Rotor Review Winter 2012 #116

Number 116 Winter 2012

TWO APACHES, CHERUBS FIVE Coast Guard Flight Mechanics: Keeping the Coast Guard Airborne A Salute to the Marine Aviation Centennial Rotor Review # 116 Winter ‘12

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SOME THINGS YOU NEVER LEAVE TO CHANCE. MARITIME SECURITY IS ONE OF THEM.

Maritime security demands the most advanced multi-mode anti-submarine and anti-surface warfare helicopter.

One with a sophisticated mission system that provides complete situational awareness. One with networkenabled data links that allow information sharing and instant decision making. One that is operationally proven and in production.

MH-60R. The right choice for Maritime Security.

Rotor Review # 116 Winter ‘12

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Cover art by George Hopson, NHA Art Editor.

Naval Helicopter Association

Number 116 / Winter ‘12

©2012 Naval Helicopter Association, Inc., all rights reserved

Features Forward Firing Cannon Makes East Coast Debut LTJG Justin Vitalis, USN

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LCDR Kristin Ohleger, USN

Two Apaches, Cherubs Five LCDR Jason Budde, USN

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Design Editor

How Not to Use (A-Triple-F) LT Jonny Kane, USN

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Full Circle: Jim Gould and BattleCat 20 LT Hunter Scott

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Coast Guard Flight Mechanics - Keeping the Coast Guard Airborne PA3 Corey Mendenhall, USCG

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MH-60 Sierra’s Future Marginalized or Vitalized?

CAPT Doug Yesensky, USN(Ret)

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The Sixty-Degree Initiative LT Lee Sherman

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Editor

George Hopson

Page 16

Aircrewman / Special Missions Editor

AWCM Carl T. Bailey II, USN (Ret)

HSC / HS / HM Editor LT Chris McDonald, USN

HSL/HSM Editor

LT Scott Lippincott, USN

Page 20

USMC Editor

Focus

TBA

USCG Editor

What is Your Primary Mission?

LT Shannon Whitaker, USCG

Book Review Editor

LCDR BJ Armstrong, USN

Page 39

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

NHA Photographer

CDR Lloyd Parthemer, USN (Ret) LT Todd Vorenkamp, USCG

Historical Editor

Page 57

CAPT Vincent Secades, USN (Ret)

Printing by Diego & Son Printing, Inc San Diego, California

Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc (NHA), a California nonprofit corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members on request. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578 , Coronado, CA 92178-0578

Rotor Review # 116 Winter ‘12

High Plains Search and Rescue Skip Robinson, Reprint from Vertical 911 Magazine

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SH-60 Versatility LCDR Daniel Cain, USN

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Det 4 Doing Work LT Andy Beasley, USN

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Mission at Hand LTJG Travis Dunn, USN

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HSL-60 Detachment FOUR Employ Fire Scouts for Africa Partnership Station LCDR Cedric Patmon, USN

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The Search and Rescue Lucky Charm LT Andrea Guiliano, USN

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CIT; Counter Illicit Trafficking Operation LTJG Peter Church, USN

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Fighting the War on Drugs LTJG Sam Oberg, USN

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Showtime LT Jonathan Fein, USN

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Perspective: The Evolution of HSM Community LT Andy Poreda, USN

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Naval Helicopter Association, Inc. Correspondence and membership P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139 / (619) 435-7354 (fax)

Corporate Associates The following corporations exhibit strong support of rotary wing aviation through their sponsorship of the Naval Helicopter Association, Inc

AgustaWestland Inc. BAE Systems / Electronics Bell Helicopter Textron, Inc Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Delex Systems, Inc EADS North America ExxonMobil Aviation Lubricants FLIR Systems, Inc. G.E. Aircraft Engines Goodrich Corporation LSI, Inc Lockheed Martin Mission Systems and Sensors L3 Communications / D.P. Associates Inc. L3 Communications / Ocean Systems L3 Communications / Vertex Aerospace Navy Mutual Aid Association Northrop Grumman Integrated Systems Raytheon Integrated Defense Systems Robertson Fuel Systems L.L.C. Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation

In appreciation of our advertisers Lockheed Martin University of San Diego Navy Mutual Aid Association Hovergirl Properties USAA Sikorsky Aircraft Corporation

National Officers

President................................................. CAPT David Bouvé, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards .......................................CDR Matt Niedzwiecki, USN V/P Membership ........................................CDR Jason Burns, USN V/P Symposium 2012................................CDR Marv Carlin, USN Secretary........................................................LCDR J.J. Mott, USN Treasurer ....................................................LT Ryan Klamper, USN “Stuff”.........................................................LT Gabe Stevens, USN Executive Director.................Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ............................ Colby Wilson-Shearer

Directors at Large

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

Regional Officers

Region 1 - San Diego

Directors.………………..............CAPT Shoshana Chatfield, USN

CAPT Jeff Hughes, USN President..…............................................... CDR Tres Dehay, USN

Region 2 - Washington D.C.

Page

C2 32 38 48 52 C4

Director ..…………...…………......CAPT Matt McCloskey, USN

CAPT Andy Macyko, USN President ...........................................CAPT Steve Schreiber, USN

Region 3 - Jacksonville

Director ..........................................CAPT Doug ten Hoopen, USN President..............................................CAPT Clayton Conley, USN

Region 4 - Norfolk

Director ................................................ CAPT Paul Esposito, USN President ....................................................CDR Marv Carlin, USN

NHA Scholarship Fund President...................................CAPT Paul Stevens, USN(Ret) V/P Operations........................................CDR Chris Hewlett, USN V/P Fundraising .......................................LT Sutton Bailey, USNR V/P Scholarships ........................CAPT Kevin “Bud” Couch, USN V/P CFC Merit Scholarship.............LT Jennifer Huck, USN Treasurer..................................LT Brad Davenport, USN Corresponding Secretary..................LT Sam Wheeler, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

Rotor Review # 116 Winter ‘12

Region 5 - Pensacola

Directors.............................................Col James Grace, USMC

CAPT Thurman Maine, USCG

President ...........................................CDR Paul Bowdich, USN

2012 Fleet Fly-In.........................................LT Spencer Allen, USN

Far East Chapter

President .............................................CDR David Walt, USN

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Departments Number 116 / Winter ‘12

Editor’s Log

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Chairman’s Brief

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President’s Message

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Aircrewman‘s Corner

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NHA Scholarship Fund

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Executive Director’s Notes

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View from the Labs, Supporting the Fleet

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Industry and Technology

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LCDR Kristin Ohleger, USN RADM Steve Tomaszeski, USN (Ret) CAPT David Bourvé, USN AWCM Carl Bailey, USN Page 14

CAPT Paul Stevens, USN (Ret) Col Howard Whitfield, USMC (Ret) CAPT George Galdorisi, USN (Ret)

Page 34

There I Was Complacency: Emergency Procedure Training LT Dave New,USN An SDO Trial by Fire LTJG Garvin McCorry, USN A Team Effort LTJG Corey Caswell, USN

Page 60

Page 70 Articles and news items are welcomed from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be made to Rotor Review with documents formatted in Microsoft Word ® and photos formatted as high-resolution JPEG and/or PDF by e-mail to: rotorrev@simplyweb.net or by FEDEX / UPS on a MAC or PC formatted CD to Rotor Review / NHA, BLDG 654, Rogers Road, NASNI, San Diego, CA, 92135. Also, comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to: by email: rotorrev@simplyweb.net, by mail: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 921780578, call (619) 435-7139 or FAX :(619) 435-7354 .

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Historical

Salute to Marine Corps Aviation Centennial Desmond Canavan: U.S. Marine Corps Helicopter Pilot Number One Nancy Canavan Heslop; Introduction by CAPT Vince Secades

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Change of Command

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Squadron Updates

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USMC Updates

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USCG Updates

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Book Review

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Pulling Chocks

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In Memory

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Stuff

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Editors Emeritus

Wayne Jensen John Ball John Driver Sean Laughlin Andy Quiett Mike Curtis Susan Fink Bill Chase Tracey Keefe Maureen Palmerino Bryan Buljat Gabe Soltero Todd Vorenkamp Steve Bury Clay Shane

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

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Editor’s Log

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elcome to Rotor Review 116! What is your primary mission?

Well, that is exactly what the editors and I were hoping to get an answer to with this issue. Over the last several years it has come to our attention that some squadrons are beginning to do these interesting missions that no one really seems to know much about.

Several pilots and aircrewman on either disassociated or joint tours often send us e-mails mentioning things like, “We heard a rumor that a CVW HSC squadron is detaching from a CG, or that there is a helo detachment in Italy, or that HSM squadrons are deploying with UAVs!” Many of us still attached to a squadron take this information for granted, and say “Of course! Didn’t you know?”

The editors of Rotor Review and I took this into consideration when deciding

Chairman’s Brief

on the focus of this issue. We realized that this magazine is the place to keep our community informed on the latest and greatest information and current missions going on all over the world.

Those who are slightly removed from the community definitely rely on Rotor Review to keep them up to date on the current affairs of naval rotary wing aviation. We usually get some information from the Squadron Update section, but we wanted to focus more on the mission in this issue than just an update on the squadron.

This issue is full of outstanding articles including information about the first squadron deploying with the long desired forward firing cannon, a reprint from Vertical Magazine focusing on the mission of Station SAR Fallon, and CAPT Doug Yesensky, USN (Ret) blesses us with yet another extremely insightful yet potentially controversial article regarding the future employment

“then” is formalized crew coordination pring is in full bloom underpinned by structured mission here in Patuxent River, set training and simulation. “Tactics, Maryland. That can only mean Techniques and Procedures” is the NHA’s National Symposium dynamic that evolves with technology has come and gone. After last and the threat. ASW/ASUW/SSSC were year’s benchmark Centennial event, our 2012 “then”, as they are now, our principal NHA planning committee, led by Skipper “Primary Missions.” Back “then” most Marv “Marvelous” Carlin, HSC-2’s “Fleet CAGs weren’t worried about or much Angels” Commanding Officer, had but one interested in ASW. “Papa Golf” and challenge: Keep the momentum, energy and logistics were what mattered. How Fleet enthusiasm from our Centennial of Naval times have changed. Back “then”, HACs Aviation San Diego Symposium going. I have “winged” with experience most pop up watched the Norfolk plans evolve and I was unplanned missions: “Hey, 612, could certain that we would be very pleased with you…” was a familiar radio call. Babyboth the venues and revamped event agenda vacs, domestic flood rescues, forest our volunteer Symposium team has developed. fires, checking out random, suddenly 2012’s NHA Symposium was May 14-17, 2012 suspicious surface contacts; you name it, at the Marriott Norfolk Waterside. You can we could do it, or at least try in a prudent check out NHA’s web site NHA Symposium manner. Today, HSC/HSM squadrons Facebook page for highlights. 2012’s keynote (19 CSG helos) make up 25% of most speaker was our own Vice Admiral Kendall air wings. Their integration into the CSG Card, Deputy Chief of Naval Operations for has provided warfare commanders new Information Dominance/Director of Naval vectors of doing business as we execute Intelligence and senior unrestricted Naval our HELO CONOPS. Inside you will Aviator. read stories about VIP dets, mine warfare, Rotor Review #116 features articles air ambulance, combat logistics and the on rotary wing “Primary Missions.” Our management of Unmanned Aviation editors have reached out to the Fleet to give Systems…. and yes, ASW/ASUW/ISR/ our community an opportunity to elaborate SPECOPS. We have an extraordinary on the diversity of mission sets we perform community of pilots, maintainers and at sea and ashore on a routine basis. From my aircrew who fly sophisticated, lethal Rotorthe Review # 116 Winter 6 diverse perspective most striking change ‘12 in how aircraft and execute a critical, we do business now and how we did business array of “Primary Missions.”

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of the MH-60S. In addition to these wonderful articles, you may notice something new.

An idea was proposed by NHA member LT Nick Kesler to honor those who have served our helicopter community for 20 years or more and celebrate their retirements. We have a new section in Rotor Review called “Pulling Chocks.” This first issue has just a few of those who have retired this past year and we would love to continue to honor them in the issues to come. Eventually we will welcome the newest members of the helicopter community alongside those who have retired as we plan to announce the newest wingers. Please continue to send your ideas our way to help make this magazine even better!

I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future.

LCDR Kristin Ohleger, USN Rotor Review Editor-in-Chief

2012 Marks the Centennial of Marine Aviation.

“For nearly 100 years, Marine Aviation has demonstrated the adaptability, agility and unique ethos that come with the title “Marine.” Supporting our ground and logistics brothers and sisters, Marine Aviation has forged a lasting legacy of professionalism, innovation and transformation. The centennial of Marine Aviation provides us a unique opportunity to reflect on this legacy of success as we turn our eyes to the future.”

— General James F. Amos, 35th Commandant of the Marine Corps

Paying tribute to that legacy is an historical article written by Mrs. Nancy Canavan Heslop and our historian Vince Secades, about her father, LtCol Desmond E. Canavan, our first Marine helicopter pilot on page 33. Simply fascinating.

Continue on page 5

Continued from page 4

And if you did not know, our “From the Labs” award winning columnist Captain George Galdorisi, USN (Ret) has gone Hollywood!

George’s book (with co-author, former Navy SEAL Dick Couch ‘67) Tom Clancy Presents: Act of Valor was released on January 10. In its first week of ratings, George’s book opened at #26 on the New York Times’ extended bestseller list. The following week it climbed up to #5 on the NYT’s mass market paperback bestseller list. It’s also made the top ten with Publisher’s Weekly. The book is a novelization of the movie, Act of Valor that opened on February 24, 2012. Check out the link to Defense Media Network’s website www.defensemedianetwork.com . It has the “story within the story” about how the movie came to be made and the book came to be written. Congratulations, George! Hope to see you on next year’s Academy Awards show! See LCDR (Ret) Chip Lancaster’s Book Review on Tom Clancy Presents: Act of Valor on page 73.

Briefing Notes: 1.

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Our prayers and condolences go out to our seven Marine shipmates and their families who were lost 22 February in the mishap involving an AH-1W Super Cobra and a UH-1Y Huey utility helicopter. Six Marines were assigned to Marine Light Attack Helicopter Squadron 469, based at Camp Pendleton and one Marine was stationed at Yuma-based Marine Aviation Weapons and Tactics Squadron 1.

Our thoughts and prayers also go out to our Coast Guard shipmates who were lost on 28 February from Coast Guard Aviation Training Center (ATC) Mobile. They were flying the MH-65C, the Dolphin. Rough month.

I-Bar Social: There was a well attended I-Bar Social with the AIRBOSS, VADM Myers, on 22 February. The event was open to the entire helicopter community. I bet he had some questions on the logic of the revised aviation career continuation pay.

K-MAX Briefing: On 6 January, former Marine aviator TJ Anderson, former Lockheed Martin Program Manager for the USMC Cargo Resupply UAS Rapid Deployment Capability (K-MAX), presented a K-MAX program briefing and Afghanistan deployment status update during NHA’s quarterly Pentagon professional luncheon. Attendees included RADM Bill Lescher, representatives from The Joint Staff J-8, Office of the Undersecretary of the Navy, Headquarters Marine Corps Aviation and Office of the Chief of Naval Operations N3/ N5 and N2/N6.

Sikorsky X-2 Technology Demonstrator: Sikorsky’s X-2 Technology Demonstrator was presented and briefed by Mr. Dave Walsh, X-2 Test Chief, at the Patuxent River Air Museum on 19 January. Attendance consisted of 134 Naval Air Systems Command and industry personnel at this NHA educational forum. The X-2, which was on display at the museum, achieved a world-record 250 knots in level flight by a helicopter on 10 September 2010 and was en route for induction into the Smithsonian Air and Space Museum.

