIUM – 2007 CAPTAINS OF INDUSTRY PANEL

NHA Symposium 2007

Captains of Industry Panel Article By LCDR Todd Vorenkamp, USN The 2007 Captain of Industry Panel. Photo taken by LCDR Todd Vorenkamp

his year’s Captains of Industry discussion featured its usual blue-ribbon panel of industry representatives at the Town and Country resort in San Diego.

In attendance were Jeff Pino - Sikorsky Aircraft, Joseph Battaglia - Telephonics Corporation, Larrie Cable - BAE Systems, Scott Greene - Lockheed Martin Systems, Robert Kenney - Bell Helicopter, and Robert Chaplin – Raytheon. The moderator was Kevin McSweeney of Telephonics Corporation. The panel's first question was: “What are the greatest challenges facing U.S. Navy helicopter aviation from industry’s perspective?” Jeff Pino’s reply was that the challenge was to improve existing platforms and changing the attitude towards vertical flight. He mentioned that helicopters have been given a “commodity status” and that there was a huge disparity between helicopter and fixed wing development. He later stated that the lack of government support for helicopter development is also perpetuating the status of the helicopter. [See “The Slow Pace of Helicopter Development” Rotor Review Summer 2007.] Scott Greene said that the U.S. Navy is well positioned to meet the challenge of extracting the maximum advantage from advanced systems. Bell’s Bob "Too Tall" Kenney said that "time kills all good ideas" as the USMC flies the H-46 "well beyond reasonable life expectancy." He also reiterated the points he made at last year's panel in Jacksonville by stating that the USN's largest challenge was the fight against cycle cost and cycle time. As an example, he mentioned the Bell-Boeing V-22 and its 23 year development saga. Robert Chaplin of Raytheon said the challenge is to do stuff with less people and less money and get the products that the USN needs to the fleet faster than the current system allows. BAE System’s Larrie Cable said that politics is clouding the focus of industry and government. The two teams need to identify goals and work better together. Joseph Battaglia said that the largest challenge was getting the people to invent and create the technology that the USN currently demands. He stated that Telephonics currently has 65

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positions open for engineers and they are having difficulty finding people to fill the jobs. An NHA member asked if the products of today’s domestic education system were able to compete with foreign competition and if not, was this a national security concern with today's workforce and their education? Larrie Cable stated that 60% of college graduates in this country are not U.S. citizens. Telephonics’ Joseph Battaglia said that many kids these days enter computer science and that traditional engineering disciplines are in decline. He said, “I need RF antenna engineers, not computer scientists." He added that he feels the entire U.S. education system needs reform. Scott Greene stated that Lockheed Martin has programs to encourage kids to enter the technology field talking to students in kindergarten through high school. "What can NHA do to help industry meet these educational challenges?" Larrie Cable said that NHA needs to keep funding its scholarship program and host career days to inspire the youth of America to seek employment in the high-tech engineering workforce. "Is industry receiving a good amount of accurate user feedback from the end user?" Jeff Pino stated that the civilian side of his customer base provides much more feedback to the company than the military. The feedback gained from his commercial customers helps with reliability on military customers. The health-usage monitoring programs being introduced to the USN helos will help with this information exchange. Pino said that some commercial operators

Continued on page 43 42

Continued from page 42

FOCUS: 2007 NHA SYMPOSIUM – 2007 Flag Panel

provide feedback to Sikorsky with telemetry sent in real-time while they are flying Sikorsky products. Bob Kenney said that the V-22/USMC team has a daily conference at 0730 with the USMC operators, Bell-Boeing, and major subcontractors in order to maximize feedback and problem solving as the V-22 is readied for deployment. Larrie Cable said that the young officers in naval helicopter aviation need to start dreaming of what would make their jobs easier and communicate these wishes to industry. Mr. Kenney said that the aerodynamic limits of the helicopter had been reached and that the next advances would come in increased systems performance, increased survivability, and increased reliability. Scott Greene pointed to the MH-60R as an example, stating that the sonar has a 3 to 7X increase in capability over the SH-60B and the ESM has a 10X greater ability than the older Seahawk. Robert Chaplin said that dreamers need to dream about the future and also recognize what prevents dreams from coming true.

Kevin McSweeny of Telephonics served as the panel’s moderator. Photo taken by LCDR Todd Vorenkamp

The panel was asked about the possible erosion of the U.S. helicopter industrial base.

The final issue brought to the panel was: hypothesizing about future threats and how to overcome them.

Jeff Pino said that competition bred innovation and the U.S. manufactures are at a huge disadvantage when competing in Europe for sales. Bob Kenney, a former Sikorsky executive stated that "Sikorsky couldn’t give a S-76 away in France." Scott Greene from Lockheed agreed that European markets needed to be more open. Mr. Kenney recommended two Thomas Friedman books - The Lexus and the Olive Tree and The World is Flat.

Jeff Pino said that the future would bring a rotorcraft with a three position switch in the cockpit. The positions would be: 1) two pilots, 2) one pilot, and 3) zero pilots. Mr. Kenney said that ballistics protection needed to be improved as small arms and anti-aircraft fire was the greatest current and future threat. Mr. Cable stepped into the realm of science fiction and spoke of helicopters with conformal skin for stealthiest while referring to today's antenna laden helos as "porcupines.” He also mentioned optical switching as a future rotorcraft technology. Optical switching is a switch that enables signals in optical fibers or integrated optical circuits (IOCs) to be selectively switched from one circuit to another.

BAE’s Larrie Cable said the largest obstacle to innovation and progress is tackling the paradigm of risk awareness versus risk aversion. Industry and government must manage and prevent fear from stifling progress. An annual topic of discussion at the Captains of Industry Panel, acquisitions, returned for more discussion. Larrie Cable said that the current military acquisitions program doubles the time that it takes a product to reach the fleet and triples the cost due to the intervention of government in manufacturing and the fact that requirements are, in the military acquisitions business, fluid by nature. Bob Kenney asked audience member RDML Shannon, USN what the typical cycle time for a government acquisition was. His answer was, "Two years." Jeff Pino said that extreme oversight and reporting on both sides of the customer/ supplier equation was unhealthy. He said that the government model should mirror the commercial model in this arena. He then told the tale of the commercial-like maritime helicopter acquisition contract between Sikorsky and the Canadian Armed Forces. The contract for 28 helicopters and 20 years of support services was written and completed in four days.

NHA would like to thank the 2007 Symposium Captains of Industry panel members for their time and support of the Naval Helicopter Association.

Scott Greene and Jeff Pino look on as a question is being answered by one of the other panel members. Photo taken by LCDR Todd Vorenkamp

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FOCUS: 2007 NHA SYMPOSIUM – 2007 Flag Panel

Flag Officer Forum Story by LT David Ayotte, USN HSC-3 Public Affairs Officer

2007 Symposium Flag Panel. (l-r) RDML Jeffery Lemmons, RADM Bruce Clingan, RADM John Waickwicz, VADM James Zortman, RADM Gary Jones, RADM Frederic Ruehe, and RDML William Shannon Photo taken by LCDR Todd Vorenkamp

he 2007 NHA Flag Panel was a great success with the participation of a large group of Flag Officers and the relevant topics that were discussed. NHA was honored to have the following officers participate in the panel: VADM Zortman, RADM Jones, RADM Waickwicz, RADM Clingan, RDML Lemmons, RADM Shannon, RADM Rueche, and the moderator RADM Mauer.

utilize the simulators more for this type of mission. The aviation community can expect to see more resources invested toward simulators. The characteristics of the simulators need to match the missions at sea and the proficiency required by the operational T&R numbers. Maintainers are using simulators in Pensacola, FL and have produced successful results for the rest of the fleet.

The first question asked about the future of the armed helo in the fleet. The Navy plans on buying 167 armed helo kits to be available for the MH-60S. The Carrier Strike Groups will be upgraded first followed by the Expeditionary Strike Groups. Although none of the armed helicopters will be assigned to the riverine ships, the riverine mission will have aviation support. This is due to a delay in purchasing during the 1990s. All Type Model Series aircraft are in need of replacements and the money is being allocated to prioritized missions.

The squadron HC-4 has been decommissioned from the heavy lift mission. One of the officers asked about the future of the H53 aircraft in the fleet. Current plans for 2030 include the Navy investing in H-53Ks. The current fleet of H-53s will stay active until the MH-60S is available to handle the mine warfare mission.

RDML Gerard Mauer was the Symposium Flag Panel Moderator. Photo taken by LCDR Todd Vorenkamp

A question was asked about the future of practice targets with the decommissioning of squadrons like VC-6, which provides full time practice drones. The panel answered that the number of practice targets needed is currently being evaluated and that future targets will most likely be contracted out. The desire of the aviation leadership is to

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Flight school has increased its productivity by the number of students winged, but the only change made to the instructor cadre is the division of Instructor Pilots into a third HT squadron. The panel responded that the HTs will have some initial growing pains but the intent is to increase the number of IPs by 55 in 2008. The use of flight school’s helicopter, the H-57 Bell Jet Ranger, is also under evaluation. The H-57 has not been replaced since its introduction 20 years ago and a limit needs to be made on its lifespan. The pilot Warrant Officer program is in its initial stage and a question was asked about the future of this program. It is an experiment that Naval Aviation has started with many expected benefits. The WOs will fill more spots in the wardroom at the bottom tier of junior officers. This will provide a larger percentage of officers to screen for command. It also indoctrinates a sharp group of Navy enlisted, that are familiar with the mission and have operational experience which is invaluable to their commands. The intent is for this program to continue. The CNO’s “Diversity Initiative” was one of the issues discussed. The initiative includes 3 parts: gender, race ethnicity, and generation. Many Navy leaders have looked at the data and realized that we lose a large percentage of females in the Navy after two or three tours. This can be attributed to making them decide between family and career. Leaders across the Navy are looking at ways to allow for breaks in service for individuals that need to leave for their family.