Sequestration: Do you know how Sequestration could affect you, your Navy and our nation? You

should. Sequestration is a mechanism through which automatic, across-theboard spending cuts are made. I wrote to all 3 of my representatives expressing my personal opinion regarding the impact of sequestration kicking in. To summarize the issue, in August ‘11, lawmakers passed the Budget Control Act that raised America’s borrowing limit on the condition that $2.1 trillion be cut from the nation’s debt. The first half of that would come from spending caps imposed on discretionary spending over the next decade, including an estimated $487 billion from the Pentagon over the 10-year period. If Congress fails to raise the remaining $1.2 trillion, automatic spending cuts would start in January 2013, including an additional $500 billion cut automatically from DoD. Pay attention to this challenge.

It’s that important.

7. Aviation Battle Efficiency (Battle “E”) awards: Commander, Naval Air Forces (CNAF) announced the winners of the 2011 Battle “E” awards 10 February. The aviation Battle “E” is the Navy’s top performance award presented to the aircraft carrier and aviation squadron in each competitive category that achieves the highest standards of performance readiness and efficiency. The award recognizes a unit’s training and operational achievements while including a balance that incentivizes efficiency.

USS Carl Vinson (CVN 70) was the Battle “E” winner of the aircraft carrier category for the West Coast while the USS George H.W. Bush (CVN 77) won for the East Coast.

In the aviation squadron competitions, each Type-Commander selects a winner in every category, while CNAF selects Navy-wide winners, resulting in three sets of recipients.

---------------------------------------------The 2011 Commander, Naval Air Force

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Atlantic squadrons selected as Battle “E” winners are: • HSC-9 Tridents for the HS/HSC category • HSL-42 Proud Warriors for the HSL EXP category • HSC-28 Dragon Wales for the HSC EXP category The 2011 Commander, Naval Air Forces Pacific Fleet squadrons selected as Battle “E” winners are: • HS-4 Black Knights for the HS/HSC category • HSL-37 Easy Riders for the HSL EXP category • HSC-23, Wildcards for the HSC EXP category The 2011 CNAF squadrons selected as Battle “E” winners are: • HSM- 77 Saberhawks for the HSM category • HM-15 Blackhawks for the HM category The Battle “E” competition is conducted to strengthen individual command performance, overall force readiness, and to recognize outstanding performance within the naval aviation force. Grading metrics for attaining the Battle “E” award include: Operational achievement, training, inspection accomplishments, material and personnel readiness, aviation safety, weapon systems and tactics development, and contributions to the aviation community. Congratulations to all our Battle “E” squadrons!

That’s all for this briefing. It was good to see you all in Norfolk! Fly Well and Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

President’s Message

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reetings to all rotary wing shipmates!

First, I want to thank all of the people who worked so hard with the set up that went into another great Symposium in Norfolk.

By the time this magazine goes to press, the event would have come and gone, but the incredible efforts of Skipper Carlin and his crew in Norfolk paid off, tremendously.

On behalf of every unrestricted Naval Aviator, Also, I would like to give a special thanks and salute to our industry partners, without whom NHA 2012 itself wouldn’t had been possible. We had lined up some great speakers, great vendors and had one of the best reunions we had seen to date. Talk it up among your wardrooms, shops, and your networks of separated and retired bubbas – lets do it again in 2013!

The theme of this issue of Rotor Review is “Primary Missions,” and I’d like to provide two perspectives on this. First, the primary missions of our Navy, USMC and USCG helicopters are clearly understood. We learn, study, and practice these missions at every turn. The expectations placed on rotary winged aircraft have never been higher, nor have the stakes – we are the sole organic airborne ASW asset for the strike group, the sole platform for airborne counter mine operations, and the asset without which the LCS would lose the majority of its kinetic power. Never in the history of Naval Aviation has so much funding and emphasis

been placed on helicopters. We have an obligation to deliver on those expectations – our Navy and Nation deserve nothing less.

Secondly, I believe there is another implied Primary Mission in the rotary winged community, one that applies to every aircraft type; and that mission is to strive for continual improvement in basic flight skills, in tactical development, and in technological innovation. We must always set standards and expectations high for our junior pilots and aircrewmen, and ruthlessly strive to constantly learn more, fly better, fight harder, and teach more effectively. Most of this effort happens at the squadron level, but NHA also provides a forum for aviators from all communities to gather, learn, socialize, and share ideas with each other and our critical industry partners. So at the Symposium this year, enjoy everything it has to offer, but I challenge all of you to meet someone from another community, shake hands with a vendor you don’t know, and come prepared to ask good questions at the panels and meetings.

I’m proud to be a part of such an outstanding community, and I look forward to seeing all of you in Norfolk and out in the fleet!

CAPT David Bouvé,USN NHA President

Aircrewman’s Corner

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ello Aircrew Professionals; Welcome to RR 116! Whether it be ASW, Air Ambulance, training Pilots and Aircrew or Search and Rescue (or one of the many primary missions out there) One of the most important keys to being successful in your particular “Primary Mission” is ensuring that everyone on your team knows exactly what your primary mission is and what their role is in getting it accomplished.

All of the more senior folks at your command will know what the primary mission is. The true test to know how well the primary mission has been disseminated is to ask the more junior Sailors in the command. If the majority of the young and senior Sailors know what the primary mission is and what their part in getting the mission accomplished is, you will find that those commands are the most effective.

Whatever your primary mission is, be good at it, be safe and have some fun…..!! Fly safe out there… Sit back enjoy and give this edition of RR a good read.

AWCM Carl T. Bailey II USN Rotor Review Aircrew Editor

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NHA Gulf Coast Fleet Fly-In NAS WHITING FIELD October 23-26, 2012

65 Years of Marine Corps Rotary-Wing Aviation For more information, contact LT Spencer Allen at spencer.allen@navy.mil Rotor Review # 116 Winter ‘12

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NHA Scholarship Fund

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ebruary 15th marked the end of our 2012 scholarship application cycle and I’m happy to report that the number of applications from both family and active duty personnel has risen again this year. As the word gets out to the Naval rotary wing community, we expect those numbers to increase significantly in the next cycle. Paralleling that increase is the number of scholarships we expect to give out this year. Thanks to the Charles Command Charitable Trust, the Naval Helicopter Historical Society (NHHS), the Mort McCarthy Memorial Scholarship Fund and our parent NHA, we look to award up to 15 scholarships totaling nearly $35,000 this year. I might add that all who read this column can play an active role in helping us get the word out to both potential applicants and contributors that we want you to join us in “NHA’s most worthwhile endeavor”.

As we work through the selection process, I would like to recognize and thank NHA’s Regional Presidents for the work they do every year in picking the “best of the best” for our awards. This is no easy task considering the high level of academic performance and community service our applicants achieve. Simply put, without the efforts of our regional selection committees, the NHA Scholarship program could not exist.

Also, I would like to thank Randy Randolph of 12 O’Clock High, who donated two models for our model raffle at the NHA Symposium. Congratulations to LCDR Jose Pehovas-Diez and Tony Longe as the winners of the two models and thank you all who contributed in the raffle during the event.

I usually save the last part of my column to talk about the many, many ways that our rotary wing family can contribute to our scholarship fund. While your financial support is needed, there is also a need for volunteers to help us with this important work. Our national committee here in San Diego is staffed by a few outstanding active duty lieutenants that volunteer more than their share of free time to administer the Fund. I am always looking for former and/or retired rotary wing personnel in the San Diego area to help us grow the Fund. If you’re interested in having an impact on the future of the NHA Scholarship Fund, email me at pstevens.nhasf@cox.net .

Hold fast, CAPT Paul Stevens, USN (Ret) NHA Scholarship Fund President

Executive Director’s Notes

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y the time you receive this issue of Rotor Review our annual Symposium would had come and gone; and hopefully, you had the chance to register to attend. As you discovered, this year NHA used Armed Forces Reunions, Inc. to manage registration. Managing Symposium registration and membership simultaneously has been very stressful for one person in the home office. We have used part time people to assist in the past but they don’t travel to the Symposium when it is on the east coast. AFR has been handling registration for a number of associations’ conventions and have an excellent reputation. The only drawback at this time is AFR did not use PayPal. Also, AFR did charge for credit card processing expenses that credit card companies charge (~3%). This is a charge that NHA normally absorbs for PayPal or credit card membership transactions.

The good news is that Symposium 2012 had every indication of being a winner. CDR Marv Carlin, CO, HSC-2, LT Anne Crawford, and the Committee did an outstanding job planning for the events.

We had the golf tournament on Monday, leaving Tuesday through Thursday for briefings and meetings. One of the highlights will be the Member’s Reunion, which was held at the cruise ship reception facility, Half Moone, next to the Elizabeth River and a block from the Marriott Hotel. Aerobatic helicopter pilot Chuck “Malibu” Aaron has volunteered again to do his flight demonstration at the Members Reunion.

By the way, when you move, please remember to send NHA your new address. Rotor Review magazine is not forwarded by the post office. We do pay the post office $0.50 to send us the address labels from undeliverable magazines. Then Colby Wilson tries to contact you and re-confirm your new address. A change of address post card on your part would help a lot, and you won’t miss an issue of Rotor Review.

Col. Howard M. Whitfield, USMC (Ret) NHA Executive Director

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A View From The Labs... Supporting The Fleet

By CAPT George Galdorisi, USN (Ret)

Primary Missions here do we start? And just as importantly, where do we end?

It is not hyperbole to say that there is no aspect of naval warfare, and virtually no aspect of joint, interagency, and coalition operations, where naval rotary wing (Coast Guard, Marine Corps, and Navy) does not have not only a primary, but an indispensible role. This has been wellchronicled in previous editions of Rotor Review as well as in a wide range of other professional journals from the U.S. Naval Institute Proceedings, to Wings of Gold, to The Hook.

But due to a number of factors, not the least of which is that America has been in a “hot war” in the Mideast and South Asia for more than a decade, details about what the military does is getting vastly more play in the mainstream media. And beyond landlocked conflicts like Afghanistan (where rotary wing aviation is prominent) recent operations such as the rescue of Maersk Alabama Captain Richard Phillips, the raid that killed Osama bin Laden, the recovery of the U.S. Air Force F-15E that went down in Libya, and most recently, the hostage rescue in Somalia would not have been possible without rotary wing assets. Primary missions.

And now, what naval rotary wing aviation brings to the fight is gaining even more prominence. One need look no further than the recent blockbuster movie, Act of Valor. For those few of you who haven’t seen this movie yet, or for many others who may have seen the movie but been so carried away by the story and the action you haven’t yet had an opportunity to reflect on how prominently naval rotary wing plays in these kinds of special operations actions, it is worth pausing a moment and reflecting a moment on how these formerly once-in-a-long-while kind of missions are now primary missions.

First a few preliminaries about Act of Valor. Act of Valor, a Bandito Brothers/Relativity Media production, was released on over 3,000 screens nationwide on February 24, 2012. Just a quick look at the movie’s trailer on the movie’s official website: http:// actofvalor.com/ gives some indication of why this unique movie – the first one ever starring active duty U.S. Navy SEALs – was so successful. It is not hyperbole to say that Act of Valor is the most unique movie ever made. In much the same fashion, the novelization of this movie, Tom Clancy Presents: Act of Valor is also a unique novel.

First, some basic blocking and tackling about the movie. Act of Valor is a feature-length film about a team of Navy SEALs who are charged with finding a kidnapped CIA agent, which in turn, leads them on a mission to stop terrorists planning a series of suicide bombings in cities across the United States. The way that the SEALs take bits and pieces of intelligence and piece it together to support their operations closely mirrors the way SEALs – as well as other U.S. Special Operations

Forces – conduct their missions today.

The genesis of the project was perhaps best explained in an article by John Jurgensen in the August 26, 2011 The Wall Street Journal. According to Jurgensen, “The goals of the production were to bolster recruiting efforts, honor fallen team members, and correct past movie productions that did not represent the SEALs accurately.” The movie accomplishes all this, and more.

Importantly, Act of Valor did not cost American taxpayers a cent. As the Navy’s Chief of Information explained, “All evolutions you see in the movie involving ranges, vessels, aircraft, and submarines were part of regularly scheduled training and were at no cost to the Navy or American taxpayers.”

Uniquely, and unprecedented for the SEAL community which prides itself on being “the silent warriors,” Bandito Brothers was given access to Navy SEAL training evolutions and allowed to shoot training operations – many of them live-fire events – in a way that did not interfere with the training ops. While not “invisible,” the Bandito Brothers’ cameramen were an unobtrusive force.

And while Act of Valor is not a recruiting film, per se, as Navy SEAL Captain Duncan Smith explained at a screening of Act Continue on page 10 2012 © Relativity Media, All rights reserved.

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A movie clip from the movie “Act of Valor” of a Navy SEAL coming out of the water.

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Continued from page 9

of Valor for the San Diego Cinema Society on February 13, 2012, “Some people will see this film and just be glad that someone else is performing these challenging and often dangerous missions. But others will see not only SEALs, but other U.S. military professionals, doing their job and be motivated to explore that as a career option.”

Bandito Brothers’ director, Mike “Mouse” McCoy, has spoken with the media on numerous occasions and has pointed out that Act of Valor is “Rated ‘A’ for Authentic.” A February 17, 2012 article by Ward Carroll and Jim Barber on Military.com confirms this. As Carroll and Barber point out: Every SEAL mission area is featured in luxurious visual detail -- from HALO to high value boarding search and seizure to SEAL delivery vehicle ops. And veteran special operations bloggers who’ve attended pre-opening screenings have unanimously gone on the record saying that AOV “gets it right” from a technical and operational point of view.

The Bandito Brothers spent two years filming these actual SEAL training events and emerged with 1,800 hours

of film footage. Working in close coordination with the Naval Special Warfare Command, the Bandito Brothers were careful not to film any evolutions that would reveal matters of a classified nature. Additionally, once this massive amount of film was “in the can,” SEALs at the Naval Special Warfare Command carefully reviewed the footage to be absolutely certain no SEAL tactics, techniques or procedures were revealed that would in any way compromise current or future operations.

While the movie features SEALs as the primary protagonists, one cannot watch the movie and not come away with strong impression that there are a host of “enablers” who support SEALs on their missions and are often “in the fight” with them. Naval Special Warfare Command representatives have made that point repeatedly at early screenings of the film because, not surprisingly, most of the general public is unaware of these enabling professionals. Now they will be.

Chief among these enablers are naval rotary wing assets. Navy SH-60s are there inserting SEALs on a 180-foot yacht the SEALs take down to capture a terrorist. They are there to take the SEALs to a location in Mexico.

Marine Corps helos are there supporting operations aboard USS Bonhomme Richard (LHD-6). Naval rotary wing assets are there, in the background,

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elsewhere in the movie.

But what is important, even crucial, is this uniquely-authentic movie was compelled to use these assets because nothing else made sense! The reality of naval, joint, interagency and coalition operations today is that these operations most-often emanate from and must be supported from the sea. That’s where naval rotary wing operates, on large decks and small, day and night, and in all kinds of weather. It is our hallmark and now our trademark. Primary missions.

To make Act of Valor, the Naval Special Warfare Community gave Bandito Brothers unprecedented access to their community and took some risks. As explained

by Ward Carroll and Jim Barber of Military. com: “[Act of Valor] was shot outside the system. All of the money was raised independently and Relativity studios didn’t get involved after the May 2011 Osama bin Laden mission in Pakistan.” But for the Naval Special Warfare Community, the payoff was there – big time.

In an era of declining defense budgets and draconian cuts in many military programs, it would be naive to think that the naval rotary wing community is immune to such cuts. Maybe it’s time to “take some risks” and let the nation know about the full range of our primary missions and our unique role in ensuring the security and prosperity all Americans enjoy.

Article by John Hardy, Ampex Data Systems

Ampex Data Systems Corporation has recently supplied the Royal Australian Navy with the capability to record and replay High-definition H.264 streaming video onboard the Navy Fleet Arm S-70B Seahawk helicopters. Photo courtesy of Ampex Data Systems

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s part of the Seahawk Capabilities Assurance Program (SCAP), Ampex Data Systems have provided their new TuffServ 100v (TS 100v) video server system interfaced with the L-3 WESCAM, MX-15HDi EO/IR sensor. The TS 100v video servers give the capability to record High-definition video and embedded KLV metadata information from the aircraft sensor and mission systems. Up to 8 hours of data can be stored on a single hot-swappable solidstate Compact Flash memory card. Postmission processing is provided on either a PC or laptop computer using COTs Windows® software.

Beyond the capability to record and replay sensor information, the TS 100v is fitted with a Gigabit Ethernet network interface that supports play-out to onboard mission monitors as well as aircraft tactical data link systems.

System integration and tests are being undertaken by the SCAP team

based at HMAS Albatross, NAS Nowra, NSW Australia.

Ampex provided system demonstrations of the TS 100v Video Server system’s record, replay, archive capabilities to attendees of this year’s NHA Symposium in Norfolk, VA. They are currently in discussions with other

Industry and Technology

High Definition Video Capability for the RAN Seahawks

maritime helicopter operators for potential use of this light-weight, low cost sensor recorder system to support operational data acquisition requirements.

For further information on the TS 100v please contact Mr. John Hardy at (619) 701-0476 or jhardy@ampexdata.com .

TS 100v HD Video Server System - Supports Record, Replay and Archiving of H.264 High-definition video, KLV metadata with full GigE Network interoperability. Photo courtesy of Ampex Data Systems

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Unmanned Helicopter Makes First Delivery For Marines In Afghanistan Article and Photos by Cpl. Justin Boling, USMC

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nmanned systems have revolutionized combat aviation, providing a colossal advantage in the fight against terror with surveillance and close-air support.

Recently, a detachment of Marines from Marine Unmanned Aerial Vehicle Squadron 1 in Afghanistan added aerial re-supply to the list of UAV capabilities.

The detachment completed its first unmanned aerial system cargo delivery in a combat zone using a helicopter in Afghanistan, Dec. 17. “We delivered cargo today that was supposed to be delivered by convoy, now that convoy has three pallets that it does not have to carry,” explained Maj. Kyle O’Connor, the officer-in-charge of the squadron’s cargo re-supply unmanned aerial system detachment. The unmanned helicopter moved about 3,500 pounds of food and supplies to troops at Combat Outpost Payne. The helicopter, an unmanned variant of a K-MAX, completed the delivery in about an hour and a half. “It is a milestone, certainly. We have delivered a lot of loads in the States during training, testing and evaluation,”

K-MAX doing UAV delivery near the combat zone in Afghanistan said Steven Athanas, a representative from Lockheed Martin. “Now that we have integrated it into the battlespace, we have gone from what you think can happen -- to what can happen.” A

human-piloted variant of the K-MAX helicopter was first developed in the 1990s.

The manned version is used for heavylifting in corporate industry, including logging.

Continue on page 13

SCAN AND GO TO WEBSITE

Join Us online!

Online membership application • Current Events • Feature Articles online & comments section • much more.

Experience It ! Go to www.navalhelicopterassn.org. NHA is officially on Facebook , LinkedIn, and Twitter Rotor Review # 116 Winter ‘12

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Industry and Technology: Unmanned Helicopter Makes First Delivery Continued from page 12

“This is a demonstration phase to test the true capabilities of this aircraft and how well it can perform its job in a combat environment,” said O’Connor. “With every flight in theater we are collecting data, and at the end of the day we are going to look at all of that data and decide whether or not to make it a program of record.” “During this phase we will be making some adjustments to make it easier to use, but mostly I think the biggest adjustments will be seeing how many different ways we can use the unmanned aerial system,” said Athanas. At the end of a six-month assessment in Afghanistan, the Marine Corps will have the option to fully implement the platform.

Scan Code and Watch the video of the KMAX in Afghanistan on Marines from Marine UAV Squadron 1 in Afghanistan completed their first unmanned aerial system cargo delivery in a combat zone last December.

Video courtesy of Lockheed MartinVideos

CH-53Es join Marine Corps squadron in Hawaii Article of Tony Osborne, Rotorhub Staff. Reprint on www.shephardmedia.com

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MH-463 is the only squadron at Kaneohe Bay to transition to the CH53Es and they are the last heavy helicopter squadron in the Marine Corps to receive them.

CH-53E’s lined up for takeoff

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even CH-53E’s arrived at Marine Corps Air Station Kaneohe Bay on 21 February where they will form a new fleet under Squadron HMH-463 Pegasus. More Super Stallions are expected to arrive later this year bringing the unit’s total

compliment to a full squadron of 12.

HMH-463 is the only squadron at Kaneohe Bay to transition to the CH-53Es and they are the last heavy helicopter squadron in the Marine Corps to receive them. It is understood that several of the aircraft taken on by the

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unit previously served with HMX-1, the Marine Corps’ VIP unit.

The unit previously flew the CH-53D Sea S t a l l i o n , which was ceremonially retired from service on 10 February.

The squadron is preparing to work up the CH-53s in preparation for the upcoming 2012 Rim of the Pacific Exercise, the world’s largest maritime naval exercise, which includes the US, UK, Japan, South Korea and Australia and various other nations.

Kaneohe Bay is set to undergo many changes in the coming year. As well as the arrival of the CH-53Es, the air station is also consulting residents about the possible basing of MV-22 Ospreys and a HMLA squadron of AH-1 Cobras and UH-1Y Hueys.

Industry and Technology

APKWS heading for Afghanistan

Article by Tony Skinner Reprint from www.shephardmedia.com

The US Navy has completed operational testing of the Advanced Precision Kill Weapon System (APKWS) and the weapon will soon be deployed with US Marine Corps helicopter units in Afghanistan.

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he system, which is currently in low-rate initial production (LRIP) with contractor BAE Systems, concluded initial operational test and evaluation (IOT&E) testing in January following more than 50 test firings from USMC AH-1W and UH-1Y helicopters to ranges out to 5 km.

Director of BAE Systems precision guidance solutions group John Watkins confirmed that the company was currently delivering APKWS to the USMC for fielding with operational units.

To date, the company has completed manufacture of 325 APKWS units under the LRIP I contract and is currently half way through production of a second lot of 600.

“In terms of full rate initial production, we have now submitted our proposals and we expect to be on contract within the next couple of months,” Watkins said.

“That depends on a couple of factors — the navy is looking for about 1000 missiles and there is also a lot of international interest so there will be options in the contract for that as well.’

To equip AH-1W and UH1Y helicopters, the USMC is looking for 1,000 systems in FY12, and 2000 in FY13. However, these totals do not reflect the expected requirements for AH-1Z, Fire Scout, other platforms, or international FMS requests for APKWS, which allows the unguided Hydras rocket to be converted into semi-active laser guided munitions.

Watkins said the company had already had interest from “half a dozen” international users of the Hydra rocket and was confident of an export contract by the end of the year.

In late January the company fired its first APKWS from a fixed-wing aircraft, successfully hitting a target 5km away from a Hawker Beechcraft AT-6C. Watkins said that given the need for low-cost reconnaissance and attack aircraft around the world, the test was a good example of the system’s “unpack and shoot” flexibility.

He also highlighted the advantage of the sealed, mid-body design, which sees the wing-mounted laser seeker collection optics protected

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he USMC is looking for 1,000 systems in FY12, and 2000 in FY13. However, these totals do not reflect the expected requirements for AH-1Z, Fire Scout, other platforms, or international FMS requests for APKWS, which allows the unguided Hydras rocket to be converted into semi-active laser guided munitions. from adjacent rocket firings.

“The other systems that have been developed have the seeker in the nose and the blast effect from adjacent rockets in the pod damages that seeker.

So every time you shoot one, you lose 10% of the capability. That was one of the factors that caused the government to go with APKWS.”

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Features

Forward Firing Cannon Makes East Coast Debut with Dusty Dogs Article by LTJG Justin Vitalis, USN

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eginning in March of 2012, HELSEACOMBATRON SEVEN will be the first East Coast HSC squadron to receive and deploy with the M197 20mm Automatic Gun System.

Using the External Weapon System (EWS) that is currently employed for AGM-114 Hellfire missiles, the cannon will be mounted on the left side of the aircraft. Ammunition will be kept inside the cabin and fed to the weapon through an environmental barrier that attaches to the cabin door, allowing it to close during flight and refueling operations.

The M197 has a maximum fire rate of 1,500 rounds per minute, and will weigh approximately 430 pounds when completely assembled. The weapon system also incorporates a boresighted IZLID 1000P-W Laser Target Marker (LTM) to assist with targeting at night.

Further aircraft modifications include replacing the Weapons Release

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he M197 has a maximum fire rate of 1,500 rounds per minute, and will weigh approximately 430 pounds when completely assembled... The M197 will enhance the warfighting capability of the MH-60S and will primarily be used during antisurface warfare missions.

There will certainly be questions about how to best use the M197 to complement Hellfire and crew-served weapons.

trigger with a two-detent trigger to activate the laser and fire the cannon.

Just below the AFCS Control Panel, a Gun Control Panel will be installed to be the primary interface to the 20mm Automatic Gun System. It contains controls to arm and safe the laser and weapon, displays the number of rounds remaining, and indicates if a system fault has occurred. The M197 will enhance the war-fighting capability of the MH60S and will primarily be used during anti-surface warfare missions. There will certainly be questions about how to best use the M197 to complement Hellfire and crew-served weapons. The Dusty Dogs will be sure to document our lessons learned so that when the M197 comes to your squadron, you can benefit from our experience.

“Two Apaches, Cherubs Five”” Article and Photos by LCDR Jason Budde, USN

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or the last six years, the Sailors of the 2515th Naval Air Ambulance Detachment (NAAD) have fulfilled the overland MEDEVAC mission for all of Kuwait and Southeastern Iraq. Desert MEDEVAC is a mission traditionally fulfilled by the U.S. Army, but an unsustainable operational tempo for Army National Guard MEDEVAC units led the Navy to assist. The NAAD, which is currently manned by the HSC-21 Blackjacks and HSC-25 Island Knights, has executed this mission exceedingly well, and I am proud to be part of the unit. In January of 2012, we were presented with an opportunity to continue our tradition of joint excellence by helping some of our Army buddies gain a new qualification.

Following the end of Operations IRAQI FREEDOM and NEW DAWN and the removal of all U.S. forces from Iraq, the

MH-60S and an AH-64 awaits night ship landing quals Army decided to reciprocate our overland MEDEVAC support by sharing the load in a traditional Navy mission: maritime armed reconnaissance. To accomplish

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this, AH-64 Apache attack aircraft from the 1st Battalion of the 151st Aviation Regiment (1-151) were integrated into

Features: Two Apaches, Cherubs Five

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he NAAD, which is currently manned by the HSC21 Blackjacks and HSC-25 Island Knights, has executed this mission exceedingly well, and I am proud to be part of the unit. In January of 2012, we were presented with an opportunity to continue our tradition of joint excellence by helping some of our Army buddies gain a new qualification...to reciprocate our overland MEDEVAC support by sharing the load in a traditional Navy mission: maritime armed reconnaissance.

Continued from page 16

the over-water Strike Coordination and Reconnaissance plan for 5th Fleet. This integration included participation in 5th Fleet’s combined forces SHAMAL naval exercise. The exercise would utilize units from multiple nations and several U.S. services in order to further hone tactics and strengthen partnerships with our allies in the region. There was only one problem with the plan: No one in the 1-151 had ever landed on a ship.

This small impediment was nothing we couldn’t handle, though. The Navy may have taken Naval Aviators and maritime helicopters and converted them into a desert MEDEVAC unit, but it hadn’t completely taken the sea out of

the Sailor. The 2515th still maintained robust over-water capabilities, and was certainly capable of instructing Army pilots on the Navy’s home turf. Knowing this, NAVCENT gave the NAAD a call to formulate a plan. The mission would need approval from our ISIC (COMHSCWINGPAC), and waivers signed by both VADM Fox (NAVCENT) and LTG Brooks (ARCENT), but we determined that it was feasible to put the 1-151’s Apache pilots through a full ship deck landing qualification syllabus while forward deployed.

The syllabus began with CDR Brian Randall (NAVCENT Future Ops Department) and LT Jason Dickerson (Individual Augmentee) providing

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he syllabus began [by] providing ground training for the 1-151 at Udairi Army Airfield in Kuwait.

The training included lectures, familiarization with naval publications, and shipboard pattern procedures.

Once that was complete, we took two Fleet Replacement Squadron (FRS) qualified instructors from the NAAD(...) and began the flight syllabus. We started with a twoaircraft day flight in a pair of NAAD MH-60S aircraft.

CWO5 Rusty Nance and CWO3 Austin Norris were given the opportunity to familiarize themselves with the shipboard environment (...) and verbal direction from qualified Naval Aircrewmen. Following that flight, both Army pilots [were taken] out for a night Field Deck Landing Practice (FDLP) flight at the airfield, where they got to land on a simulated ship deck painted on the taxiway.

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ground training for the 1-151 at Udairi Army Airfield in Kuwait. The training included lectures, familiarization with naval publications, and shipboard pattern procedures. Once that was complete, we took two Fleet Replacement Squadron (FRS) qualified instructors from the NAAD, CDR Kyle Strudthoff and myself, and began the flight syllabus. We started with a two-aircraft day flight to the USS New Orleans (LPD-18) in a pair of NAAD MH-60S aircraft. CWO5 Rusty Nance (7,000 Apache hours) and CWO3 Austin Norris (4,000 Apache hours) were given the opportunity to familiarize themselves with the shipboard environment with oversight from experienced Naval Aviators and verbal direction from qualified Naval Aircrewmen. Following that flight, CDR Strudthoff took both Army pilots out for a night Field Deck Landing Practice (FDLP) flight at the airfield, where they got to land on a simulated ship deck painted on the taxiway. For their final MH-60S flight, we took the two Army Warrant Officers out at night to the USS New Orleans (LPD18) and the USS Pearl Harbor (LSD-52), allowing them to land on each and making them officially night deck landing qualified.

Each of the first three flight events were scheduled, briefed, and executed without a hiccup. The two AH-64 IPs performed flawlessly, demonstrating their ability to land day and night on both a San-Antonio class LPD and a Harpers-Ferry class LSD in our H-60s. For the final flight they were tasked to do the same in their own aircraft.

Flight lead for the last event was crewed by myself and CWO5 Nance in Gun 42, with dash-two crewed by CWO3 Norris and CDR Strudthoff in Gun 43. Once the two Army pilots satisfactorily demonstrated their stick skills at sea in their own aircraft to two Naval Aviators, the mission was complete. It has yet to be officially denoted which Naval Aviator was technically the first to land an Army Apache on a Unites States warship, but out of respect for my elders I will yield that honor to CDR Strudthoff. It was all in a day’s work for Naval Aviation and the 2515th Naval Air Ambulance Detachment: now with over 2,500 patients MEDEVACed and two Army AH-64 instructor pilots fully deck landing qualified.