Continued on page 45

FOCUS: 2007 NHA SYMPOSIUM – 2007 Flag Panel

A nember from the audience, patiently awaits for the Panel’s response to his question. Photo taken by LCDR Todd Vorenkamp Continued from page 44 Service members would be allowed back into active service and not penalized for this break. Regarding diversity, a question was asked as to whether or not HSC-84 would be able to accept female pilots and aircrewmen in the near future. VADM Zortman explained that it’s being looked at closely and an answer should be resolved in matters of months. The last question was aimed at the future of IAs (Individual Augments) of Navy personnel. The panel addressed the need for these jobs overseas because of the continued fight overseas and the expiration of the reserve component deployed. Many of the jobs overseas require the special skills of Navy pilots and are not a waste of training. NHA would like to thank all the participating Navy Admirals for sharing their time with us at the 2007 Symposium.

Rotor Review # 97 Spring ‘07 RADM Waickwicz addressses the audience45 as VADM Zortman, RADM Jones and RDML Shannon look on. Photo taken by LCDR Todd Vorenkamp

FOCUS: 2007 NHA SYMPOSIUM Sports – Air Crew Competition Bi-Annual Naval Helicopter Association Air Crew Competition

What A Challenge!

Article adapted from MC2 Class Stephanie Tigner, USN, Fleet Public Affairs Center Pacific

Edited by Rotor Review Editors

AWC Hoffman is giving the teams final instructions. Photo courtesy of Fleet Public Affairs

he morning of April 12, 2007 proved to be a day of reckoning for many NHA participants who endured Mother Nature’s elements; strong gusty winds, crashing gigantic Pacific Ocean waves, and the grinding impact of heavycompacted beach sand. No one expected such obstacles to challenge one of the most enjoyed climates in the U.S. No other event of the Symposium could have faced such a challenge, the 2007 NHA Aircrew Competition, which was planned and orchestrated by AWCS Bob Hoffman, and AW1 Andy Reischaner.

Center Pacific

Ever since it began eight years ago on magnificent Breakers Beach, NAS North Island, this Coronado Outback event has become one of the most appreciated events of NHA Symposium history. Teams from different helicopter squadrons have gathered in San Diego to display their own definitions of “blood, guts and glory,” in hopes, of being crowned the best “U. S. Navy helicopter air crew of the air, (in this case) land, and sea.” Nearly 100 Naval helicopter Search and Rescue (SAR) swimmers and helicopter pilots competed for the top title at this year’s competition, proudly sponsored by Sikorsky Corporation . The competitors included 23 four-man teams representing each squadron from the East and West coasts, as well as teams from Guam and Japan, competing in several physically demanding events. The teams competed in a 100-meter open-ocean relay swim, a 1.8-mile beach run, and a MEDVAC obstacle course. Lastly, the competition included a grueling “Buddy Tow,” in which each team had to strap on harnesses’ and pull a truck approximately 100 ft with three Sailors in it. The competition, also included a kayaking match; Mother Nature, however would not allow passage beyond the breakers, so that portion of the competition was cancelled.

Continued on page 47

Rotor Review # 97 Spring ‘07 46 competition started off with a 100-meter open Only the strong survived in these conditions... The ocean relay swim. Photo courtesy of Fleet Public Affairs Center Pacific

FOCUS: 2007 NHA SYMPOSIUM Sports – Air Crew Competition The teams make their way through the MEDEVAC obstacle course after a long morning.Photo courtesy of Fleet Public Affairs Center Pacific

AW2 Joseph Karimpanamannil (center) and AW3 William Quadrino of HSC-85 are leading in a 1.8-mile beach run. Photo courtesy of Fleet Public Affairs Center Pacific

Contiined from page 46

After all of the scores were tallied up, it was the HSL/ HSM community taking top honors. The HSM-41 Student Team walked away confidently with First Place followed by a talented HSL-51 for Second. But competition didn’t end there when HSL-49 made HS-10 Student Team eat raw sand in an exciting game of tug-of-war for the battle for Third Place.

According to the Event Coordinator, AWCS Robert Hoffmann, the objective of “the competition is meant to be challenging, allowing the commands to display strength and proficiency with their gear.” “We do ‘PT’ and work out, whenever we can, but I don’t think anything can prepare you for this,” expressed by first-timer AW3 Allan Tamez of the HS-10 Team. Senior Chief Hoffmann added, “The goal of the competition is to promote camaraderie within the helicopter community in addition to establishing who receives bragging rights for the year as the best trained Air Crew.” At the end of the day, the teams brought their 110% to the table no matter what the conditions Mother Nature served up. AW3 Garrett L. Cross of HSM-41 Student Team commented on how “everyone fought quite a hard game. This competition shows what we are capable of” doing through the efforts of teamwork.

2007 NHA Aircrew Competition Winners First Place Winners

HSM-41 Student Team

(l-r) AW3 Michael Joseph, AW3 Amilale Tagoai, AW2 Christopher Sheehan, AW3 Garrett Cross Photo courtesy of Fleet Public Affairs Center

Second Place Winners

HSL-51 Team

(l-r) AW2 Joe Southern, AW2 Dillon Cook, AW2 Timmy Tenbroeck, and AWC Sean Milligan Photo courtesy of Fleet Public Affairs

The competition was ended with a four-man pickup. Photo courtesy of Fleet Public Affairs Center Pacific

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FOCUS: 2007 NHA SYMPOSIUM Sports – 10K Run

2007 NHA Symposium

10K Run

he Coronado Outback events would not be the same with a fast pace 10K to kick off the day. The Annual 10K Run organized by LTJG Zack Green kicked off in style on the morning of April 12th along the San Diego Harbor starting and finishing at the Centennial Park, Coronado, CA. Forty-seven eager runners came out in their best running attire from T-shirts and shorts to sombreroes to Levi ® jeans. The top five men were led by front runner LT Joseph Maier with LTJG Jake Senn, LTJG Peter Linsky, Mr. Kip Freeman of Goodrich Corporation , and last year’s Symposium 5K winner CDR Barry Buss. The top five women finishers were led by HC-4’s hard charger LTJG Kelsey Ternes and followed by LT Jen McCollough, Annie Allen, Katherine McGurty, and Allison Ward. The event and prizes were proudly sponsored by L-3 Communications / DPA and USAA.

First Place

First Place - Women

Second Place

LT Joseph Maier, USN LTJG Kelsey Ternes, USN AW2 Jacob Senn, USN HSL-49 HC-4 HSC-25 Rotor Review # 97 Spring ‘07 Time 00:40:37 Time 00:45:37 Time48 00:42:37

Third Place

First Exhibitor

LTJG Peter Linsky, USN HC-4 Time 00:43:04

Mr. Kip Freeman Goodrich, Corp. Time 00:43:27

FOCUS: 2007 NHA SYMPOSIUM Sports – Golf Tournament & Sports BBQ

NHA Golf Tournament & Sports Barbeque The Golf Tournament and Sports BBQ was held at the Eastlake Country Club overlooking the mountains of Otay Ranch. Photo courtesy of Eastlake Country Club and redesigned by NHA.

n April 12th, NHA held the Annual Golf Tournament and Sports Barbeque at the Eastlake Country Club in Chula Vista, CA. This year’s tournament and barbeque were by far the most popular sporting events of the Symposium, which featured 144 golfers enjoying a day of sunshine with clear skies and a brisk strong winds and close to 200 BBQ lovers enjoying a Baja Californian style buffet served by the country club. The events were planned by HSC-3 “dynamic duo” LT Dave Haase and LT Rocky Burns, and proudly sponsored by Lockheed Martin, Sikorsky, CAE, L-3 Communications/ Ocean Systems, USAA, Eastlake Country Club, and Goldsmith. These sponsors contributed to the tournament, to the barbeque, and to the prizes that were given to the winners and raffled to other individuals in the tournament. Once again, it seem like a sporting day for HSM-41, when Skipper J. Curtis Shaub took home the “first-place honors” along with his chiefs AWC Eric Sohne, AWC Bobby Deaton, and ADC Reynold Ducot. Second place went to CAPT Glenn Doyle, CAPT (Ret) Dave Haines, LCDR Paul Gray, and LT Jeff Franz; and third place going to CDR Mark Edwards, CDR Jay Bowman, CDR Rusty Kasupski, and Mr Vince Gac of EDO Corporation. The “closet-to-the pin honors went to LCDR Paul Gray and LCDR Mike Dowling. And LCDR Suzanne Parker put all the men to shame by winning the honors for the “longest drive.”

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Change of Command

NASSAU STRIKE GROUP

CAPT Bob Lineberry, USN relieved CAPT Marty Allard, USN on May 16, 2007 onboard USS Nassau.

COMHSCWINGLANT

CAPT Paul A. Lluy, USN relieved CAPT John Smith, USN on June 28, 2007.

HS-14

Chargers

Merlins

CDR Christopher A Rodeman, USN relieved CDR Ronald L. Ravelo, USN on March 16, 2007.

CDR Peter J. Brennan, USN relieved CAPT John Miley, USN on April 26, 2007.

Correction from Rotor Review, Winter 2007, Issue 96, page 50

HSL-47

VT-27

Boomers

HSC-3

HSC-2

Saberhawks

Fleet Angels

CDR Shawn P. Malone, USN relieved CDR Daniel E. Boyles, USN on May 1, 2007.

CDR Richard Davis, USN relieved CDR H.K. Croeber, USN on May 4, 2007.

HS - 8

EightBallers

CDR Jay S. Bowman, CDR Lawrence Vincent, USN USN relieved CDR Eric relieved CDR Joey Tynch, Hendrickson, USN on USN on May 12, 2007. 50 Rotor Review # 97 Spring â&#x20AC;&#x2DC;07 May 11, 2007.

VT-28

Rangers

CDR Michael W. Leupold, USN relieved CDR James J. Fisher, USN on June 1, 2007.

HSC-26

Chargers

CDR Dan W. Brune, USN relieved CDR Grady T. Banister, USN on June 7, 2007.

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Squadron Updates

Blackjacks of HSC-21 Stack the Deck By LTJG Ryan M. Gero, USN HSC-21 Public Affairs

fleet and squadron readiness, HSC-21’s plate is never too full to find time for the communities of Southern California. The mighty Blackjacks are honored to be partners in education with Vista Square Elementary School of Chula Vista, California. Once a month squadron volunteers make classroom appearances in order to cultivate the hearts and minds of tomorrow’s leaders. Some days are about reading stories, other days are about long division…but every day is a good day when Navy partners team up with the nation’s schools and motivate kids to study hard for a brighter future. To wrap things up, HSC-21 wishes all the best to DET 3 as they begin their deployment on the USNS Rainier (T-AOE 7). Supporting the fleet at home and abroad – expeditionary helicopter squadrons get it done and Blackjacks do it better every day.

MH-60S modified for the Air Ambulance mission over the desert in Kuwait. Photo

courtesy HSC-21 Public Affairs

he hangar decks and squadron spaces aboard HSC21 are soon to be bolstered by the return of two detachments in quick succession. The Blackjacks of DET 5 return from the desert where, together with DET 1 from HSC-23, they took the reins of the 2515th Naval Air Ambulance Detachment (NAAD) for an impressive deployment to Udairi Army Airfield (UAAF), Camp Buehring Kuwait. Hot on the heels of DET 5, the Blackjacks of DET 2 will fly-off the USS Boxer (LHD-4) into the waiting arms of family, friends and squadron mates at NAS North Island, California. These men and women returning from overseas have reflected great credit upon the squadron and HSC-21 home guard is proud to welcome them back. With three detachments on deployment, the Blackjacks have been keeping busy training, and maintaining aircraft to best serve the Pacific Fleet at home. This quarter our fleet homeguard duties have included ammunition on-loads for the USS Tarawa (LHA1) and the USS Peleliu (LHA-5). Aside from maintaining

Rotor Review # 97 Spring ‘07

MH-60S from HSC-21 performing an ammunition onload for the USS Pelieu (LHA-5) off the coast of Southern California. Photo courtesy HSC-21 Public Affairs 52

SQUADRON UPDATES: Wolfpack Earns 2006 Battle ‘E’

HSL-45 Wolfpack Earns 2006 Battle ‘E’ By SK2 Laura K. Short, USN HSL - 45 Public Affairs and MCSN Rialyn Rodrigo, USN Commander, Naval Air Forces Public Affairs

elicopter Anti-Submarine Squadron Light (HSL) 45, the “Wolfpack,” learned Feb. 27 that they had earned the Battle Efficiency Award, also known as the Battle “E,” for 2006. The Battle “E” award recognizes a command’s sustained superior performance in an operational environment. To qualify for the award, a ship must win a minimum of three out of four command excellence awards, which includes Maritime Warfare, Engineering/Survivability, Command and Control, and Logistics Management. The command must also be nominated by their superior in command. To win, a ship or unit must demonstrate the highest state of battle readiness. “I’m proud to be part of a command that shows a culture of dedication, caring, and professionalism towards their job,” said CDR Lawrence Vasquez, the Wolfpack’s executive officer. “Our Sailors know that this is a team effort, and they take pride in their work.” According to Master Chief Aviation Structural Mechanic (AW) Dana Pritchett, the squadron’s acting command master chief, donning the coveted ribbon is a valued addition to his crew’s uniform.

“We do maintenance by the book,” said the commanding officer, CDR David Edgecomb. “We have habits and traditions of operating safely.” HSL-45 has 110,000 mishap-free flight hours, which demonstrates the professionalism and dedication of the Wolfpack. “This is my first Battle ‘E,’” said Aviation Structural Mechanic 3rd Class Justin Lucas. “I am very proud to be part of an organization that understands the importance of doing maintenance by the book.” The Wolfpack is no stranger to awards and commendations. Their outstanding dedication to service has earned them, over the years, nine Meritorious Unit Commendations, 12 Navy Unit Commendations, five Armed Forces Expeditionary Medals, and now their sixth Battle “E” Award. Additionally, HSL-45 was awarded the Lockheed Martin Superior Maintenance Award in 2006. “We must remember why we were awarded the Battle ‘E,’” Edgecomb said to his crew following the announcement of the award. “Our squadron is doing an outstanding job in all areas, and you are the ones that achieved this award, not me or the XO. Be proud of your accomplishments.”

“Each Sailor in this squadron is going to wear this ribbon on their uniform for the rest of their time in the Navy, and they will remember what they were part of and accomplished.”

E E

This is the sixth Battle “E” awarded to HSL-45, after being established on Oct. 3, 1986, as the second Light Airborne Multipurpose System MK III fleet squadron in the Pacific Fleet. The squadron was awarded the Battle “E” first in 1988 and won again every year until 1992. Being battle efficient also means being safe – something Vasquez said was on the tip of HSL-45’s battle-ready “spear.”

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSL -45/ HELWINGRES

HSL-45 Wolfpack Celebrates 110,000 Mishap-Free Flight Hours By MCSN David A. Brandenburg, USN, Fleet Public Affairs Center, Pacific

elicopter Anti-Submarine Squadron Light (HSL) 45 celebrated 110,000 mishap-free hours of flight time April 24, 2007.

No overnight success story, HSL-45 reached this milestone after 17 years of near perfection in every aspect of their jobs to insure each helicopter was safe to fly. HSL-45 Sailors gathered at the squadron hangar for a ceremony to unveil a banner displaying their achievement. Aircrew Survival Equipmentman 1st Class (AW) Tiffany Behrends expressed pride in HSL-45’s accomplishment.

“This is an extremely rewarding feeling,” said Behrends. “Everyone has a feeling of ownership in this accomplishment. We feel that this goal would not have been achieved if everyone didn’t do their part.” Commander, HSM Wing, U.S. Pacific Fleet CAPT Matthew Pringle attended the ceremony to congratulate HSL-45 Sailors for reaching such a significant milestone. “These Sailors make sure that they use operational risk management (ORM) to ensure safety each and every time a helicopter goes up in the air,” said Pringle. “This is exactly what naval aviation is looking for. “We must do it the right way, do it safe, use ORM for every flight, and make good decisions both in the cockpit and down on the ground in accessing situations,” Pringle said.

HELWINGRES Receives the Legion of Merit Medal Press Released by MC2(AW/SW) Chris Fahey, USN COMNAVAIRPAC Public Affairs

ommodore, Helicopter Reserve Wing (HELWINGRES) CAPT James Iannone stands with Commander, Naval Air Forces VADM James Zortman and Commander, NavalAir Forces Reserve RADM Jeff Lemmons after CAPT Iannone was awarded the Legion of Merit medal Apr. 13 for his superior performance while serving as HELWINGRES commodore from June 2003 to present.The award was presented to CAPT Iannone during the Naval Helicopter Association Symposium held Apr. 1013 in San Diego.

(l-r) RADM Jeff Lemmons, CAPT James Iannone, and VADM James Zortman Photo taken by Chris Fahey

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: Indians On The Warpath

Indians On The Warpath By LTJG Bruno Manello, USN, HS-6

ast article found the Indians in Fallon, NV and this one finds us on deployment. We are excited to be on our way and looking forward to putting all of our training to use. Our final hurdle to get to this point was NIMITZ Strike Group’s Joint Task Force Exercise (JTFEX), which consisted of a hectic extended week of operations that included a straits transit, a CSAR exercise, and multiple ASW events. HS-6 flew 184 hours in support of JTFEX while preparing for POM and our 46th Change of Command. Upon completing JTFEX and returning to NAS North Island, the Indians began the first of two POM periods enjoying a well earned rest while preparing for the deployment that then loomed in the near future. During this time, however, the Indians were not all resting and relaxing. Those who elected to take the second POM period faced the daunting task of preparing for a Change of Command ceremony which took place on 16 March, when Commander Michael “Shack” Baratta relieved Commander Greg “Grinch” Eaton as the Indians’ Chief. With our new Skipper firmly entrenched in his new office, those Indians who had not taken POM leave yet took their well deserved POM leave and rested up for the months ahead. The Indians are proud to report that they successfully tackled their first deployment obstacle by participating in NIMITZ Strike Group’s USWEX 07-2. HS-6 demonstrated their initiative and tactical proficiency during the 42-hour period and supported the Strike Group by flying 89 hours throughout the exercise, during which almost every event logged significant active contact time. By launching timely attacks and re-attacks, the Indians proved to Air Wing ELEVEN and COMDESRON 23 that HS dippers are the tactical USW experts and the preferred torpedo delivery platform in the Strike Group. Congratulations are in order for LT Vic “Radio” Eberle for both his promotion to Lieutenant and his designation as a fully qualified H2P. His copiloting skills will be very useful during the current WESTPAC deployment. HS-6 would also like to recognize LTJG Justin “Robe” Ott and LTJG Lora “Nitro” Gorsky for being designated as H2Ps.