Features

How Not to Use (Ay-Triple-F)

Article and Photo by LT Jonny “Dozer” Kane, USN

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hile aboard USNS AMELIA EARHART T-AKE6 on the 20th of June at 10:50 local, one of the ships crewmembers inadvertently activated the AFFF system in the aircraft hangar. HSC-25 Detachment One aircraft BUNO 166339 along with tools and IMRL were directly exposed to AFFF for approximately eight minutes. Detachment personnel immediately began ERT procedures.

— AFFF Message

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n 2011, I had the distinguished honor to deploy as the Detachment Maintenance Officer (DETMO) and Helicopter Aircraft Commander (HAC) for HSC-25 Det ONE. As you may know, it is rare for a pilot in the HSC expeditionary community to deploy as a DETMO. However, with a shortage of Limited Duty Officers and Chief Warrant Officers in HSC-25, I was sent to Atsugi, Japan, for DETMO School.

Soon after I completed the course, my detachment was on the way out the door and headed to sea.

Det ONE is one of the last vertical replenishment (VERTREP) detachments remaining in the Navy.

In addition to the increasingly rare experience of VERTREP, it was an exciting opportunity to learn a side of Naval Aviation maintenance that few junior officers are able to experience.

My first major incident occurred just a month into deployment when an unintentional activation of the ship’s Aqueous Film-Forming Foam (AFFF) system covered one of our aircraft, all of our tools, and a bevy of expensive maintenance equipment in the hangar.

It started out as a great day at sea: sunny and warm with no flight operations scheduled. At the time of the incident, all six pilots were on the O-6 Level aboard the USNS Amelia Earhart (T-AKE 6) conducting NATOPS training. About halfway through our training we heard a garbled voice on the OIC’s ship-issued handheld radio: “…AFFF…” The room went silent as we

Freshwater washing the MH-60S in the ship’s hangar

listened for more details.

“The AFFF system went off in the hangar.”

My heart sank as those words poured out of the radio. As the Maintenance Officer for a two-bird detachment at sea, that was the last thing I wanted to hear. As children we hear what happens to a nail put in a can of Coke. The nail dissolves and disappears. Well, the Coke was now AFFF and the nail was our helicopter.

AFFF, while great for firefighting, is a substance mixed with salt water that is extremely corrosive to metal. It can cause corrosion and rust in only hours if not properly treated and removed. All of the detachment pilots immediately jumped up and ran down to the hangar.

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At the time of our arrival it looked like a giant bubble bath.

The entire hangar was covered in AFFF. In some places, up to a foot of the bubbly, slippery AFFF piled up.

As I looked down I saw two motivated members of our detachment, AWS2 Darek Reader and AT2 Kyle Snyder, instinctively manning the freshwater hoses and rinsing the AFFF off of Knight Rider 01 (KR 01) as it fell in bubbly streams from the ceiling onto our aircraft. KR 04, fortunately, was out of harm’s way on the flight deck while being refueled at the time of the discharge.

Luckily, before deploying, I had experience conducting practice Emergency Reclamation Team (ERT) drills with numerous members of our detachment as Continue on page 19

Features: How Not to Use (Ay-Triple-F) Continued from page 18

HSC-25’s Corrosion Control and Prevention Officer. That being said, no amount of NAMPSOPs, instructions, or checklists can completely prepare a detachment for what happens when all of their tools, maintenance equipment, ERT kits, and personal protective equipment (PPE) in the hangar gets covered with AFFF. I took a deep breath and headed for the Detachment Chief, AEC Ivy Taylor.

We immediately started assigning people to specific tasks in order to minimize the damage the corrosive AFFF was inflicting on the metal surfaces of our aircraft, tools, and equipment.

One of our first priorities was to clean our PPE with fresh water since, at that moment, we had none that wasn’t contaminated. We also had to clean and inventory our ERT kit, which was stored in the hangar and thoroughly soaked with AFFF. While some maintenance personnel were starting to clean the PPE with their division officer, others were preparing to move KR 01 out to the flight deck. The rest of the detachment personnel were moving toolboxes and maintenance equipment out of the hangar and staging it for cleaning.

Once the AFFF had been secured, the ship continued to flush saltwater through the pipes for an additional 15 minutes before the sprinklers came to a drip. While not as corrosive as AFFF, saltwater can still wreak havoc on aircraft and expensive electronic components if not quickly rinsed off with fresh water. During that time, maintainers were continuously rinsing KR 01 with fresh water until it could be moved onto

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he AFFF system went off in the hangar.. My heart sank as those words poured out of the radio. As the Maintenance Officer for a two-bird detachment at sea, that was the last thing I wanted to hear. As children we hear what happens to a nail put in a can of Coke. The nail dissolves and disappears. Well, the Coke was now AFFF and the nail was our helicopter. AFFF, while great for firefighting, is a substance mixed with salt water that is extremely corrosive to metal... All of the detachment pilots immediately jumped up and ran down to the hangar.

At the time of our arrival it looked like a giant bubble bath. the flight deck. The T-AKE class ship has a flight deck large enough to allow both helicopters on it at once (when they are folded). KR 04 was quickly moved to make room for KR 01. Once KR 01 was positioned on the flight deck, maintainers began to de-panel the aircraft. Over the next six hours, the detachment conducted three laborious full-aircraft wash jobs with soap. Once the aircraft was thoroughly washed and rinsed, they meticulously inspected every nook and cranny and then treated the aircraft with fluid film, a corrosion preventive compound (CPC).

Meanwhile, the Assistant Officer-In-Charge, LT Justin Pacheco, was working tirelessly with the rest of the detachment moving all the toolboxes and maintenance equipment out of the hangar and onto the flight deck. The

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he entire hangar was covered in AFFF. In some places, up to a foot of the bubbly, slippery AFFF piled up... no amount of NAMPSOPs, instructions, or checklists can completely prepare a detachment for what happens when all of their tools, maintenance equipment, ERT kits, and personal protective equipment (PPE) in the hangar gets covered with AFFF. I took a deep breath and headed for the Detachment Chief, AEC Ivy Taylor. We immediately started assigning people to specific tasks in order to minimize the damage the corrosive AFFF was inflicting on the metal surfaces of our aircraft, tools, and equipment.

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ship’s crew was extremely helpful aiding us with moving our gear out of the hangar, cleaning up the excess AFFF, and providing us with forklifts and cleaning equipment.

Once all our gear was moved out of the hangar and both aircraft were secured, we also used the freshwater hoses to rinse off everyone who could have been exposed to AFFF, which was the majority of the detachment.

Once completed, we rotated people back to their rooms to take a shower and change clothes. Anyone who had their face or skin exposed to the AFFF was sent to the ship’s Medical Services Officer. Once all of our gear was out of the hangar and everyone had a chance to clean up, we continued the arduous task of cleaning off every piece of gear and equipment that had been covered in AFFF. I did not realize how many pieces of gear we took on detachment until I saw every toolbox emptied and every tool cleaned and treated with CPC. What had started as a relaxing no-fly day had turned into one of the busiest days of deployment. As the day wore on and the sun was beating down on our people, I could tell that every person on the detachment was exhausted, especially our night shift that had been called back in only hours after leaving work. Over the course of the day, every maintainer dug deep and gave a herculean effort to help avert what was initially classified as a Class Bravo ground mishap.

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Features: How Not to Use (Ay-Triple-F) Continued from page 19

Chief and I inspected KR 01’s transition section and nose bay expecting the worst. We were anticipating having to start bagging and tagging parts to be sent off for maintenance. To our surprise, no AFFF or saltwater had worked its way onto any of the parts or electronics in either section. This was a direct result of our maintainers adhering to standard maintenance practices. When the AFFF struck, all intake covers were in, all panels secure, engine bay doors closed, cockpit and cabin doors shut, and the hydraulic and nose bays were latched.

All of these actions prevented potential AFFF intrusion into the aircraft. As an additional precaution, after every flight during the next week the maintainers conducted a full freshwater rinse and aircraft wash with soap.

On any shipboard detachment, it is difficult to store equipment anywhere but the hangar. We learned many valuable lessons from this traumatic experience: Ensure your aircraft are secured properly with all covers in place and the doors shut when not actively conducting maintenance. Keep your PPE in an area that will help ensure its usability by keeping it safe, clean, and dry—we now use a space just outside

Continuing the clean-up on Amelia Earhart’s flight deck the hangar to store our PPE, float coats, and cranials. Do not store your ERT kits under an AFFF sprinkler on the deck— now the ERT kits are stored on pallets to keep them off the deck and are covered with plastic covers to protect them from moisture or another accidental discharge of AFFF. In the future, if it were to happen again, we would be able to remove the dry ERT kits from the hangar and suit up with clean PPE. As it turns out, we were very lucky that day. First and foremost, there were no injuries to any of our maintainers. Thanks to the fast reaction

of our sailors, there was no major damage to our aircraft either. We later discovered that one of the ship’s civilian mariners accidently actuated the hangar’s AFFF system during the refueling evolution. By leaning his hand on the AFFF button cover he caused the cover to break and pressed the button. We have all learned a lot of lessons since then, but looking back on how we worked together as a team that day, I could not think of a better group of maintainers that could have been assigned to the detachment. I cannot thank the folks of Detachment One enough for really coming through that day, taking care of business, and accomplishing our mission.

Full Circle: Jim Gould and BattleCat 20 Article and Photo by LT Hunter Scott, USN

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t’s a short flight to China Lake, but BattleCat 20 (BUNO 162339) was tired, lonely and, alas, up for the trip. Jim Gould, now the Deputy Maintenance Officer for COMHSMWINGPAC, flew the SH-60B’s first flight from the factory in Owego, NY in May 1987. On Jan 20, 2012, HSL-43’s LCDR Robert Radak, LCDR Ryan Lawrenz, and AWR1 Daniel Shaffer flew its last.

BattleCat 20 was HSL-43’s last “Bravo” aircraft. She stood alone on an empty flight line for days watching her fellow Bravos roll out and her successors roll in—brand new MH-60R aircraft with fresh paint, upgraded avionics and mission systems, and that “new car smell.” “I still remember when BattleCat 20 smelled like that,” Jim said on January 19th

Jim Gould standing in front of Battlecat 20 Rotor Review # 116 Winter ‘12

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Features: Full Circle

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t’s a short flight to China Lake, but BattleCat 20... was tired, lonely and, alas, up for the trip. Jim Gould, now the Deputy Maintenance Officer for COMHSMWINGPAC, flew the SH-60B’s first flight from the factory in Owego, NY in May 1987. On Jan 20, 2012, HSL-43’s LCDR Robert Radak, LCDR Ryan Lawrenz, and AWR1 Daniel Shaffer flew its last.

Continued from page 20

at an informal farewell ceremony for the aircraft. Now the seasoned aircraft smells of seared transmission fluid and weathered flight suits.

The Sikorsky aircraft was originally built for a 10,000 hour limit.

That limit was extended to 12,000 hours in 2003 and 14,000 hours in 2007. At 13,736.1 hours, she had one more startup and shut-down left. She flew her final 2.3 hours on a VFR flight plan up the Southern California coastline, through Los Angeles, over the mountains, and into the desert of China Lake where she rests in peace…for now. Pretty soon she’ll be stripped down to her original airframe for her final mission—target practice. Even then, they will likely

not completely destroy the old tail-bird.

The Weapons Survivability Lab will use it as a test aircraft for future survivability equipment. BattleCat 20 will continue to serve Naval Aviation, ex post facto— Resilient! The BattleCats are proud to be part of this significant milestone for both Jim and BattleCat 20.

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n February 1, 2012, Helicopter Anti-Submarine Squadron Light FOUR THREE (HSL-43) to became Helicopter Maritime Strike Squadron SEVEN THREE (HSM-73)

Coast Guard Flight Mechanics - Keeping the Coast Guard Airborne Article and Photos by PA3 Corey Mendenhall, USCG

Petty Officer 2nd Class Miguel Arrellano explains an MH-65C Dolphin helicopter tail rotor assembly in the maintenance shop.

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n today’s world it has become quite normal to view jobs that require using your hands or getting them dirty as undesirable. There seems to be a collective dismissing of the importance and merit of manual labor. Skilled tradesmen not only afford us basic comforts, their talents can save lives. In the world of maritime rescue and security, there are few people more valuable to have around than a Coast

Guard flight mechanic.

Officially called aviation maintenance technicians (or AMTs), Coast Guard aviation mechanics keep a nation-wide fleet of airplanes and helicopters ready to execute a variety of demanding and sometimes dangerous missions.

“Without AMTs we wouldn’t be able to keep these planes up and

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flying,” said Petty Officer 2nd Class Miguel Arellano, an aviation maintenance technician at Coast Guard Air Station Los Angeles.

“We make them able to go out and do those rescues.”

Coast Guard flight mechanics are charged with a wide array of responsibilities that can be grouped into two main categories.

“You have two main duties as an AMT,” explained Arellano. “You have your mechanical duties and you have your flying duties.”

When the helicopters or airplanes are not up in the sky, AMTs are working hard in the hangars, performing a multitude of tasks from metalsmithing, to conducting inspections, to changing tires, to servicing gearboxes, fuselages, wings and rotor blades.

AMTs are also responsible for painting the aircraft those instantly recognizable colors of Coast Guard red, blue and white.

When the alarm sounds and Coast Guard aircraft take to the skies, AMTs become an integral part of the flight crew, serving as flight engineers. AMTs are responsible for safely lowering and retrieving Coast Guard rescue swimmers and survivors during Continue on page 22

Feature: Coast Guard Flight Mechanics...

Keeping the Coast Guard AirboRne Continued from page 21

training and actual rescue operations.

“When you’re not hoisting,” said Arellano, “you’re backing up the pilots as an extra pair of eyes, observing air traffic and making sure they’re taking the right steps.”

These duties are not taken lightly and acquiring the skill and qualifications to perform them is no easy task. Hopeful AMTs must first meet the required score on the Armed Services Vocational Aptitude Battery (ASVAB) test, which is taken upon military enlistment.

“Next, they’ll go through the Airman Program for four months before A-school,” explained Arellano. They’ll go to an air station and learn about the aircraft, how to tow the aircraft in and out, and how to fuel.

Then it’s off to A-school for five months.”

AMT A-School is held at the Coast Guard Aviation Technical Training Center in Elizabeth City, NC. The curriculum is intense. Students are taught about every Coast Guard aircraft platform, including the MH65 Dolphin helicopter, the MH-60 Jayhawk helicopter, the C-130 Hercules airplane, and the HC-144 Casa airplane. “You have a test every day for five months,” remembered Arellano. “It’s tough, but not impossible.”

Coast Guardsmen endure the training and become AMTs for many different reasons.

Arellano originally wanted to pursue the path of a rescue swimmer. “I was pretty athletic, but I had no idea what the whole rate entailed,” said Arellano. “I was mechanically inclined already and thought AMT sounded more like something I would want to do.” It takes a lot of effort and training to become an

Petty Officer 2nd Class Miguel Arellano, an aviation maintenance technician at CGAS Los Angeles, operates the hoist on a MH-65C Dolphin helicopter during training operations off the coast of Venice, CA. AMT, even for those who possess a mechanical aptitude. For Arellano, however, the rewards are well worth the hard work.

“A lot of the time, it’s just work, work, work,” said Arellano, “but when you get that plane up just as the SAR alarm is going off and rescue three people off a sinking ship; that’s the true reward. We made it possible to save those lives.”

AMTs often stand humbly behind the scenes of glamorous rescues and don’t often receive the recognition their invaluable work deserves. So next time you hear the distinct sound overhead of a Coast Guard helicopter or airplane on its way to a rescue or patrolling coastal areas, think of the many skilled and distinguished men and women who keep the Coast Guard in the sky.