It seems in every Rotor Review article we have to wish farewell to a few more members of the tribe, and this one is no exception. We have lost four braves in the past few months and their expertise and personalities will be missed in the wardroom during the next few months. Farewell to LT Brian “Jenna” Jamison who is off to HS-10 to participate in the EMIO detachment and then train the next generation of FRPs. LT Ryan “Huggy” Bear is off to COMTHIRDFLT to be the CSAR assistant coordinator for JTFEX. LT Jon “Dr. Evil” Muhoberac, our former Intel officer, is off to a year long Individual Augmentation in Kuwait. Finally, LT Jack “Snack” Kruse will have left us by the time this article is published, and will represent HS-6 well as the safety officer at HSC Wing Pacific. After saying goodbye to so many Indians it is nice to be able to welcome some new members to the tribe. Our New XO, CDR Jack “Damien” Schuller joined us from HS-10. LTJG Brian “S+9” Storjohann also came from HS-10 and has taken over duties as the squadron Legal Officer. LTJG Aaron Lee will be taking over as our Ground Safety Officer. ENS Ursula “007” Smith has replaced Dr. Evil as our Intel Officer and we look forward to working with her. The Indians of HS-6 are ready to take on the challenge of WESTPAC 07 and demonstrate their tactical prowess in support of our national policy.

The Indians of HS-6 ready to take on the challenge. Photo courtesy of HS-6 Public Affairs

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: Wildcard Updates

Wildcard Updates: Reunions and Remembrances By LTJG Michael Westenhaver, USN, HSC-23 Public Affairs

n a sunny San Diego afternoon, the Wildcards of HSC-23 and the Blackjacks of HSC-21 gathered together at the terminal building at NAS North Island, awaiting the arrival of a very special Boeing passenger jet. Onboard were the returning members of the 2515th Naval Air Ambulance Detachment: HSC-23 Det 1, and HSC-21 Det 5. For HSC-23, this deployment was nothing short of historic. HSC-23 is a young squadron, having been established in October of 2006, and the successful return of the NAAD detachment closes the chapter on our squadron’s first operational deployment. For this mission, the Wildcards deployed a total of 47 personnel, with HSC-21 fielding a similar number. In a unique arrangement, HSC-23 Det 1 and HSC-21 Det 5 combined into the Naval Air Ambulance Detachment, operating a total of 6 MH-60S aircraft. The two squadrons operated as one, sharing pilots, aircrew and maintainers in a single cohesive unit. Their recent return brings a happy conclusion to a memorable deployment lasting nearly 7 months in the desert of Kuwait. While deployed, the 2515th NAAD conducted over 120 medevacs in support of Operation Iraqi Freedom. The missions varied greatly, with Air Ambulance crews transporting U.S. and coalition forces, as well as foreign nationals. The task could be as simple as transporting a soldier with a broken leg, or as complicated as a crossborder flight to rescue the victims of an IED explosion. Conditions throughout the deployment were equally varied. Crews experienced everything from windy cold to blinding heat, with the occasional lightning storm, heavy rains, and sandstorms that brought 0/0 visibility. To add yet another page to the history books, HSC-23 Detachment 1 was led by none other than the squadron Commanding Officer, CDR Robert D. Weissenfels. This is indeed a unique occurrence for the HSC community, and an example of future possibilities Together, HSC-23 and HSC-21 gave our sister services a first-rate testimony to the professionalism of Naval Aviation, and set the standard for future Air Ambulance detachments, as well as for all future deployments for the Wildcards of HSC-23.

Rotor Review # 97 Spring ‘07

Skipper Weissenfels receives a warm welcome from his family after returning from deployment. Photo submitted by LTJG Westenhaver Elsewhere in the world, Wildcard Detachment 2 is currently deployed on the USNS Bridge, and Detachment 3 is deployed on the USS Bonhomme Richard. We at HSC-23 would also like to take this opportunity to extend our warm appreciation to the community for the generous outpouring of support in light of the tragic “Bullet 10” mishap. The “Christopher M. Will AW2 Memorial Fund” was established for the support of Brittany and Bryce Will, the children of a fallen hero. To date, it has received over $9,900 in donations, not including a generous donation on its way from the Sea Knights of HSC-22. We are still accepting donations for this fund, however we are expecting to sign it over to Mrs. Will in a few months. For more information and for future updates, visit www.hsc23.navy.mil. In addition, generous individuals may also consider donating to the “Crew of Bullet 10 Memorial Scholarship”, which will be used to promote further interest in and education of Naval Helicopter aviation. More information on this scholarship can be found at http://www.navalhelicopterassn. org/Bullet_10_memorial_scholarship.html. Thanks again to all who have generously offered their support, and stay tuned for our next quarterly update!

SQUADRON UPDATES: HSL-43 Det. FOUR And SIX Come Home

HSL-43 Det. FOUR and SIX Come Home Press Released by HSL-43 Public Affairs

HSL-43 Detachment FOUR Completes WESTPAC Surge Deployment

he “Rat Pak II” of Helicopter Anti-Submarine Squadron Light (HSL) 43, Detachment (Det.) 4, returned to San Diego April 20 from a three-month surge deployment to the western Pacific. As part of the Ronald Reagan Carrier Strike Group (CSG), HSL-43 deployed aboard USS Lake Champlain (CG 57) under the Navy’s Fleet Response Plan (FRP). They operated in the western Pacific supporting U.S. commitments in the region. FRP provides the U.S. with the ability to respond to any global commitment with flexible and sustainable forces and the ability to rapidly respond to a range of situations on short notice. Det. 4 set sail Jan. 27, less than six weeks after the completion of a six-month deployment to the southern Pacific. The Rat Pak II prepared two SH-60B helicopters and 24 Sailors to support the Ronald Reagan CSG’s surge deployment. “[Det. 4 was] already accustomed to working together, possessed most of the requisite training, and required little guidance,” said LCDR. Tracy Michaud, Det. 4 OIC. “They knew what needed completing prior to departure and did it. Our level of success throughout the deployment is a direct result of the effort they put forth getting ready to deploy.” During the deployment, Det. 4 prepared and maintained two aircraft, Battlecat 27 and 30, in support of an aggressive operational schedule. The maintenance effort included numerous special inspections as well as two in-depth phase inspections. The Rat Pak II crew achieved significant accomplishments during the deployment, which included flying over 300 mishap-free flight hours with a 95 percent maneuver completion rate. Det. 4 also ensured strike group security by intercepting and identifying hundreds of possible surface threats.

warfare exercise off the coast of Guam, and Det. 4 also conducted successful bilateral operations with the Japanese and South Korean navies. The deployment was also marked by several personal milestones. Chief Aviation Technician (AW/SW) Jamie Castro was selected for the Limited Duty Officer (LDO) program. “When I found out that I had been selected for the LDO program, I couldn’t believe the awesome news,” said Castro. “I had mixed emotions, because I have a great deal of pride being an aviation maintenance chief and making a difference to my Sailors’ personal and professional development. I thought that by submitting an LDO package my career would drastically change – I was wrong. I look forward to the new challenges, will strive to make a difference in the wardroom and continue supporting Sailors on the deckplates.” Aviation Technician 3rd Class Blake Miller and Aviation Electronic Technician Airman Brandon Henry were both selected for Basic Underwater Demolition/SEAL (BUD/S) training. Aviation Warfare Systems Operator 2nd Class Benjamin Kolb, Aviation Electronic Technician Airman Brandon Henry, Aviation Machinist’s Mate Airman Mason Hargrove and Aviation Structural Mechanic Airman Yuk Cheung qualified as Enlisted Aviation Warfare Specialists. “I could not be more pleased with the resiliency they displayed preparing for a second deployment so soon or their resolve to do the job well,” said Michaud. “I have never worked in such a positive and constructive environment while deployed with a detachment. Working with them was a privilege.”

HSL-43 Detachment FOUR Returns from Western Pacific Surge Deployment

n April 20th, the BattleCats of HSL-43 welcomed home Detachment FOUR from their three-month Surge deployment on board USS Lake Champlain (CG 57). As part of the USS Ronald Reagan Carrier Strike Group, the DET FOUR “Rat Pak II” set sail on January 27th for the surge to the Western Pacific, less than six weeks after the completion of a six month deployment to the southern Pacific. With less than 30 days notice, Detachment FOUR tirelessly prepared two aircraft as well as 24 personnel to go to sea.

Continued from page 58

Other accomplishments include a successful anti-submarine

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSL-43 Det. Four And Six Come Home Continued from page 57 With diligence, Detachment FOUR maintenance personnel prepared and maintained two SH-60B helicopters, BattleCat 27 and 30, for the length of the deployment, supporting an aggressive operational schedule. The maintenance effort included numerous special inspections as well as two indepth phase inspections. The BattleCat team achieved significant accomplishments during the deployment. Flying over 300 mishap-free flight hours with a 95% sortie completion rate, the BattleCats were routinely called upon to ensure strike group security in the evening by intercepting and identifying hundreds of possible surface threats in the potentially hostile Eastern Asia theater of operations. Other accomplishments include: a successful anti-submarine warfare exercise off the coast of Guam, two victorious Over-the–Horizon Targeting exercises in which

Lake Champlain defeated both their U.S. and Japanese opponents. Detachment FOUR also conducted successful flight operations aboard Japanese and South Korean ships. The deployment was also marked by several personal milestones. AW2 Benjamin Kolb, AEAN Brandon Henry, ADAN Mason Hargrove and AMAN Yuk Cheung qualified as Enlisted Aviation Warfare Specialists. AT3 Blake Miller and AEAN Brandon Henry were both selected for Basic Underwater Demolition SEAL training. And most notably, ATC Jamie Castro was selected for the Limited Duty Officer program. The success and accomplishments of the USS Lake Champlain and BattleCat team is a testament to the perseverance and superb performance of the men on Detachment FOUR.

HSL-43’s Detachment SIX “Trackers” 01 November 2006 – 01 May 2007 WELCOME HOME!

n the 1st of May, the “World Famous BattleCats” of HSL-43 welcomed home the Detachment SIX “Trackers” from their six-month deployment onboard USS Rentz (FFG 46). The RENTZ set sail on the 1st of November 2006 for the Western Pacific and Philippine Sea with 5 pilots, 2 aircrewmen, and 13 maintenance personnel. The “Trackers” embarked on the RENTZ to support the fight against the Global War on Terror (GWOT); offering support for Operation Enduring Freedom – Philippines (OEF-P) and Operation Ultimatum while assigned to CJTF 515. With a tireless effort from the maintainers and aircrew, their single SH-60B (BattleCat 26) flew over 400 mishapfree flight hours while engaging in countless operational missions. The detachment supported around the clock missions through all weather conditions which contributed to a significant decline in regional terrorist related activities. LCDR Ron Dowdell, DET SIX Officer-In-Charge, commented “I am extremely proud of the men comprising HSL 43 Detachment SIX.  Over the six-month deployment period, these Sailors consistently dedicated themselves to supporting the Global War on Terror.  It was a challenging deployment - a deployment that removed sons, fathers, and husbands away from their families during the entire holiday season.  It was a deployment that subjected the Sailors to hot and humid conditions and an unyielding work schedule.  In spite of these challenges, the morale of the Sailors was sky

Rotor Review # 97 Spring ‘07

high because they were engaged in a mission that helped stop terrorism in the Pacific region and because they enjoyed the unwavering support of the American people.  Today, I thanked each one of them for their valiant service.  They represent the best qualities of American society.” This deployment was marked with a myriad of personal milestones. AD2(AW) Jesse Van Wickel, AE2(AW) Michael Kinnaird, AT2(AW/SW) Herbert Shelby, AW2(AW) Aaron Messner, and AE3(AW) Reuben Matos attained in rate advancement. AW2(AW) Aaron Messner and AM3(AW) Jeffery Killcoyne qualified as Enlisted Aviation Warfare Specialist. AD2(AW/SW) Senh Phu, AZ2(AW/SW) Gabriel Strickland, and AT2(AW/SW) Herbert Shelby also qualified as Enlisted Surface Warfare Specialists as well. AW2(AW) Messner enjoyed another significant milestone while deployed with the birth of his newborn son Ethan William. His one month old son and wife, Jennifer, were united once the detachment returned from deployment at Naval Air Station North Island. The success and accomplishments of the BattleCat team is a testament to the perseverance and superb performance of the men on Detachment SIX and the support from family and friends.

SQUADRON UPDATES: Dragonslayers Rescue Man Overboard

HS-11 Dragonslayers Rescue Man Overboard In Record Time Article by LTJG Delaney, USN, HS-11

hile recently embarked on the USS Enterprise (CVN 65), the “World Famous” Dragonslayers were called upon to perform a life-saving rescue at sea.

On the night of March 6th, shortly before midnight, a sailor who was working on aircraft fell from a hangar bay elevator into the Atlantic Ocean. The “Big E”, operating approximately 100 miles off the coast of Florida, had just completed high-tempo carrier flight operations, and HS-11 had two SAR crews on alert. Within three minutes after “man overboard” was called, the primary crew, LT John Roath, LT Julie Dunnigan, AW2 Omar Tullis, and AW2 Steven Muehlenbrock, were manned and ready for the rescue. Less than ten minutes later, in record time, the pilots had helicopter 616 airborne and heading toward the sailor in distress. The pilots and aircrew were able to visually acquire the sailor by the strobe light in his flotation device, and by the flare his fellow sailors had thrown into the water to mark his position. They

executed an approach into a 60ft hover abeam the survivor. AW2 Tullis, the hoist operator, lowered AW2 Muehlenbrock into the water for the rescue. AW2 Muehlenbrock stated, “When I reached him I asked him if he was alright, and assured him I was there to get him out of the water. He responded well to all my questions and was very alert. Once I established he was conscious and calm I approached him, and then he grabbed onto me from arm’s length. I told him to calm down and that I was going to get him out of the water, but he had to let go and turn around so I could ensure he wasn’t hurt or hung up on anything that might have been in the water. After a few moments of reassurance he let go, and I proceeded to clear his body of anything that he could have been caught on.” From start to finish the crew of Dragonslayer 616 completed the rescue and were safe on deck in less than 45 minutes. Their quick response and well-executed rescue ensured the sailor’s safe return to the “Big E”, and proved, once again, that “Double Ones are Second to None.”

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSC-28 Slinging Loads

Slinging Loads

Story By LTJG Michael Pfeiffer, HSC-28, DET FIVE

As well as VERTREP and logistic support, Det 5 provides sustained Amphibious Search and Rescue support for the Air Combat Element of the Two Six Marine Expeditionary Unit, as well as a 24 hour MEDEVAC alert capability. In the first 11 weeks underway, Detachment Five has flown over 450 mishap-free flight hours in direct support of 2nd, 5th and 6th Fleet operations. HELSEACOMBATRON TWO EIGHT, commanded by CDR David Stracener, is home ported at Naval Station Norfolk, Virginia.

HSC-28 DET 5 conducting VERTREP between the USNS Concord and the USS Bataan. Photo taken by LTJG Michael Pfeiffer, USN, HSC-28

n March 3rd and 4th 2007, the Dragon Whales of Helicopter Sea Combat Squadron Two Eight Detachment Five conducted a record-setting vertical replenishment (VERTREP) between the ships of the Bataan Expeditionary Strike Group (ESG) and USNS Concord (T-AFS 5) in the waters off the Horn of Africa as part of a routine underway replenishment (UNREP). Over a span of two days and more than twelve flight hours apiece, Bayraider 46 and Bayraider 52, Navy MH-60S Knighthawk helicopters, were solely responsible for the successful delivery of 800 pallets of much needed food, FFV, aircraft parts, over 30,000 pounds of mail, and numerous other supplies essential to the mission capability of the Bataan ESG. The Strike Group includes Amphibious Squadron Two, USS Bataan (LHD-5), USS Shreveport (LPD-12), USS Oak Hill (LSD-51), USS Vella Gulf (CG 72), USS Nitze (DDG 94), USS Underwood (FFG 36) and USS Scranton (SSN 756). The 31 personnel of HSC 28 Det 5 are currently deployed in the U.S. Central Command 5th Fleet Area of Responsibility (AOR) aboard the USS Bataan for a routine six-month deployment.

Rotor Review # 97 Spring ‘07

Bayraider 46 and Bayraider 52 from HSC-28 “slinging loads” for the Bataan ESG. Photo taken by LTJG Michael

Pfeiffer, USN, HSC-28

SQUADRON UPDATES: HS-75 “Emerald Knights”Disestablish ....

HS-75 “Emerald Knights” Disestablish at NAS Jacksonville, Florida By LCDR Jeff Hanke, USNR, HS-75

arch 31st 2007 marked the end of a 36 year tradition of HS-75 serving the fleet. The squadron held a disestablishment ceremony on their final drill weekend, February 24th. Established on June 1, 1970, the Emerald Knights have been home ported at NAS Lakehurst, NJ, NAS Willow Grove, PA and their final duty station was NAS Jacksonville, FL. The squadron has flown the SH-3D, SH-3G, SH-3H, UH-3H, SH-60F and HH-60H. HS-75 employed six SH60F Seahawk helicopters and the primary missions for the squadron included Anti-Submarine Warfare (ASW), Search and Rescue (SAR), and logistical support. HS-75 was the only Naval Air Reserve HS Squadron that was under the command of Commander, Helicopter Wing Reserve, and Commander, Naval Air Reserve Force. Emerald Knights were some of the first naval helicopters to respond in New Orleans in the aftermath of Hurricane Katrina. Deploying 4 helicopters and 6 crews to NAS Pensacola and USS Harry S. Truman (CVN-75), HS-75 crews rescued 143 people. An Emerald Knight crew also witnessed and rescued the crew of a civilian news helicopter that crashed during Katrina operations.

“Emerald Knights’ performed many rescue mission in the Gulf Coast Region after Hurricane Katrina. Additionally, HS-75 spent over 100 days in the last year supporting Fleet and Training Command carrier qualification operations on board Atlantic Fleet aircraft carriers. HS-75 is particularly proud of their running total of over 59,000 flight hours and 28 years without a Class A mishap.   HS-75 maintained a complement of 26 officers and 160 enlisted personnel. Over half of the squadron members were Selective Reservists who maintain their proficiency through scheduled drills and annual training periods. These Navy reservists sought out other opportunities in the Navy Reserve; many were able to continue serving in other reserve aviation units in the Jacksonville area, such as HSL-60, VR58, VP-62 and the Reserve Augment Unit at VP-30.

“Emerald Knights” at sea. .