SCan the code and watch the video "Hero in the Middle" on be Courtesy of USCG Los Angeles Public Continue onAffairs page 23

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Feature: Feature Article

MH-60 Sierra’s Future Marginalized or Vitalized?

Article by CAPT Doug Yesensky, USN(Ret)

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he American people have lost their energy, support and will for small wars, specifically in Iraq and Afghanistan. Small wars may support national security interest, but currently the survival of the nation is not at great risk. Therefore, public opinion will drive America in a different direction after this too long experience with Iraq and Afghanistan.

Just recently President Obama and Defense Secretary Panetta described their vision of tomorrow’s smaller military. No matter which side of the aisle wins the presidential election in November 2012 this “smaller military” is here to stay for the next number of years. Both the President and SECDEF described a greater interest in Asia and the Western Pacific. Soon America’s National Security Strategy document will be refocused. The Navy will undoubtedly re-create and re-invest in an open ocean maritime strategy. The Navy’s role will become more centered on sea control to protect our vital over the water commerce. China has also demonstrated a greater interest in the Western Pacific by now describing their maritime strategy of moving from the first island chain to the second island chain, thereby vastly expanding China’s vision of their sea space domain. (note 1) So what is Sierras future in a blue water sea control Navy? In this author’s opinion the Sierra is a significant force multiplier in the near shore. The Sierras weapons systems of .50cal, 20mm, and Hellfire are suitable against, RHIBs, very small patrol boats and several overland threats. If the Sierra community examines the Chinese Navy order of battle out to the second island chain they will find numerous submarines, surface combatants carrying long range surface-to-surface

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o what is Sierra’s future in a blue water sea control Navy? If the Sierra community examines the Chinese Navy order of battle out to the second island chain they will find numerous submarines, surface combatants carrying long range surface-to-surface antishipping missiles and long range air with antishipping missiles as the threats to CVN Strike and Expeditionary Group’s. Those Chinese combatants are not feasible targets for today’s armed Sierra.

anti-shipping missiles and long range air with anti-shipping missiles as the threats to CVN Strike and Expeditionary Group’s. Those Chinese combatants are not feasible targets for today’s armed Sierra. In the near future will the Sierra suffer from mission atrophy or realize mission creep?

At first glance the Romeo has a great future with the blue water Navy and will enhance the Navy’s ability to control the sea lanes. Let me propose ideas to vitalize the Sierra’s role in this next era of blue water sea control.

While on the faculty of the Naval War College teaching two core courses, Policy Making and Implementation and Strategic Leadership of Large Complex Organizations, my take away was that a successful organization discovers gaps and then turns these gaps into organizational goals. About four or five years ago as I watched the Sierra program grow, I noted that there was an operational gap that Sierra could fill to broaden future mission opportunities. It was clear to me that with a dipping Romeo holding sonar contact beyond torpedo range, the Sierra could carry and deliver torpedoes on top the submarine. It is a

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huge ocean and tactical situations may not allow two Romeos prosecuting the same ASW datum. During the 1970’s, 80’s and 90’s, the S-3A Viking made a wonderful torpedo delivery aircraft for a “HOT” dipping SH-3H SeaKing holding submarine contact beyond dipping weapons range. Teamed with the Romeo, torpedo packing Sierra’s will be a force multiplier during open ocean sea control operations. I have heard that this sea control operational Sierra enhancement is gaining traction in many naval decision-making circles.

During the Navy’s last focused experience with sea control, the Cold War during the 1970’s to the early 1990’s, Battle Group ship based ASW aviation assets were the S-3A, SH-2F, SH-60B LAMPS MK III and the SH3H. Speed and range kept the S-3A carrier based jet in the mid to outer ASW zone, SH-2F and SH-60B helicopters worked the middle and outer zone depending on their surface combatant’s position and the SH-3H helicopter patrolled the inner zone. Currently there is one squadron of Romeos assigned to each Strike Group. There are hundreds Continue on page 24

Feature: MH-60 Sierra’s Future Marginalized or Vitalized Continued from page 23

of square miles of water for the Romeo to sanitize and clear of enemy submarines and surface combatants. The other Strike Group helicopter squadron, the Sierra, must expand their sensor suite to included radar, ESM and other essential sensors.

This action would greatly increase the sanitized area of surface combatants and submarines. With Romeos in sonar hovers, the range of their onboard radar and ESM is decreased. Having a Sierra at altitude with passive and active detection sensors would greatly extend the searched area. The Romeo and Sierra already share the same mission software system.

Currently, the Sierra is not using ESM and Radar software functions due to not having those sensors onboard. In talking with Sierra pilots, they tell me they are LINK 16 capable. While that’s wonderful all they can input into the link is what they see with the MARK-ONE MOD-O EYEBALL or their FLIR. Adding passive and active sensors to the Sierra will significantly increase the Strike Group’s electronic horizon using rotary wing assets.

This sensor proposal may be too late for Sierra. The rotary and fixed-wing UAV communities may have already captured the open ocean sensor coverage market. UAV people will argue that they can accomplish large ocean search and surveillance at a much reduced cost and with better on station readiness levels.

I do not believe that unmanned aerial vehicles are the panacea in the open ocean.

Sierra airframes have been bought, Sierra infrastructure is in place and expanding Sierra’s operational capability will provide one more multi-role aircraft to the fleet.

Helicopter community leadership must seriously conduct the analysis of adding value by placing open ocean sensors onboard Sierra.

The Chinese are seriously building blue water surface combatants capable of targeting and launching long range surface-to-surface missiles. During the 1980’s the SH-60B LAMPS MK III fielded an air-to- surface anti-ship missile the Penguin. Today there are those who believe that most fixed-wing Strike Group aircraft will be tasked to drive deep into enemy territory and bypass surface

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he fall 2003 issue of Rotor Review published my article, “Romeo, Sierra Filled the Gap…What Next?”

One of my main proposals of having an Special Warfare helicopter squadron that could be rapidly deployed or deployed on a regular basis has been realized with today’s HSC-84 and HSC-85. If these two squadrons survive ... budget cuts, they should support naval operations in the near shore area. Detachments from these squadrons could support anti-pirate operations, law enforcement operations, and escort operations in restricted straits. combatant threats. This leaves a lot more open ocean war at sea responsibilities for helicopter assets than ever before.

I have not heard of the Sierra moving to acquire an air-to-surface anti-warship missile capability, they are presently too centric on weapons like Hellfire and 20mm. If Romeo is also not looking at this capability, both communities must pursue an open ocean air-to-surface antiship strike capability. Interestingly the Chinese are displaying greater interest in using armed helicopter in the open ocean.

The fall 2003 issue of Rotor Review published my article, “Romeo, Sierra Filled the Gap…What Next?”

One of my main proposals of having Special Warfare helicopter squadron that could be rapidly deployed or deployed on a regular basis has been realized with today’s HSC-84 and HSC85. If these two squadrons survive near year budget cuts they should support naval operations in the near shore area.

Detachments from these squadrons could support anti-pirate operations, law enforcement operations, and escort operations in restricted straits. During the Iranian-Iraqi War of the mid-1980’s Iran attempted to close the Strait of Hormuz to oil tankers. The Iranian’s used anti-ship surface-to-surface missiles striking oil tankers and they planted mines. Operation Ernest Will tasked U.S. warships to escort “US flagged” tankers through the straits to points of on-loading or off-loading oil.

The USS Stark (FFG-31) was attacked by an Iraqi fighter’s Exocet air to surface

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missile with loss of life and USS “Sammy” B. Roberts (FFG-58)struck a mine with loss of life.

U.S. Navy and Army helicopters participated in Ernest Will operations conducting mine spotting, attacking Iranian mine laying boats, and providing CHAFF and deception flares to decoy anti-shipping missiles. Iran failed to close the Strait during this 1987 crisis. Just last week Iran was again threatening to close the Strait of Hormuz. There will be continuing crises that will require armed and mine clearing helicopters. With the above described HSC84 and 85 assets, Sierra squadrons attached to Strike or Expeditionary Groups could remain with those Groups and provide blue water sea control operations.

Successful organizations look to the future and act on what they discover. While thinking through this article I asked several active duty helo pilots what they thought of my ideas. A lot more often than I liked, many stated, “No money and that is not us.” Where would the helicopter community be with leaders thinking myopically and stuck in the mindset “that is not us?” The Navy’s strategic climate is changing and so must the helicopter community. I would recommend a primer reading to deepen one’s imagination, “Skunk Works” by Ben R. Rich and Leo Janos. Lockheed’s Kelly Johnson and Ben Rich led this organization in producing the U-2, SR-71, F-117 and a stealth ship (Sea Shadow) when most other organizations were stuck in present day thinking.

My over forty years of service to the Navy over six decades has provided me many examples of communities vaulting the no money issue. During the mid-1980’s the SH-3H was worn out and there were too few airframes.

Sikorsky was rolling brand new SH-60B’s and Continue on page 26

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Feature: MH-60 Sierra’s Future Marginalized or Vitalized

Digital imagery © 2012 Naval Helicopter Association

Continued from page 24

CH-53E’s off their line and the fighter/ attack community had the new F/A-18A’s to show off. Navy budgeters heralded that there would not be another new helicopter.

However, by 1990 we had the SH-60F and soon to follow the SH-60H. Most amazing was that during the lean years of the 1990’s with base closures, downsizing the force and the promise of a Peace Dividend the helicopter community convinced the Navy to procure the Sierra and Romeo.

Accomplishing these procurement feats by community leadership was extremely creative, imaginative and no doubt forceful in selling their ideas. Bravo Zulu.

Currently Sierra is focused on the near shore mission and absolutely must start thinking in the out years about their roles and missions in sea control of the open ocean.

The Romeo is capable of operating in the near shore and more importantly in the open ocean. Romeo and Sierra leadership must

braid these two communities together into focused mutually supporting tactical squadrons. There is going to be a lot of ocean that the helicopter community alone will be expected to defend. The Sierra and Romeo Wings, weapons schools and fleet commanders must develop a study group to examine the threat and how to better meld the Romeo and Sierra communities to better protect Strike and Expeditionary Groups in the open ocean.

In my waning years and soon -to-leave active employment with the Navy, when I look up and see a Navy helicopter fly over I know this generation will eclipse the visions of those you followed. Of absolute singular importance is our Naval Helicopter Association. NHA has enabled a group of humble helicopters pilots and aircrew to unite and to achieve far beyond any of

our dreams. The NHA professional publication “Rotor Review” brings us together as one body every quarter keeping each of us in the loop.

A must read for the professional maritime helicopter pilot. NHA is our focused voice in reaching the upper echelons of decisionmakers.

This has been a wonderful ride.

1. U.S. Naval Institute Proceedings “Focus on China” April 2011. This28 primer issue is a very good read and well written by several Rotor Review # 116 Winter issue ‘12 China experts. A must read for today’s naval personnel.

Feature

The Sixty-Degree Initiative Article by LT Lee “Chunk” Sherman

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ver the last couple of years, the HSC community has been receiving their first MH-60S “Armed Helicopters” with the intent of utilizing them for tactical missions in potentially hostile operating environments. While the Armed Sierra may be relatively new to the combat zone, the H-60 is a combatproven airframe, not only within Naval Aviation, but in the Army and Air Force as well. Despite facing the same tactical demands as their land-based brethren, however, Naval Aviators must contend with a limitation unique to their service regarding the handling of their helicopter: a 45-degree angle of bank (AOB) limit. In order to employ our aircraft effectively in a tactical manner, both offensively and defensively, we ought to explore the idea of increasing the current NATOPS limit from 45 to 60 degrees.

I’ve been flying the MH-60S for a few years and I’ve been frustrated with the seemingly unnecessarily low NATOPS angle of bank limit of 45°. I have asked numerous H-60 pilots, including FRS Instructors, TPS Graduates, Sikorsky Tech Reps and experienced fleet aviators, if they know the reason for the current AOB limit.

Other services fly their H-60 variants to 60° AOB (including Army units such as the 160th Special Operations Aviation Regiment’s H-60K), so why not the Navy? While there has been no consistent answer, I have been offered a handful of arguments in support of the current AOB limit. Here are some of the most common examples: 1. The AOB limit was imposed in order to limit G-loading on the aircraft in order to reduce wear and tear and extend its life expectancy.

2. The Navy variants of the H-60 are limited because of the folding rotor system and how it makes the blades fly differently than an H-60 variant without folding blades.

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f a pilot were to actually put some thought into any of these arguments, he or she would realize that simply imposing an arbitrary limit of 45° is the wrong cookie-cutter answer to any of these concerns. The fact of the matter is that you can fly an aircraft at 90° AOB and not pull any Gs [...] As for pilots, if we can teach them how to VERTREP, land on a small boy at night, perform personnel recovery, insert SOF teams onto ships and into desert LZs, and perform the CAS mission with crew-served weapons and Hellfire missiles, then we can surely teach them to fly at 60° angle of bank.

3. The aircraft does not have enough power to fly at higher angles of bank. Pilots will fall out of the sky and crash.

4. Helicopter pilots aren’t good enough to handle it.

If a pilot were to actually put some thought into any of these arguments, he or she would realize that simply imposing an arbitrary limit of 45° is the wrong cookie-cutter answer to any of these concerns. The fact of the matter is that you can fly an aircraft at 90° AOB and not pull any Gs. Aerodynamically, the blades on any H-60 are going to behave virtually the same, regardless of the type of rotor head they are attached to. As for pilots, if we can teach them how to VERTREP, land on a small boy at night, perform personnel recovery, insert SOF teams onto ships and into desert LZs, and perform the CAS mission with crew-served weapons and Hellfire missiles, then we can surely teach them to fly at 60° angle of bank. In fact, the TH-57 in which we all first flew low-level routes and tactical approaches could be taken to 60°.

Some readers are likely asking a very valid question: “Why do we need to increase the angle of bank limits? What is the benefit?” The answer is, it’s simply a matter of maneuverability. More angle of bank equates to more available Gs

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which equates to better turn rate and radius as well as other tactical advantages such as getting low in a hurry. A little time spent with an energy/maneuverability diagram shows our FRS students that sometimes angles of bank greater than 45° will give you the best tactical performance. As mentioned before, the Navy is asking its pilots to employ this aircraft in a tactical manner in potentially hostile environments. It is only fair that the pilots executing those missions are allowed to squeeze every ounce of performance out of their aircraft if it means saving the life of their crew and the aircraft.

NATOPS allows us to deviate from it when required, as well as to exercise good headwork and sound judgment. Ergo, break the bank angle limit if you really need to. But can we honestly expect our pilots to know how to handle rolling their aircraft safely and effectively to 60° AOB while close to the deck, at night, on NVDs, if they have never trained to it? Then add to the challenge that they may now be in duress and focused on the threat at hand. At times like this, a pilot’s flying abilities need to be second nature.

Good airwork doesn’t magically happen when you need it. You have to train for it. The age old adage “train like you fight” applies no matter what you fly or where you fly it.

Regardless of whether or not all members of our community agree with Continue on page 28

Feature: The Sixty-Degree Initiative

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There I Was

ome readers are likely asking a very valid question: “Why do we need to increase the angle of bank limits? What is the benefit?” The answer is, it’s simply a matter of maneuverability... [T]he Navy is asking its pilots to employ this aircraft in a tactical manner in potentially hostile environments.

It is only fair that the pilots executing those missions are allowed to squeeze every ounce of performance out of their aircraft if it means saving the life of their crew and the aircraft.