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSL- 37 EasyRiders Set The Standard

“EasyRiders” Set The Standard HARP 0704 PACIFIC MISSILE RANGE FACILITY Article by LT Brian Binder, USN, HSL-37 SWTI

etachments TWO and THREE from the “EasyRiders” of Helicopter Anti-Submarine Squadron Light 37 (HSL-37) stationed out of Marine Corps Base Kaneohe recently returned home after successfully completing Helicopter Advanced Readiness Training (HARP) at the Pacific Missile Range Facility (PMRF) from May 5th to May 25th on the scenic island of Kauai. Additionally, a Detachment from the San Diego based “Battlecats” of HSL-43 and an HSL-51 “Warlords” detachment from NAS Atsugi, Japan also completed their HARP requirements during this period. HSL-37 DET THREE maintenance augmented by Home Guard personnel formed the ‘super twenty-four’ who supported every HARP DET flight evolution, to include providing three full mission capable aircraft for numerous Anti-Submarine and AntiSurface Warfare training missions. Although HSL-37 has completed HARP at PMRF in recent years, HARP 0704 represented a historic milestone for the “EasyRiders” as the first Weapons Detachment in which HSL-37 supported additional detachments from West Coast HSL Squadrons. The challenge for the “EasyRiders” was to ensure all ten flight crews encompassing four Detachments from three separate Squadrons accomplished their HARP flight requirements within 15 regimented range days. Post

Rotor Review # 97 Spring ‘07

HARP completion analysis speaks for itself, which included over 170 flight hours dedicated toward the safe completion of over 70 tactical and pre-deployment qualifications. All four Detachments demonstrated outstanding tactical prowess throughout the Weapons Detachment and all four Detachments earned their HARP Completion Letters. The flight requirements for HARP 0704 included dedicated Anti-Submarine Warfare training to include 2 MK-46 and 3 MK-50 torpedo attacks while working in coordination with an additional SH-60B and a P-3C Orion out of MCBH Kaneohe. Anti-Surface Warfare training included day M60 GUNNEXs against towed range targets and night GAU-16 GUNNEXs against land based targets on the remote Kaula Island range. Flight crews were able to put their Aircraft Survival Equipment (ASE) to the test during Surface-to-AirCounter Tactics (SACT) training in which chaff and flares were deployed against land-based Electronic and Infrared Emitters. This highly realistic training included a Stinger Team who worked in conjunction with ‘Smokey-Sam’ launch crews to provide aircrews invaluable visual cues of what an actual missile launch would look like. Additional multiaircraft Surface Warfare training events include Low Slow

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SQUADRON UPDATES: HSL-37 EasyRiders ... / HSL-49 Returns Home...

Continued from page 62 Flyer Intercept and Captive Air Training Missile (CATM) Section Attack flights. The culmination of the Surface Warfare training came in the form of multiple ‘live fire’ AGM-114 Hellfire shots against a maneuverable water target. All five Hellfire shots scored direct hits against their targets, which represented another ‘First’ for any HARP Weapons Detachment. HARP Weapons Detachment was not all work and no play. PMRF provided flight crews and maintainers a break during the weekends which allowed everyone to relax and enjoy the

Island of Kauai for all its outdoor adventure. Day trips by boat and kayak to the Napali Coast were a huge hit as well as the scenic drive to Princeville at the Northern tip of Kauai. The Weapons Detachment favorite off duty activity proved to be a short hike to Kipu Falls, a delightful little waterfall with a deep, crystal clear swimming hole below. HARP 0704 was an outstanding accomplishment due in large part to the hard work and tremendous skill demonstrated by both maintainers and aircrew alike. BZ to all “EasyRiders” who supported this highly successful inaugural MultiSquadron PMRF Weapons Detachment.

HSL-49 Returns Home from Deployment Press Released by MC1(SW) Ahon Arendes,USN CNAF Public Affairs

he “Dons” of Helicopter Anti-Submarine Squadron Light (HSL) 49, Det. 3, returned home to Naval Air Station North Island (NASNI) March 13, following the completion of a six-month deployment. A. Embarked with Expeditionary Strike Group (ESG ) 5 aboard USS Howard (DDG 83), the two-helicopter detachment performed Maritime Security Operations (MSO) in the Northern Arabian Gulf. B. MSO sets the conditions for regional security and stability in the maritime environment and complements the counter-terrorism and security efforts of regional nations. In addition, MSO denies international terrorist organizations the use of the maritime environment as a venue for attack or to transport personnel, weapons or other materials. C. Det. 3 aided Howard and ESG-5 in conducting oil platform defense south of Iraq to help maintain perimeter security around the Khawr Al Amaya (KAAOT) and Al Basrah (ABOT) oil terminals. The oil exports from these two terminals account for 85 percent of Iraq’s economic revenues and are critical to provide the Iraqi people the opportunity for selfdetermination.. In this capacity, the detachment provided surface surveillance and coordination to commanders in the region and air support to Visit, Board, Search, and Seizure (VBSS) teams from Howard and other Coalition forces.

D. Det. 3 contributed to the security and normalization of commercial shipping in and out of Iraq. E. “This deployment has proven to be a valuable learning experience for both flight crew and maintainers alike,” said LTJG Jeffery J. Lassard, helicopter pilot. “The variety of operations and missions undertaken have challenged the detachment personnel and provided us a solid experience base for future deployments. I am glad to have taken part.” F. In addition to the surveillance operations around the oil platforms, Det. 3 carried out Search and Rescue (SAR) missions, medical evacuations and logistics support flights. Det. 3’s Sailors also onloaded and offloaded mail, distinguished visitors and vital parts to the ship and her crew. Prior to arriving on station in the Arabian Gulf, they participated in several joint naval exercises. Off the coast of Hawaii, they were a part of an undersea warfare exercise that included ships from the Boxer Expeditionary Strike Group and forces stationed in-andaround the Hawaiian Islands. Off the coast of India, they participated in Malabar 2006, a multi-national exercise involving the U.S. Navy, Marine

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Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSL-49 Returns/HSM-41...Welcome Arroyo

Corps, and Coast Guard, as well as the Indian and Canadian navies. These exercises increased combat readiness and Navy interoperability while enhancing the cooperative security relationship between foreign allies and the United States. Det. 3, safely executed 649 flight hours during their 6-month deployment, a large percentage of which were flown in the Northern Arabian Gulf.

Due to the sensitive nature of exercises in the Gulf, Det. 3 flew predominantly at night, flying 329 hours with 207 of those using night vision devices. During the course of their deployment, Det. 3 made several port visits including Pearl Harbor, Hawaii; Darwin, Australia; Mumbai (formerly Bombay), India; Manama, Bahrain; Dubai, United Arab Emirates; Kuala Lumpur, Malaysia; a brief stop in Guam; and a final visit to Pearl Harbor, Hawaii before returning to San Diego.

HSM-41 Seahawks Welcome Bronson Arroyo Article By LT Steven Dobesh, HSM-41 Public Affairs Officer

ronson Arroyo, starting pitcher for the Cincinnati Reds took a break from his nine-game schedule on the West Coast to greet fans at HSM-41 on May 14th. Arroyo began his tour of the squadron by meeting with CDR Curtis Shaub, Commanding Officer of HSM-41. CDR Shaub praised the “300 rock stars turning the wrenches enabling the aircraft to fly” and thanked Arroyo for taking time to visit Sailors at HSM-41 by naming him an honorary Seahawk for the day and presenting him a command coin. The next stop on Arroyo’s tour was a visit to the Navy’s newest helicopter, the MH-60R, where he posed for photographs inside and outside of the cockpit. He stated that “he had never been around this much military stuff” and was impressed at how everybody interacted so flawlessly. “I communicate with my coach and manager and other teammates on the field,” Arroyo commented, “but you guys have your own language too.” The highlight of the tour was the autograph signing. Arroyo praised the dedication the Sailors give everyday by saying they are “doing a lot more than I am just playing baseball.” LT Patrick Snow noted how remarkable it was to have a major league baseball player signing autographs at the squadron. “This is a great deal for Sailors.” The Sailors, too, enjoyed their opportunity to meet and talk to Bronson Arroyo.

Rotor Review # 97 Spring ‘07

Cincinnati Reds’ star pitchers Bronson Arroyo takes time out to autograph a baseball for AZ2 Grauzer of HSM-41. Photo taken by LT Steven Dobesh In his spare time, Arroyo is an avid guitar player, who published a CD in 2004. He uses his music to help raise money for the Wounded Warrior Fund by playing benefit concerts. Coming from a major league baseball player who recently signed a multimillion- dollar contract extension, Arroyo summed it up succinctly: “we can easily take life for granted.”

SQUADRON DATES: HSL-51 Detachment Five ...Visit To Cambodia

HSL-51 Detachment FIVE onboard USS GARY (FFG-51) visits Cambodia BY LCDR Eric Taylor with LT Bryan Weatherup, LT Scott Marsh, LT Geoff Avery, LTJG Josh Kidd.

n February 9, 2007 the USS Gary (FFG-51) made a historic visit to the port city of Sihanoukville, Cambodia. Onboard USS Gary was HSL-51 Detachment FIVE homeported at Naval Air Facility Atsugi, Japan. USS Gary (FFG-51) made the long-awaited port visit as a show of goodwill after a 30-year wait since the last United States Navy warship had docked in the country. Prior to pulling into to Sihanoukville, LCDR Eric Taylor, LT Geoff Avery & AW2 Ricardo Ferrer launched in their SH-60B “Warlord 714” for VIP transfers from the recently renovated Sihanoukville International Airport. The crew’s mission was to make two VIP runs from the airport and do photo reconnaissance of the pier where the USS Gary was to be docked. After departure from USS Gary, Warlord 714 headed north towards the Cambodian coastline, which had not been seen by another U.S. military helicopter crew in over 30 years. This also marked the very first international flight this airfield had actually ever seen. The crew flew through smoke-filled valleys potted with rice paddies that were reminiscent of old Vietnam era movies. That morning 714 transported the US Ambassador, the local governor, local senior Cambodian Navy Admiral, and a translator to the USS Gary providing a quick aerial tour of the ship and our Cambodian Navy escorts. Prior to picking up the second set of passengers, Warlord 714 diverted to the west to take pictures of the pier where the Gary was going to dock later that morning. Warlord 714 flew over the town of Sihanoukville, where moped drivers pulled off the side of the road to get a better look at the U.S. Navy’s most capable helicopter.