Continued from page 27

entering the tactical arena, it’s happening. Like it or not, we are expected to train to and execute tactical missions. We as a community need to embrace this mindset if we are going to succeed. One of the first steps in employing our aircraft tactically is to learn how to fly our aircraft tactically. If feasible to do so, the NAVAIR/NATOPS/Sikorsky team needs to assist us with this by allowing us to fly the aircraft to its true limits. Limits that are created out of sound reasoning and are supported by aerodynamics, engineering, and flight test data. True operating limits may save our lives some day; perhaps sooner than we think.

Complacency: Emergency Procedure Training Article by LT Dave New, USN

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ypically when you maneuvers. hear a story about The pattern work started out full down. I even pointed out that boost someone’s most frightening as it almost always does, a little bit off is something we tend to have more moment in an aircraft it begins rusty on the steep approaches and max difficulty with due to the lack of practice with a tale of the darkest gross weight take offs, all the things that we get. night you ever saw, or some that normally concern a pilot coming I took my lap in the pattern and harrowing situation the crew up on a checkride. I then decided to then turn it over to my copilot who, after was placed in due to operational take the controls to give myself a lap admitting it had been awhile since he had demands. It’s almost always in the pattern and practice a boost off landed boost off, decided to do a little something dramatic and approach. I gave my standard brief practice himself. He took the helicopter daring. In my case it came during one that I always give before doing any around the pattern and our approach to a of the most common evolutions you boost off. We discussed the profile of hover went smoothly. Winds were calm could imagine. In fact, during our brief the approach and landing, and I made a so we remained on runway heading. this was the part of the flight Once stabilized, he smoothly we considered to be the least began his descent. During the ypically when you hear a story dangerous. descent, the aircraft got slightly We briefed and hung up just below 10 feet, not about someone’s most frightening flew a TacForm event to an uncommon phenomenon. moment in an aircraft it begins help prepare the copilot (a Quickly recognizing the with a tale of the darkest night you PQM going on H2P) for situation he did just as we ever saw... In my case it came during his upcoming Helicopter briefed and returned to a Advanced Readiness Program stabilized 20 foot hover while one of the most common evolutions (HARP) school.

After acknowledging the problem. you could imagine. In fact, during our running through all of our The second attempt brief this was the part of the flight we maneuvers and getting plenty also began smoothly until we of practice we dissolved our began to touch down. As the considered to be the least dangerous. flight and went our separate wheels made contact with the ways, thinking the hard deck, the helicopter pitched part was over. We completed an area point to specify that if we got hung up nose up. Rather than having my hand familiarization before we decided to or unstable in the descent to a landing ready to push the collective full down head back home to get some practice we would come back to a 20 foot hover as I had briefed, it was hovering just pattern work. My PQM’s NATOPS and stabilize. I also briefed that upon over the collective waiting for him to Continue on page 29 check was planned for the following landing, the pilot not at the controls week and he needed some warm-up would ensure the collective was placed

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There I Was: Complacency: Emergency Procedure Training Continued from page 28

touch down completely before I added my input. As a result I was not prepared for what happened next. Instead of continuing down to the deck as I expected, he inputted a large collective

had struck the forward ESM antennas which sit more than a foot higher than the RADAR antenna. We then made the decision to return to our flightline where we discovered that we also damaged our Datalink Antenna.

While it inds were calm so we remained may not have been on runway heading. Once my initial thought, stabilized, he smoothly began we were actually his descent [...] As the wheels made quite lucky. Such a contact with the deck, the helicopter drastic pitch at such a low altitude could pitched nose up. Rather than having have had catastrophic my hand ready to push the collective results, much more full down ... it was hovering just over than one bent antenna and a few the collective waiting for [the pilot] to superficial scratches. touch down completely before I added Further, the damage my input... Instead of continuing down was well below the threshold, to the deck as I expected, he inputted Mishap so we walked away a large collective movement and with nothing worse rocked the aircraft forward, inducing than some wounded an extreme nose down situation in pride and a few lessons learned the very close proximity to the ground. hard way.

The first movement and rocked the aircraft mistake made was in our brief prior to forward, inducing an extreme nose the boost off approach. I mentioned down situation in very close proximity returning back to a 20 foot hover should to the ground. the descent to a landing be anything other I immediately took the than smooth. I never emphasized the controls and returned to a 20 foot hover. importance of ensuring smooth inputs Restoring hydraulic boost to the aircraft, when close to the ground, or continuing I landed as gently as possible and set the all the way through the landing if the parking brake while our aircrewman wheels were on deck and the movement inspected the helicopter. The RADAR was not excessive. The lesson learned antenna sits directly underneath the here was to be thorough when briefing cockpit and is easily damaged in the case a maneuver. In our case, we failed to of a hard landing. To my surprise, the address the safety concerns of BoostRADAR antenna was fine, however, we Off once the wheels are on deck or in

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immediately took the controls and returned to a 20 foot hover. Restoring hydraulic boost to the aircraft, I landed as gently as possible and set the parking brake while our aircrewman inspected the helicopter.

the event of a poor landing.

The second and more important mistake was something we all are guilty of sooner or later: complacency. We discuss complacency in almost every brief, and put up posters around our squadron about just how dangerous it is. I know I used to look at those posters and think that complacency wasn’t an issue for me. I briefed our maneuvers before I did them and I guarded the controls during critical phases of flight. The bottom line is that had my defensive posturing been more aggressive, I could have ensured the collective went full down as we had briefed. This was ultimately the hardest lesson to swallow from this flight as well. It wasn’t the mission, the weather, or the aircraft. The field was well lit, the winds were calm, there was no one pushing us to get the mission done. Just us, with all the time we needed, practicing one of the most common emergency procedure evolutions you could imagine.

An SDO Trial by Fire Article by LTJG Gavin McCorry, USN

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ithin a week of checking in to the Screaming Indians of HS-6 after completing the FRS syllabus at HSC-3, I found myself on board the USS John C. Stennis (CVN-74) as a member of a very unusual detachment. The makeup of this Carrier Qualification Detachment was not

strictly other personnel from HS-6 but rather an amalgam of pilots, aircrewmen, and maintainers pulled from the various squadrons within HSCWINGPAC. We were a mixture of HS-6, HSC-3, HSC21, HSC-23, and HSC-85, some of whom were very experienced and some not-so experienced. Some of us had a lot of time

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operating from a carrier and some had none at all. Before embarking on the detachment we met to establish SOPs pulling from a variety of sources to ensure that we were ready to operate as a functioning team. We knew that despite the diversity of our backgrounds, we were all there to execute a primary mission all Continue on page 30

There I Was: An SDO Trial By Fire Continued from page 28

were familiar with— shipboard search and eing the most junior pilot among the bunch, I was naturally rescue alert. scheduled as [...]SDO... There generally wasn’t much going Being the on and a lot of time was spent trying to complete a couple most junior pilot among the bunch, I was of fundamental tactics signoffs or staring at the [...].PLAT. One naturally scheduled as quiet afternoon while on SDO the PLAT appeared to suddenly Squadron Duty Officer become hazy, and those gathered in the ready room figured (SDO) a number of times throughout the that whoever was in charge of moving the camera around had underway period. left it blocked by some structure or another. But then we saw There generally folks running around on deck and realized that the haze was wasn’t much going on and a lot of time actually smoke [and there was] liquid all over the deck coming was spent trying to from the direction of the forward catapults. One of a sailor’s complete a couple of worst fears had come true—there was a fire on the flight deck. fundamental tactics signoffs or staring at the Pilot Landing Aid Television (PLAT). One quiet had suffered a catastrophic failure and who had been injured that afternoon. afternoon while on SDO the PLAT had exploded, sending shrapnel across “Helos airborne!” was the rousing call appeared to suddenly become hazy, and the flight deck and in the direction of in the ready room. those gathered in the ready room figured many flight deck crewmembers. We The success of this mission that whoever was in charge of moving were directed to organize a MEDEVAC. and the detachment in general, despite the camera around had left it blocked The number of injured personnel who its atypical structure, was due to a by some structure or another. But then were going to need a ride back to shore reliance on standard procedures and we saw folks running around on deck and the extent of their injuries was collective experience. The ability for and realized that the haze was actually constantly changing. The only constant crews to come together from a variety of smoke. Next we saw liquid all over was that we were going to be flying backgrounds on short notice and create a the deck coming from the direction of hurt sailors off of the ship. The copilot functioning detachment speaks volumes the forward catapults. One of a sailor’s and aircrew on Alert 30 were sent up to to the strength of standardization within worst fears had come true—there was a get the bird ready to go while the HAC our helicopter community. Because fire on the flight deck. remained in the ready room to determine of a wealth of experience, knowledge, From behind the SDO desk the details of the mission. Meanwhile and respect for standard procedures, an I knew that I was probably about to the primary SAR aircraft that had been unfamiliar group was able to operate become a little bit busier than I had airborne at the time of the mishap was efficiently and successfully together. been so far. The Alert-30 crew was back on deck and standing by to embark The MEDEVACs that day were summoned and told to be ready for patients. accomplished without a hitch, thanks something—we didn’t know for what Eventually, after all the to everyone on the detachment being quite yet. Not too long thereafter phone necessary information had been received, thoroughly prepared to execute a primary calls started coming in from tower. Air the crews were ready to go. Our ability mission of the HS/HSC community.

Boss wanted to know what the status to quickly react and adapt resulted in of the Alert-30 crew was, how many both helicopters spinning and ready for “There I Was” Section will passengers we could carry—including launch before the injured sailors arrived continue on page 76. passengers riding in litters. Being at the aircraft. As soon as the patients the nugget that I was at the time, I were on board, the helicopters were on could hardly answer any of the myriad their way to save the day for the sailors questions being thrown at me over the phone. Luckily, I wasn’t alone in the ready room at the time and was able to rely on those with more experience than myself—i.e., everyone.

As the information began pouring in, it became apparent that the engine of a Hornet sitting on the catapult

B

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Desmond Canavan, U.S. Marine Corps Helicopter Pilot Number One Introduction by CAPT Vincent C. Secades, USN Ret.

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he first Americans to learn to fly helicopters were the men that created the new crafts and had to learn to fly them literally “on the flight” as they took their experimental contraptions to the air for the first time. They soon hired fixed wing pilots to learn the new flying skills and serve as their test pilots. These civilian test pilots, in turn, trained the first military pilots that pioneered the introduction of the helicopter into the U.S. armed services. This was the case with LT Frank Gregory, the first USAAF helicopter pilot, LCDR Frank A. Erickson, the first USCG helicopter pilot, and CDR Charles T. Booth, the first USN helicopter pilot. However, the introduction of the helicopter into the Marine Corps lagged a couple of years behind that of the other naval services, and no Marine pilot received manufacturer’s plant training. Thus, the first Marine helicopter pilots were trained by Navy test pilots at the newly established Naval Air Test Center, NAS Patuxent River, MD. Although for a time there was some confusion as to who was the first Marine Corps pilot to solo a helicopter, the historical record clearly indicates that Lt. Colonel Desmond E. Canavan earned that credit.

He was the third Marine aviator to be assigned to test pilot duties, and, as he later would boast, the first Marine to survive that tour. He was not only the first Marine to fly a helicopter, but also the first Marine to fly a pure jet airplane. Colonel Canavan had a long and illustrious career in the Marine Corps. At age 92, he died on March 30, 2005.

His daughter, Nancy Canavan Heslop, has written a biography of her father based on the many letters that he wrote to his wife and family throughout his life. In this article, Nancy gives us a glimpse at this remarkable man, who achieved extraordinary deeds during very difficult times. Nancy’s work should put an end to any lingering doubts regarding her father’s firsts.

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Continue on page 33

Historical

Salute to

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NHA Salute to Marine Aviation Centennial

Marine Corps helicopter Pilot Number One. Article by Nancy Canavan Heslop

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y father, Desmond E. Canavan she was a month shy of sixteen and he their entire existence within a mile or two of was a U. S. Marine Corps pilot, was but eighteen years old. They began where they were born that you can develop the Naval Aviator number 5159, whose long career their correspondence, becoming soul same support system, a very close community, spanned both World War II and Korea. He was mates for life. By the time I was born among people who are never on the ground, let among a corps of pilots, including his highly in Seattle in 1946, my parents had been alone in the same state longer than a year. But decorated college friends, Gregory “Pappy” married eight years and, as a matter of you can!

Boyington and Robert E. Galer, who made course, had been moving back and forth Four boys who knew each other headlines dominating the skies over the Pacific across the country like nomads seeking from the University of Washington were during WW II. But while Galer and Boyington greener pastures, though tarmacs were Greg Boyington, Bob Galer, Jim Mueller, were famous fighter pilots, Des quietly turned the pastures and aviation gas and sonic and Des Canavan. They played basketball his talents as a Marine Corps and naval aviator booms were background scents and and wrestled at school, fished the San Juan to what was called “Flight Test.” And while he sounds to our life in the Marine Corps. Islands, shared a jalopy with no floorboards, participated in some major battles in the Pacific My parents didn’t think anything of waited tables, parked cars, and typed papers for Theater, his brief airline pilot stint following throwing their few possessions onto a tuition, or spent summers chopping wood or as the fulfillment of his Aviation Cadet contract moving van, clothes into duffle bags, lifeguards at Seward Park. In the midst of the led him to fly transports for Naval Great Depression these irrepressible Air Transport Service (NATS) t wasn’t until around 1978, when my youngsters, this crop of 1934-35 and later serve as Commanding University of Washington college father was 65 years old, only a little older graduates, were looking for jobs with a Officer of the greatly expanded than I am now, that he unlatched the locks future. And the most dramatic tangible squadron VMR-253, Transport Air Group (TAG) on Guam. on his sea chest of memories and began symbol of the future was the airplane.

It may seem strange in caught the imagination of telling me these stories about the days and Aviation an era of wartime necessity that everyone. years before I was born; small seed pearls Des’ work with transports would For the opportunity to fly, bring him to Flight Test. As a test that he handed me one-by-one to sew on those four young men signed up for pilot at the Naval Air Test Center, a veil of tatted camouflage netting that had Elimination Trials, a series of flight Naval Air Station (NAS) Patuxent physical examinations and physical been my upbringing in the Marine Corps. fitness tests, to enter the Aviation River, he was the first Marine to fly America’s first jet airplane and He wanted someone to know what he had Cadet Program, a new program the Navy’s first helicopter. But his done and he trusted me to tell the tale. created to provide additional naval story was one I never completely aviators. They reported to Captain knew until it was almost too late.

Dick Mangrum, USMC, another It wasn’t until around 1978, when my father and we were gone. They were married University of Washington graduate, at nearby was 65 years old, only a little older than I am at The Post Chapel, Marine Corps Air NAS Sand Point, after first enlisting as Private now, that he unlatched the locks on his sea Station, Quantico, Virginia, on May 1, First Class in the Marine Corps Reserves on chest of memories and began telling me these 1938. As years rolled by, that day was September 5, 1935. By February 20, 1936, stories about the days and years before I was the single date central to our family, but they were in Pensacola, Florida, to become born; small seed pearls that he handed me one- also to those who attended as guests or members of class 88-C, joining the first year by-one to sew on a veil of tatted camouflage members of the wedding party. The roster of Aviation Cadets. netting that had been my upbringing in the invitation list, written in my father’s Galer and Boyington went onto Marine Corps. He wanted someone to know hand, reads now like a Who’s Who of Marine Officer Basic School in Philadelphia, what he had done and he trusted me to tell the World War II in the Pacific Theater. My while Des flew with the precision team, Marine tale. Since he died in 2005, I’ve been in a race parents’ friends were their friends for the Bombing Squadron One, under Captain Frank against time to do the one unbidden task he length of their lifetimes, whatever it was Schilt, participating in the 1937 Cleveland ever assigned me. I just can’t disappoint him to be. The same people literally flew in Air Races alongside Joe Henderson, Zack or my mother, who saved everything he wrote and out of our lives like unpredictable Tyler, Ziggy Dawson, Ralph Johnson, Stephen to her from their first meeting until her death. asteroids with irregular orbits. We never Marshall, Dave O’Neill and Jim Beam, all of My father was born in West Sound, knew when or where, but we always whom would play pivotal roles in the defeat of Orcas Island, Washington, on February 3rd, 1913. expected that someone might return. It’s the Japanese.