The second evening in port a reception was held onboard the ship with over 100 people in attendance. USS Gary was honored to host the US Ambassador and his staff, the Cambodian Deputy Prime Minister, Secretary of State and several other cabinet members, several high ranking Cambodian military officers, the regional governor, local mayor, Attaché’s from Australia, China, Russia, France, Korea, and Vietnam, members of USAID, and various other local and regional dignitaries.

Continued on page 66

Pierside Sihanoukville, Cambodia. AW2 Wuest, LT Scott Marsh, LTJG Joshua Kidd and LT Bryan Weatherup pictured with Warlord 714 on the flight deck of USS Gary (FFG-51). Photo taken by LTJG William L. Johnson 65

Rotor Review # 97 Spring ‘07

SQUADRON UPDATES: HSL-51 Detachment Five ...Visit To Cambodia Continued from page 65 The members of HSL-51 Detachment FIVE participated in all events, including cultural MWR tours, Community Relations (COMREL) projects, Medical Assistance Programs (MEDCAPS), and a sports day with Cambodian Navy personnel. Dozens of Gary personnel traveled an hour or so into the countryside to help refurbish an austere medical clinic operated out of a Buddhist temple. The sailors helped do some basic renovations to the facility and applied a coat of fresh paint. At the same clinic two dentists, a doctor and medical support personnel from the USS Kitty Hawk who came in specifically to give exams. Hundreds of people showed up during the two days of the MEDCAP. Many of the Cambodians had never seen a dentist before in their lives and many had been living for years with major dental issues. The dentists were able to treat all of these people and were even able to schedule followups for people who needed more extensive treatment with an American dentist who works for the US Dept of Public Health and operates in the region. The orphanage sponsorship event took place at Village D’enfants De Sihanoukville Orphanage. This is one of the cleaner and more organized orphanages in Cambodia. Located near the top of the famous Victory Hill near Sihanoukville, the orphanage is in a safe location with enough space for soccer games, basketball and even a gazebo. The facility was built entirely with donated funds from around the world. There is clean running water, a dining hall and several classrooms where English lessons are taught as part of the curriculum. After meeting the approximately 150 children who live at the orphanage in their large meeting hall, HSL-51 Det 5 Chief ADC Javier Castro led the opening presentation with a boy about 13 years old providing the translation. Each Navy volunteer spoke a few words about where he was from and why we were there. Next, everyone moved outside where there were two large pallets with cardboard triwalls full of toys that had recently arrived from Project Handclasp. Inside were soccer balls, a scooter, rollerblades, Frisbees, skateboards, helmets, pads, crayons, stuffed animals, dolls, coloring books, clothes and much more. The ship even donated a couple of sewing machines which the orphanage will use to make crafts they will sell in order to help support their facility. Once the toy boxes were opened they were broken down and turned into murals by the group of 4-6 year old girls who drew pictures of ships and helicopters all over the boxes. Meanwhile, AD1 Trinidad and AO1 Delgado played basketball with the older boys in the group. Under the canopy ADC Castro carried children from the nursery to the mess hall. AZ2 Tyrell Elliot, AT2 Juan Garcia and AM2 Marvin Gombio played soccer and handed out sunglasses to the large groups on the field while

Rotor Review # 97 Spring ‘07

AM2 Siders helps build a bicycle provided by project handclasp at the Village D’enfants De Sihanoukville Orphanage. Photo taken by LTJG William L. Johnson AE3 Horacio Rodriguez helped the kids learn how to use rollerblades. Most of the kids apparently had never seen a skateboard before, and most of them took to riding seated two at a time. One of the Gary sailors was also able to put on a magic show for the children. Most of those who participated including AE1 Tobby Morant, LT Bryan Weatherup and AM3 Robert Robinson have kids of their own. To them, this opportunity to give some children an afternoon of joy was a one-in-a-lifetime event. The single sailors such as AM3 Jeremy Nichols and AW2 Ricardo Ferrer had the same experience and all who attended agreed that the orphanage visit “was a soul-treating experience you couldn’t pay for!” Everyone was so appreciative and each sailor felt that they had made a real difference that day. Future US Navy ship visits will hopefully continue this trend and other Sailors will be able to share in this rewarding experience. The sports day took place on the Cambodian Naval Station about an hour outside of Sihanoukville by bus. The day consisted of a soccer match and a volleyball game between Team Gary and the Cambodian Navy teams. Both games were won by the Cambodians who showed up ready to play and were accustomed to the blistering heat. The Soccer match ended in a 3-1 score and the Volleyball match was won in 3 games (volleyball is hugely popular in Cambodia). The Cambodians were good sports, and gracious hosts. Our sailors gave them USS Gary ballcaps and they gave us T-shirts with various national Cambodian landmarks printed on them. After the sporting events were over there was a BBQ with the Gary providing burgers, dogs, ribs and potato chips and the Cambodians providing a whole roasted pig, several roasted chickens and fresh vegetables. There was a local band adding music to the occasion and the day ended with a beautiful Cambodian sunset over the bay. It was a great day of competition and camaraderie for all those involved. Our trip to Cambodia was an overwhelming success. This was a significant visit that garnered attention around the world and the members of HSL-51 Detachment FIVE were honored to be a part of it.

SQUADRON UPDATES: Homeward Bound

Homeward Bound

Story by LTJG Megan Barnett, USN, HSL-51

From top left: LCDR Keithley, AW2 Nelson, LTJG O’Neil, LTJG Barnett, AM2 Snyder, LT Certo, LTJG Morikawa, AW1 Catallo, AE3 Williams, AM2 Harmon, AW1 Hollis, AM2 Gordon, AD3 Ore, AT3 Huynh, AE2 Berry, ATC Ellis. From Bottom Left: LT Kirschke, AD3 Mills, AE1 Porter, ATC Mouawangyee, AT2 Martinez, AW2 Salamon, AZ2 McDuffie, AM1 Shellenberger, AO2 Disch, AD2 Camba

SL-51’s Detachment SIX is on their way home after a successful tour of Australia while deployed on board the USS Lassen (DDG-82). The trip with a stop in Sydney, Brisbane and Adelaide, provided the opportunity for the crew of the Lassen to demonstrate the design features and capabilities of the Flight II Arleigh Burke Class Aegis Destroyer to the Australian Navy. The Australian Navy is hoping to procure new ships in their own Air Warfare Destroyer (AWD) program. The two final designs for the AWD program are the Spanish F100 Class Frigate and one based on the Flight II Destroyer. Recently, the Alvaro De Bazan visited Australia to showcase the F100’s unique capabilities. Since the first circumnavigation of the globe by a Spanish warship in 142 years, the Lassen managed to represent the Evolved Design of United States’ company Gibbs & Cox, which is based largely on the Arleigh Burke Flight II DDG. In all, the trip included over 80 tours for almost 1000 Australian military and defense industry personnel. It also provided three separate underway periods during which more than 50 embarked shipriders had the opportunity to see the ship operate and look for areas of improvement for the Australian design. The Lassen and her crew were also featured on the Australian TODAY show as they broadcasted the weather from various locations around the ship. The first stop on the Australian odyssey was Sydney, where the crew participated in the celebration of ANZAC Day during a dawn ceremony and by marching in a parade through downtown. ANZAC Day, which stands for Australia-New Zealand Army Corps, is a commemoration of the sacrifices made during the Gallipoli Campaign

of WWI and has evolved to incorporate all members of the Australian armed forces, past and present. It is very similar to a combined American Memorial Day and Veteran’s Day. In Brisbane, the crew was present for Coral Sea Days, which commemorate the Battle of the Coral Sea, 7-8 May 1942. It was an honor to have on board survivors and their families from the USS Lexington, CV-2, which was sunk during the battle. Coral Sea was a major turning point for the war in the Pacific as the US Navy, with the assistance of the Australians, inflicted serious damage to the Japanese fleet enabling later victory at the Battle of Midway. The town of Brisbane was a supply and logistics center during WWII where US General Douglas MacArthur ran the war in the Pacific after leaving the Philippines. The United States’ Secretary of the Interior, the Honorable Dirk Kempthorne, came to Brisbane as a representative of the President of the United States to recognize the combined effort of the US and ANZAC soldiers and sailors in a ceremony hosted by the Lord Mayor of Brisbane. The final stop, Adelaide, provided the opportunity to showcase the ship to industry personnel as the Australian government commences construction of a new Naval Yard facility in the southern port city. In Adelaide the crew also participated in a community relations effort to the Women’s and Children’s Hospital, playing with the kids and letting them try on various uniforms and outfits, including the on board fire-fighting gear. The trip home will include a “Crossing the Line” ceremony as the ship transits back into the Northern Hemisphere and a swim call in addition to resuming the normal ship’s schedule of drills and flight operations.