He met my mother, Alice Marie O’Keefe, when hard to explain to those who have lived Continue on page 34

I

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NHA Salute to Marine Aviation Centennial: USMC Helo Pilot Number One Continued from page 33

From September of 1939 until February 1940, Des found himself as an instructor at NAS Pensacola. As reservists, Des and Jim Mueller were released from active duty when their contracts with the Marine Corps were up. They both went to work for Northwest Airlines for a few months, flying DC-3s, a new Douglas transport that moved passengers and mail, opening up the entire country to air travel as a public transportation.

In the fall of 1940 President Roosevelt declared a national emergency that would activate the reservists, including Des and Jim Mueller.

By December 1940, Des was on his way by troop train to San Diego, and then sailed for Oahu aboard USS Lexington (CV-2), arriving on January 21, 1941, disembarking the next day while his first child was being born at Bremerton Navy Hospital. The following month, Marie and infant Susan sailed for Oahu on the ocean liner SS Lurline.

Upon returning to active duty, aviation cadets who had left the service to fly for the airlines found that they were now the core of the transport squadrons. Flying from Ewa Mooring Mast Field in Oahu, Des discovered that the distances between islands in the Pacific were disturbingly long. He asked Col. Claude “Sheriff” Larkin, Commanding Officer of MAG-21, for Temporary Additional Duty orders to Patrol Wing 2 at Pearl Harbor, so he could complete their navigational training.

Meanwhile Boyington passed through Oahu, visiting with my parents and their six-month old baby girl, on his way to China to join the American Volunteer Group – The Flying Tigers.

On November 15, 1941, a terrible tragedy struck my parents with a devastating blow. Their little infant, Susan, choked on food she had eaten earlier as she played in her shower tub. Our mother had gone to warm her bottle in the kitchen. In a matter of minutes the child died and Marie was helpless. It would be another generation before the Heimlich maneuver would save lives. The doctors at the emergency room could do nothing to bring the child back. Counselors advised the griefstricken couple to try and have another child right away… and then the Japanese struck.

Three of the four 1936 aviation cadets: my father, Bob Galer, and Jim Muller, as well as another old friend, Dick Mangrum, who happened to be flight officer for VMSB-

232, were at Ewa Mooring Mast Field on Oahu on December 7th, 1941, and watched helplessly as their planes were destroyed by the Japanese attack.

Friends of many years from MAG-21’s VMF-211 at Wake Island were killed or taken prisoners; their whole world was turned upside down.

Marie was evacuated shortly after the blitz. She sailed back to the states aboard the troop transport ship USS Harris (APA-2). She berthed with her friend, Eleanor Brown, and her infant son in Eleanor’s father cabin.

USS Harris was converted to a hospital ship to evacuate the wounded requiring extensive medical care back in the states.

Moving patients onto and off a ship from boats alongside can be traumatic and painful. The ship’s skipper, Captain Otto Forster, came up with the idea of using a salmon board as he had seen used in Seattle to on-and-off-load salmon. Constructed onboard ship, the salmon board sling was adapted with a simple lift device and became known as the “Milles-Harris litter-sling,” making it easier for patients to be transported in difficult circumstances as the war went on.

Des’ qualification as a navigator was unusual for a pilot, but in the months to come became a key to opening new doors for him in naval aviation. The Japanese attack destroyed all but one of VMJ-252’s planes, R3D-2 Bu. No.1905, a 22-seat military version of the littleknown Douglas DC-5, which was being repaired at Pearl Harbor. Des flew that same transport around the islands, Ewa to Maui, to Hilo, to Ford Island, back to Ewa until April 10, 1942. Col. Claude Larkin was desperate for a tough ,reliable, long-range transport. The Marine Corps was trying to seed new Marine Air Groups with the existing expertise they had on hand, building new squadrons upon well-trained naval aviators. The build-up in Hawaii and Midway was key to taking the war to the Japanese. At the same time new naval air stations were constructed in a matter of months in dry California valleys and Maryland wetlands.

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LtCol Des Canavan, USMC Des and Captain Albert S. Munsch, who had been awarded the Distinguished Flying Cross for his service in the Nicaragua campaign, were sent back stateside on April 12, 1942, to pick-up two R4D-1s for VMJ252 at the Douglas factory in Long Beach.

These were the militarized version of the DC-3, equipped with cargo bay, side-seating or room for evacuating wounded by strapping down stretchers, plus extra gas tanks to make the long non-stop flights that would allow the planes to travel the vast distances of the Pacific. Des had been hoping to be allowed to go. He was teaching celestial navigation to other pilots, but he was anxious to see Marie.

Des and Munsch worked with the engineers at Douglas Aircraft to adapt the R4D-1s with celestial domes for navigational sightings. In this war these transports were going to have to rely heavily upon celestial navigation to find their way. Radio silence was encouraged to reduce the chance of attracting the enemy, known to be just about everywhere in the Pacific. Between working with Douglas on the plane and “working ahead” on his love life, he and Marie were able to conceive during that visit, and my sister Kathleen was underway. By May 1942, the Navy took possession of two R4D-1s: Bu. Nos. 3133 and 3143. Des and Munsch each flew one plane back to Ewa Field just in time for the battle of Midway. It was a 16.2-hour Continue on page 35

NHA Salute to Marine Aviation Centennial: USMC Helo Pilot Number One Continued from page 34

flight for Des, since one of his crew became disruptive at the half-way point and had to be restrained, wrestled to the deck and tied up for the rest of the trip. Des was pilot and navigator.

After the flight, my father decided not to report this man’s breakdown, believing that anyone could panic and everyone was entitled to a second chance. I have to abide by his decision, made seventy years ago. A compassionate man with confidence in his own ability to get the job done, he made lists of pros and cons, of tasks and possibilities, good or bad, and then played out the one that seemed the most likely to be successful.

After his first tour of duty in the Pacific, Des was entitled to a little R & R, followed by an assignment stateside. His friends Bob Galer and Dick Mangrum were sent back to the states to recover from their tour of duty on Guadalcanal. Boyington came around the world to regain his Marine Corps commission. And my mother gave birth to Kathleen, their second daughter, in December 1942. Four months later Des was assigned to be Assistant Flight Test Officer at NAS Anacostia, Washington, D.C. In June 1943 he was transferred to the new NAS Patuxent River, MD., as Chief Project Officer, Flight Test, DIF. I haven’t been able to ascertain what DIF stood for. Maybe a reader could clarify this early designation at NAS Patuxent River. He served in this capacity until 1 February 1945.

NAS Patuxent River had just been built to house all testing for naval aircraft.

Away from the center of government, it had taken a year to construct the half-dozen huge concrete hangars, several two-mile runways, ramps, taxi-ways, and access roads in the middle of agricultural estates, wetlands, and 1.

2 3

duck blinds. According to Aleck Loker Jr., who wrote the history of St. Mary’s County in addition to working at NAS Patuxent River for 33 years, in an inconceivable environmental assault that could never occur today, the land of St. Mary’s County was converted almost overnight for the purpose of creating the finest naval aviation force in the world.

At NAS Patuxent River there was no military housing ready for families. My parents rented the Belvedere Plantation from Aleck Loker and his wife, Margaret Wigginton Loker, her family’s summer home.

During his tour as test pilot at Patuxent River, my father had the opportunity to become the first Marine aviator to fly a pure jet aircraft and a helicopter. These events occurred between March 1944 and January 1945.1 Incidentally, the first two Marine aviators assigned to Flight Test at NAS Anacostia, first William Saunders and then Albert Bohne (Class 81-C), had both died in aircraft crashes while performing flight tests. Bohne died in the crash of the first R5C-1 transferred from the USAAF to the Marines, when it stalled on take-off. Years later, in a letter to Major General Marion E. Carl, my father wrote, “For obvious reasons, it was the custom to assign bachelor Marine officers to Flight Test with additional duties as White House Guides.”2 He continued, “I may have mentioned that I was the first Marine assigned to Flight Test to survive the tour.” I had read this little known tidbit

Des’ Log: 30 March 1944: HNS-1:39034 / 0.7hr (E) Lt. Comdr. Miller/ Self Familiarization, Local.

Des’ Log: 3 April 1944: HNS-1:39034/ 0.5 hr. (C) Self/Lt. Comdr. Miller. Instruction of Qualified Pilot.

Des’ Log: 4 April 1944. HNS-1: 39034./ 0.9 hr. (C) Self / Comdr. Miller. Instruction of Qualified Pilot.

Des’ Log: 6 April 1944. HNS-1: 39034/ 1.0hr. (C) Self/ Lt. Comdr. Miller. Instruments.

Des’ Log: 10 April 1944: HNS-1: 39034/ 1.0 hr. (R) Self/ Lt. Comdr. Miller. Instrucment flying, local.

Des’ Log: 11 April 1944: HNS-1: 39034/ 0.6 hr. (E) Self/ Lt. Comdr. Miller. Familiarization, local Des’ Log: 18 July 1944: YP-59-A: 00012/ 0.7 hr. (E) Self. Familiarization. [ First Marine Jet Solo].

Des’ Log: 30 & 31 October 1944: XHOS-1:46446/ 0.8 hr/0.4 hr./ & 0.8 hr (E) Self/Lt. Comdr. Miller. Familiarization.

Des’ Log: 1 November 1944: YP-59-A: 63961/ 0.3 hr. (R) Self. Local Test Flight.

Des’ Log: 2 November 1944: HNS-1: 39046/ 0.6 hr. ( R) Self. Local Test Flight. [ First Marine Helicopter Solo] Des. Log: 2 November 1944: HNS-1: 39046/ 0.7 hr. ( R ) Lt. Comdr. Wood/ Self. Local Test Flight.

Des’ Log: 3 November 1944: HNS-1: 39046/ 0.8 hr. (R ) Self. Local Test Flight.

Des’ Log: 4 November 1944: HNS-1: 39046/ 0.7 hr. ( E) Self/ Kinkorski. Familiarization.

Des’ Log: 7 November 1944: HNS-1: 39046/ 1.0 hr. (E ) Self. Familiarization.

Des’ Log: 11 January 1945: HNS-1: 39050/ 1.3 hrs. (R) Self/ Lt. Comdr. Miller. Search.

Des’ Log: 20 January 1945: HNS-1: 39050/ 1.2 hrs. (R) Self. Search.

Des Canavan, Letter of 26 February 1988 to Marion Carl.

Marion Carl, Pushing the Envelope. P. 54.

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in Marion Carl’s autobiography Pushing the Envelope long before I came upon a copy of the letter my father wrote Carl. Since my father’s death in 2005, I discovered this flurry of communication between the two men that seemingly began because of some erroneous assertions in print and on plaques that Carl was the first Marine Corps pilot to fly the helicopter. Des was absolutely stumped that his own “firsts” were somehow discounted when it was perfectly obvious that Carl didn’t arrive to NAS Patuxent River until 9 January 1945. While writing his autobiography with Barrett Tillman, Carl discovered that Des Canavan was the first Marine to solo in the helicopter, though Carl was given the designation as “Marine Helicopter Pilot Number One” for more than forty years, “and in fact believed it a long time myself for having completed 40 hours.”3 These distinctions were confusing to me and to Des. Charlie Quilter, my god-brother – if there is such a thing – tried to clear them up for me, explaining that a syllabus of specific tasks was developed to “qualify” a pilot as having a “designation” permitting him to fly a certain aircraft. Des flew his hours in the helicopter before such a requirement existed.

After completing a comprehensive survey, in March 1963 the Navy published in Naval Aviation News a tentative list and history of the early naval aviators who tested the first pure jet airplane manufactured in the Historical: Desmond Canavan, U.S. Marine Corps Helicopter Pilot Number One continues on page 57

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High PLAins Search and Rescue Article and Photos by Skip Robinson. Reprint in Vertical 911 Magazine

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undreds of miles from the closest beach and thousands of feet above sea level, the high desert of northern Nevada is an unlikely location for a naval air station (NAS). Yet, NAS Fallon is one of the United States Navy’s most active training bases, and for good reason: the region affords the Navy plenty of remote military ranges and more than 300 clear flying days a year.

both aircraft and crews — but it’s also one in which the Longhorns excel.

A Mix of Aircraft From the unit’s founding in 1972 through 2009, the Longhorns’ mount was the Bell HH/UH1N Huey, which proved itself many times over in countless rescues. But as with all good things, the Huey’s time came to an end in 2009 and its mission was handed over to the Sikorsky SH-60F Seahawk. The SH-60Fs, though, ended up only being an interim solution, staying just until the Longhorns completed the transition into the new Sikorsky MH-60S Knighthawks in 2011. Today, three MH-60S aircraft are fully operational for Longhorn crews, and have been given the colorful,

NAS Fallon is home to the Naval Strike year. Fact is, the Navy prefers to rely on Continue on page 40 and Air Warfare Center (NSAWC), including its own assets when its people the “Top Gun” Strike Fighter Tactics Instructor are possibly at risk.” program and other weapons and tactics instructor Fulfilling the courses. Plus, NAS Fallon is also large enough L o n g h o r n s ’ mission to allow an aircraft-carrier air wing to integrate i s n ’ t e a s y : operations out all of its combat elements and hone them for a of NAS Fallon start at 4,000 deployment — seven to nine carrier wings train feet above sea level and only at Fallon each year. go up from there, with 9,000- to With so much aerial activity taking place, 11,000-foot peaks just a short it’s not surprising that a dedicated helicopter flight away. Then there’s ambient search-and-rescue (SAR) unit is considered a temperatures that vary from 0 must for the air station. And since 1972, NAS degrees Fahrenheit (–18 degrees Fallon has had exactly that in the form of the Celsius) in the winter, to over 110 Longhorns, whose motto is “You fall, we haul.” F (43 C) in the peak of summer.

Review 116 unit Winter ‘12 41is Said oneRotor Longhorn pilot,#“Our is available Any way you look at it, this SH-60F, SAR equipment, and crew standing by. a challenging environment for 24 hours a day, seven days a week, 365 days a

Focus: High Plains Search and Rescue Continued from page 39

high-visibility SAR paint schemes required for base rescue aircraft.

Current Fallon airfield manager and recently retired SAR team leader CDR Shane (Rowdy) Yates is one of the few pilots to have flown all three aircraft types operationally. So, Vertical 911 asked the veteran pilot for his thoughts on each of these helicopters.

“The HH-1N Huey was a very reliable workhorse,” said Yates. “As the SAR team leader, I appreciated that I could count on the HH-1N being available when needed. It had sliding doors on both sides of the cabin, which increased flexibility for the SAR crews. It was very maneuverable, a lot of fun to fly, and with its small landing footprint we could land it almost anywhere. On the downside, on hot days in the mountains it was a bit underpowered and was somewhat speed/range limited.

These drawbacks at times detracted from its versatility. But overall the HH-1N was a capable overland SAR platform.

“During 2009, the Longhorns transitioned to the Sikorsky SH-60F Seahawk, commonly referred to as the Foxtrot.” The “F” was designed for the anti-submarine warfare role and carried equipment that was both bulky and heavy.

Our three aircraft were stripped of most of their anti-submarine gear and other equipment. This saved 1,000 pounds, plus increased usable cabin space.