Rotor Review # 97 Spring ‘07

The Crew of Dusty Dog 612

n the night of May 7, 2007 “Dusty Dog 612” an SH-60F from Helictopter Antisubmarine Squadron SEVEN carrying five our finest friends crashed while conducting a training mission in Fallon, NV. The crew included CDR Michael “Flush” Sheahan, LT Richard “Neo” Andersen, Jr., AW1 Wally Weathorford, AW2 Jared Rossetto, and AW2 Drew Bibbo. A memorial was held in their honor on Thursday May 31, 2007. In their memory, the following funds have been established:

Sheahan Family Fund and Weatherford Family Fund

LT Richard F. Andersen Memorial Scholarship Fund

Jared J. Rossetto Fund

In memory of Andrew Bibbo

Make donations payable to OWC, and mail to: Wachovia Bank c/o M. Maddox 425 N. Orange Ave. Green Cove Springs, FL 32043

Navy Federal Credit Union P.O. Box 3000 Merrifield, VA 22119-3000

Rotor Review # 97 Spring ‘07

Navy Federal Credit Union 4001 Virginia Beach Blvd. Virginia Beach, VA 23452

Mail donations to: James 2:15 Soup Kitchen 200 High St. Clinton, MA 01510

Article By CDR Chris “Chet” Misner, HS-15 Executive Officer

am sitting here waiting for my connection back to Jacksonville, so I thought I would knock out a quick article about something we all heard during the final day of the 2007 symposium that I think is worth a quick re-attack. CAG Gaudagnini gave a great pitch from the BUPERS perspective and one area he covered really hit home with me – Joint Duty and Joint Education. CAG made the point that the Navy has conducted joint and coalition operations since George and the boys were fighting the Brits back in ’76. Big Navy just hasn’t given joint education and joint duty the appropriate amount of attention when it comes to career paths and professional development.

nuts. As James Carville might say, it’s the culture stupid. As some junior officer might say, it’s a stupid culture. You see, an Air Force 0-4 needs that junior course to guarantee they make 0-5 and that new 0-5 needs that senior course to guarantee 0-6. Ok, maybe not guarantee, but you get the idea. They compete for those slots and the “on-line” credit serves as the Air Force version of pain points. Ok, let’s not be too hard on the boys in powder blue. They are fighting this long war just as hard…almost as hard as us. We need those dudes – they have better BOQs than we do and have nicer golf courses (where else would we divert).

If you really stop and think about it, ensuring our senior leadership gets one or even two opportunities to complete formalized joint education at a junior and senior war college makes sense. If we compare the biographies of the leaders of our enterprise, the Naval Aviation Enterprise, to those of an enterprise such as American or United Airlines, we will find that senior leadership is well educated. They have enterprise specific training such as the war colleges for us in uniform and perhaps human resource or financial specialist training for those in a business suit. Both sets of professionals have achieved traditional graduate and post graduate degrees from the finest institutions across the republic. Ok, I am not trying to make the argument that the military should look more like a business. I will save that for the beltway bandits. I am simply trying to comment on the importance that advanced, formalized education has on the senior leadership of any successful organization.

I completed Air Command and Staff College “on-line” and was lucky enough to complete Joint Forces Staff College prior to heading to my joint tour. I loved it. Call me crazy. I even managed to get my masters degree using the Navy’s Graduate Education Voucher (GEV) while working for General Myers and General Pace. I followed a long line of helo bubbas who have been holding onto a job in the Chairman’s front office like, as an old HS-10 Command Master Chief used to say, “a hobo on a ham sandwich”. Sure, I probably had a different experience than those bubbas working down in J1 through J8. Those guys, God bless ‘em, worked hard. They spent an awful lot of time knocking out briefing books and power point slides. They had so many layers from their cubicle to the Boss’s desk. Everything seemed like it was a crisis and they worked a lot of weekends too. They do get to wear, as CAG said during the brief, cool pajamas to work (thanks to former CJCS aide de camp and Black Knight Skipper Elmer Nagma). We, however, had it a bit different. If I was in a pinch to get the Boss’s signature on something for action or decision, all I had to do was put it on paper and get it in front of him. If it was time critical, it could even be hand carried into the office. Like any job, we had our good days and our bad days.

Everyone knows how much emphasis the Army, and especially the Air Force, places on JPME. I will not go as far as to say they have it down, but maybe this new way of thinking makes good sense. I have a twin brother who is about to pin on Lieutenant Colonel, so I have spent a good bit of time hassling him over these issues. My insane twin completed Air Command and Staff College “on-line” to ensure he would get picked for an “in-residence” junior course slot. He finished up Command and General Staff College at Fort Leavenworth last July prior to heading to the Pentagon. Now it gets even scarier... He just phoned while I am sitting here to tell me he just received his grades from the “on-line senior course”. Yep, he is taking the “online senior course” to ensure he gets a slot for, you guessed it, the Air War College “in-residence course”. Ok, that is

Prespective After the Symposium

A Joint Tour in D.C. - It‘s Just Not That Bad

A good day is watching the Boss play with your 2-year-old in his office before your promotion. A bad day is going back to work just two days after she was born because I had to take the Mrs. and her foreign counterpart on a tour of the city. Sure, I could have passed that off to a teammate and even the Mrs. would understand the reason. But, I smartly applied the principles of CRM (career and retention management) and

Continued on page 71

Rotor Review # 97 Spring ‘07

2008 NHA Symposium Norfolk Waterside Marriott, Norfolk Virginia April 14 - 17, 2008

For further information on the 2008 NHA Symposium, contact Howard Whitfield, Executive Director at the Naval Helicopter Associationâ&#x20AC;&#x2122;s headquarters by mail: P.O. Box 180578, Coronado, CA 92178-1578; by phone: (619) 435-7139; by website: www.navalhelicopterassn.org; or by email: Rotor Review # 97 Spring â&#x20AC;&#x2DC;07 70 rotorrev@simplyweb.net.

Prespective After The Symposium: A Joint Tour In D.C. - It’s Just Not That Bad Continued from page 69

ahead regarding joint duty, joint education and a host of other items. As always, being a superior war fighter with a record of sustained superior performance is always a path to success. You simply need to pad that record with many of the tickets CAG mentioned in his brief. Let’s face it - you may only get five flying tours in a career if you are lucky enough to get an FRS instructor billet and even a CAG job. When your command tour is over at the eighteen to twenty year mark, you still have ten or more years left in the “Enterprise”. You won’t be wearing cool pajamas for much of it either. So if you are going to remain a valued asset to the Navy with some upside career potential, you need some solid graduate, post-graduate and joint professional military education.

chose not to take chances. After all, that is what neighbors’ wives and mothers-in-laws are for. A good day is watching the SECDEF put his arm around your bride while the Army Chorus sings “White Christmas”. A so-so day is watching all of this unfold while Wes McCall (Black Knight alum and PXO of HS-6) and I are heard to mutter over and over again, “may I take your coat and can I get you another drink”. A good day is getting to see these great ceremonies up close and personal. A not so good day is realizing that although Slovenia and Slovakia both start with “S”, end with “A” and have four syllables each, their national flags are not exactly what you would call interchangeable. Finally, a good day is getting your bride and daughter a Christmas tour of the White House and a ticket to the Easter Egg Roll. A potentially career ending day is a cell phone (not mine) ringing to “Amarillo by Morning” (G. Strait) only steps away from the Oval Office. You get the idea.

In the interest of full disclosure, I am not a BUPERS guy. I don’t play one on TV and I didn’t stay at a Holiday Inn Express last night. I just feel lucky that we have a solid team in Memphis giving us sound mentoring and career management advice. “Bro” and the rest of the bubbas who are in Memphis, or have done a Bureau tour, lay it out for you and you have to decide what is right for you, your family and your career. With the exception of an occasional IA, they aren’t holding a gun to your head.

If you still think this is a bunk, then think “Joint-Other”. My brother is a Rivot Joint (RC-135) guy. The RJ is a Strategic Command, high demand, low density asset. His wife, Crissy, is famous for saying “all roads in RJ land lead back to Omaha”. So if you can handle living where there isn’t an NFL or MLB franchise within the blast radius of an old Russian ICBM, then pack up the jalopy and head to “Cornhusker-Country”. C’mon - all you San Diego or DC bubbas know you made at least $300k on those big houses you bought in the mid ‘90s. So plop down cash money on that 4,000 square foot house you know your gal wants and frankly deserves. You will, however, have to hang a large red flag with a big white “N” from the stoop of that mansion every Saturday from September through bowl season if you expect to get along with the, as they say in the mid-west, the folks next door!

So what are you waiting for? Get going on JPME 1 and find a joint job. DC is a great place to live. The history, the museums, the monuments and the fact that you live in the place where some of the most important national and international events take place make it second to none. It’s only thirty six months - twenty two with time off for “good behavior”. That’s a couple of NFL seasons or a minor felony conviction with time served at the Northern Virginia Minimum Security Prison for Women. You can walk in on day one ready to take on the world. Thirty five months and twenty nine days later you can, as our Army brethren would say, “pop smoke and get the [explicative of your choice] outta Dodge”!

The bottom line is CAG put out a lot of great gouge on the way

The Next Issue of the

will focus on “Different Missions, Same Directions: A Look At The Marine Corps & Coast Guard Helicopter Experiences.”

All photo and article submissions need to be no later than August 9, 2007 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or editors@navalhelicopterassn.org 71

Rotor Review # 97 Spring ‘07

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Gift Message / Shipping Address / Same as above:

_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________

NHA is located in Bldg 654 on Rogers Rd. aboard NAS North Island. TEL: (619) 435-7139 FAX: (619) 435-7354 EMAIL: rotorrev@simplyweb.net (ver1505)

Rotor Review # 97 Spring ‘07

Summertime Stuff

NHA Polo Shirts

A. Men “ Ping” Shirts....$45

(NHA Wings or Pilot Wings) Colors: Navy, Ensign

Blue, Gray

Men “Other Brands”...............$25 (not shown)

B. Ladies Polos.............$25 (NHA Gold Helix) Lt. Blue

D. NHA

Ballcaps and Sun Visors

E. MH-60S/R (Colors: Blue, Maroon, Black, Red).

(Various Styles and Colors.

...$15

Ladies NHA Logo Sleeveless (White)

$25

...$35

Order Now by Mail: P.O. Box 180578, Coronado, CA 92178-1578; by phone: (619) 4357139; by fax (619) 435-7354; or by email: rotorrev@simplyweb.net. We accept VISA or Mastercard ® Naval Helicopter Association, Inc