“The SH-60F gave a nice increase in engine power and a remarkable increase in airspeed. The cabin wasn’t much larger than a UN-1N, but the Foxtrot could lift a much heavier payload. Drawbacks to the SH-60F were having the sliding/hoist door on the right side of the aircraft, and a lack of large windows for searches. For example, with the Huey we loaded from both cabin doors, but with the SH-60F we could only load from the single door during wind-critical, one-wheel landings.

This constraint definitely restricted us.

Conversely, the SH-60F’s large fuel tanks gave the aircraft long legs and greatly increased our mission radius compared to the Huey. Once we overcame the cabin limitations, the Foxtrot proved to be a very good overland SAR asset. Ultimately, we would have liked left and right sliding

SH-60F on a one-wheel personnel pickup

doors and larger search windows — and these were to soon come.”

The MH-60S Knighthawks that replaced the SH-60F Seahawks in 2011 are called Sierras by their crews, and as Yates explained, are better in almost every way: “In most aspects, the MH60S is more capable than the Foxtrot.

The cabin has left and right sliding doors with large windows. It also has forward gunner windows so crewmembers have better visibility during both the search phase and while positioning the aircraft for technical rescues. The MH-60S cabin is substantially larger, with more space for equipment and survivors.

The Sierra has the same engines as the Foxtrot, providing similar high altitude and speed capability. It also has the same

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glass cockpit and advanced communications suite as the fleet MH-60R Seahawk. It doesn’t carry as much fuel as the SH-60F, thus shortening its endurance, but its fuel load is still considerable, and much better than the Huey’s. We also carry a 200-gallon internal tank, extending our endurance from two hours to a bit over three hours flight time. One drawback of the MH-60S is the tail wheel located further back on the tail boom, making our footprint larger than the SH-60F. This hasn’t restricted operations, but it’s something we’re aware of. Based on its overall versatility and expanded capabilities, I think the Sierra will prove to be a great platform for the overland SAR mission.”

In regards to the unit’s missions, Continue on page 41

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Continued from page 40

during base flight operations the Longhorns are on 30-minute alert, meaning the MH-60S needs to be wheels up within 30 minutes of a call out. When operations are not going on, the crew is on one-hour alert.

The Longhorn operational area extends to a range of 200 nautical miles around the base. This is about the limit of the MH-60S’s fuel endurance, but longer-range flights are possible when the aircraft obtains additional fuel en route.

And, although search and rescue is the reason for its existence, this SAR unit is occasionally requested for VIP and range tour flights, base logistical flights and base firefighting missions.

you can do in today’s Navy. Operations up here are eye-opening, exciting and raise situational awareness for our pilots. Once you do a tour up here, flying at sea level is a piece of cake, but it’s great knowing you can operate in the mountains with a high level of comfort.”

Crisler then told us about the specific training series new Longhorn pilots undergo: “Once a pilot arrives at Fallon, they start on a eight-week training syllabus, including training for night vision device [NVD], helicopter second pilot [H2P] and helicopter aircraft commander [HAC] qualifications.

The H2P and NVD syllabi introduce the SAR maneuvers we use, i.e., onewheels, confined area landings [CALs], rappelling, short-hauls and hoist operations during both day and at night Longhorn flight crews are considered on night vision goggles. A pilot, to stand to be some of the most highly trained SAR SAR duty and fly a SAR mission as a helicopter crews in the Navy. Because of the co-pilot, must complete the H2P and challenging and diverse operational conditions NVD syllabi.

“The HAC syllabus is focused they face, training is continuous and taken around operational area familiarization very seriously. and MH-60S characteristics in a highIn a conversation with Longhorn density [altitude] environment.

Once pilot LCDR Chris (Kobe) Crisler about finished with the initial syllabus, HACs pilot requirements and training, he told us: “Generally, we get junior officers with between are allowed familiarization flights 900 to 1,000 hours from their first operational until they complete the advanced SAR ‘sea’ tours. This might be their first ‘shore’ mission commander [SMC] syllabus.

“The full syllabus — H2P to tour, and we train them in operations most SMC — takes nine months to a year, so Navy helicopters pilots will rarely encounter. the pilot can experience all four seasons Fortunately, these new Longhorn pilots have in a mountain environment and build highly experienced lieutenant-commanders a solid foundation of experience to be and lieutenants with 2,000 to 4,000-plus hours comfortable flying a SAR request at any flight time who extend a wealth of expertise time of day/night, weather and altitude. to them.

The syllabus focuses on mountain “Fallon is a dynamic and unique flying and increasingly challenging flying environment, and the mission profile is Rotor # 116 Winter ‘12 SAR scenarios with the goal43 of building possibly the Review most challenging and rewarding

Capable Pilots, Extensive Training

situational awareness. We also focus on smooth flying techniques and maneuvering in confined areas.”

Once the full training syllabus is completed, pilots continue to train constantly to stay proficient, flying 350 to more than 400 hours a year, in as many scenarios as possible.

To maintain SAR currency, they must conduct a minimum of four CALs, four one-wheel landings, four rappels, two hoists and two short-hauls every 30 days. Said Crisler, “We conduct this training both day and night (highlight and low-light on NVDs). Not to mention the numerous brownout/whiteout (snow) landings as conditions dictate. Probably the most challenging aspects of flying at Fallon are the high-altitude conditions and having to calculate the power available and performance of the aircraft. Not only do the summer months cause performance concerns, but the cold winters also have their challenges with needing to carry proper gear to keep the rescue crews warm during rappelling, short-haul and hoist operations. Hanging under a MH-60S can cause hypothermia very quickly if they are not suited up properly. We also conduct SAR jumps, deploying rescue swimmers into lakes around the region. Finally, we train with 420-gallon Bambi buckets for fighting wildland and range fires.”

The Rescue Crews Of course, what is a rescue helicopter without a rescue crew? The Longhorns SAR teams are, not surprisingly, some of the best the Navy has to offer. Each helicopter carries three rescue crewmembers: two aircrewmen (AWs) and a medically trained Navy hospital corpsman, or, as they are called at Fallon, a Continue on page 42

Focus: High Plains Search and Rescue

Continued from page 41

SAR medical technician (SMT).

To get a true understanding of the training regimen new Longhorn SAR crewmembers go through, we asked crew chief at a given altitude and temperature.

AW2 Brian Reed to give Vertical 911 some They will also develop a proficiency on details. “Training to be fully qualified aircrew [determining] how far objects are from at Fallon SAR,” said Reed, “begins with the the rotor blades, and will need to show transition from their previous squadron. A one- proper standardized communication week rappel school with HSC-3 [Helicopter terminology. Once [that has been] Sea Combat Squadron Three] in San Diego demonstrated, they will be qualified to [California] is included in their orders. Upon clear one side of the aircraft during CAL arriving at Fallon, any previous qualifications and one-wheel operations. are not carried over, as the mission is so unique “The final qualification is called that there is nothing like it in the fleet. rescue crew chief. A rescue crew chief is “The initial qualification that the AWs designated as a rescue swimmer, HIRA receive is as a rescue swimmer. This qualifies and utility crewman. The crew chief is them to participate in overwater rescues or ultimately responsible during all rope rescues not involving rope work — short-hauls, and hoist operations — rappel, shortrappels, etc. The next qualification obtained is haul, in-flight hoist recoveries. They HIRA, helicopter inland rescue aircrewman. are responsible for the safe conduct of The HIRA qualification focuses mainly on the any maneuver performed by the aircraft rappel and short-haul operations, as well as the crew. A crew chief is qualified as a different hoist-recovery operations the Navy single crewman in all environments at utilizes over land to recover personnel. A fairly all altitudes, day and night. They are significant portion of the HIRA syllabus includes required to be able to go in and out of medical training. AWs learn how to stop major any CAL or one-wheel and clear both bleeding, splinting techniques, CPR and how to sides of the aircraft while the other crew recognize symptoms of more serious injuries, are deployed to assist survivors on the which they may not be able to treat, but need ground. The crew chief will provide to know for the following reasons. First off, if the pilots with the best method for the wrong equipment is used for extraction the rescue crew insertion. He also maintains possibility exists to injure the survivor further, situational awareness with the pilots in which could be catastrophic. Second, they may most rescue scenarios.” need to understand the reasons for transporting Hospital Corpsman 1st Class to a particular hospital for particular injuries.

Craig Denbleyker, a SAR medical “Following HIRA, we designate our technician who has been with the aircrewmen as utility crewmen. The basis of the Longhorn unit since May 2009, then utility crewman designation is to teach our new explained to us a little bit about his crewmen basic techniques and standardization qualification’s role on the aircraft: “A that we utilize up here in Fallon to get in and out Fallon SAR team medical corpsman is of confined-area landings [CALs], one-wheels qualified as both HIRA as well as day and a basic understanding of flying in a high- and night utility crewmen and works altitude technical environment, both during the in conjunction with both the crew chief day as well as at night on night vision devices. and other AWs. On board the aircraft, all They learn to calculate estimated engine torque have shared goals. numbers to determine whether we will have the “On military rescues, I’m Rotor Review # 116 Winter ‘12 44advanced required power to perform a specific maneuver authorized to provide basic and

life support. This includes advanced airway, including intubation; advanced cardiac life support, including cardiac drugs; pediatric advanced life support; and authorization to start IVs [intravenous solutions] and administer pain medicines. On civilian rescues, we operate at an EMT [emergency medical technician] level, with authorization to treat patients with basic life support, and can stop bleeding if required. If more medical assistance is required, we need to pick up a civilian paramedic, nurse or doctor to provide higher levels of care as we transport to a hospital.”

Longhorn SAR helicopters carry a full complement of medical equipment, including, but not limited to, IV fluid, an oxygen bottle, a suction unit, a ventilator and a Propaq monitor for observing vital signs and heart rhythms. Crewmembers also wear vests containing survival equipment, and carry cold-weather gear during the winter.

A variety of rescue devices are also carried on board Longhorn MH-60S Knighthawks, including rescue seats, baskets, strops, vests and litters. A rescue seat is primarily used to assist aviators without the assistance of a rescue aircrewman. A McCauley collapsible rescue basket can be lowered to lift survivors out one at a time in circumstances when there are multiple survivors on the ground and the helicopter is unable to land. A rescue strop is used primarily on non-aviator/civilian survivors without any back or spinal injuries; it is also used in the event that a critical patient crashes (stops breathing) and needs immediate evacuation. A rescue vest is used overland to hoist personnel without severe injuries.

Finally, a rescue litter is used for all patients with suspected back or spinal injuries, or for unconscious survivors.

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Focus: High Plains Search and Rescue

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Helping the Community As valuable as the Longhorns are to NAS Fallon and the Navy air crews that train there, this SAR unit may be of even greater benefit to the local civilian community (since they are night-visioncapable and fully staffed 24 hours a day, 365 days a year, the Navy makes them available for civilian rescues when required). Typical civilian rescues the Longhorns perform include hoisting victims from motor vehicle crashes in the mountains; search and rescue for lost or injured skiers, hikers or hunters;

and various high-altitude rappel or hoist rescues. And because they continuously train with night vision devices, the Longhorns are also the SAR crews that are often tasked with nighttime hoist operations in the mountains.

Although the Fallon SAR unit’s first priority is supporting the base, if it’s available, it will do its best to help on any call. The activation of Fallon SAR for a civilian rescue is actually a relatively straightforward process. First, the state or civilian agency requiring assistance calls the Air Force Rescue Coordination Center (AFRCC). After receiving all

pertinent information, the AFRCC determines whether government assistance would be of justifiable benefit. If it decides it would be, it calls the Fallon SAR team leader, who is currently Cdr T. L. (Timmy) Simonson. The Longhorn team leader gains permission from the base commanding officer, currently Capt Rinehart M. Wilke IV, to launch the SAR alert crew. Once permission is granted by the commanding officer, the SAR team is notified and an aircraft is launched to the scene of the incident.

One recent high-profile civilian rescue took place on June 24, 2011, at a remote location 35 miles north of Fallon, after a tractortrailer crashed into an Amtrak train loaded with passengers and caused two of its cars to burst into flames. After being given permission from the base commander, the Longhorns loaded their Bambi buckets and launched all three aircraft to the scene. Although the buckets weren’t needed, the Longhorn medical crews were asked to transport seven victims to local hospitals. Said LCDR Crisler, “This was a textbook response, and we were proud to assist the local community.”

Whether they’re rescuing civilians or downed Naval aviators, the Longhorns exemplify a tradition of excellence — and hold true to their motto of being there when someone is in need.

Longhorn rescue aircrewman rappelling down to a SAR

SH-60B VERSATILITY Article by LCDR Daniel Cain, USN

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primary mission of the SH60B is Surface Surveillance and Control (SSC). An advantage of the 60B is its capability to immediately transition from its primary mission to any of its secondary missions. A prime example of such dynamic employment is what HSL49’S Detachment TWO does on a daily basis. Det TWO is currently on a Western Pacific deployment near the Horn of Africa (HOA) conducting Counter Piracy (CP) Operations.

During a “typical” flight the SH-60’s will launch on a SSC mission to establish a surface picture and visually identify (VID) vessels to determine if there

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are any known hile airborne conducting SSC before piracy tripwires.

Once a suspect sunset, the crew noticed a small Contact Of fishing vessel, or dhow, dead in Interest (COI) the water and in poor repair. The aircrew has been detected utilizing flexed from the tasking at hand of Counter RADAR and Piracy to Humanitarian Assistance. The crew Forward Looking maintained the position long enough for the InfraRed (FLIR), the small boat USS Halsey to close sixty miles for the rescue. team embarked on USS Halsey (DDG-97) is launched. The crew of the Awareness for the boarding team and ship. Det 60B transitions to an Overwatch position TWO has also conducted search and rescue in order to provide real-time Situational Continue on page 44

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Focus: SH-60B Versatility

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Continued from page 43

n advantage of the 60B is its capability to immediately transition from its primary mission to any of its secondary missions. A prime example of such dynamic employment is what HSL-49’s Detachment TWO does on a daily basis.

Det TWO is currently on a Western Pacific deployment near the Horn of Africa (HOA) conducting Counter Piracy (CP) Operations.

operations, Distinguished Visitor (DV) and other passenger transfers, and was the saving grace for two medical evacuations (MEDEVAC).

HSL-49 Detachment TWO made the news last month upon commencing operations in the HOA. While airborne conducting SSC before sunset, the crew noticed a small fishing vessel, or dhow, dead in the water and in poor repair. The aircrew flexed from the tasking at hand of Counter Piracy to Humanitarian Assistance. The crew maintained the position long enough for the USS Halsey to close sixty miles for the rescue.

In order to be such a dependable and successful asset, there are hard working and dedicated personnel

maintaining the long tenured SH-60B behind the scenes. Without these sailors there would not be a helicopter capable of deterring piracy or saving lives. Replacing engine pieces, main and tail rotor blade replacement, preventing corrosion, and fixing aircraft electrical wiring are just a few challenges they have successfully overcome.

DET 4 Doing Work Article and Photos by LT Andy Beasley, USN

S L 4 9 D e t a c h m e n t FOUR, the Angry Beavers, is the flying jack of all trades for Carrier Strike Group One. Det FOUR may begin the day moving a passenger between ships, move on to conducting Surface Surveillance (MISR) to classify, and Visually Identify (VID) surface contacts away from the strike group before they present a threat, and finish up with an

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ASW exercise. But that day would just scratch the surface of the bevy of capabilities the Angry Beavers provide on a routine basis. From open ocean SAR jumps, dual aircraft gunshoots, dual aircraft remote designation and Hellfire targeting practice, ASW excercises, Surface Surveillance, logistics transfers (both passengers and parts), Naval Surface Fire Support (NSFS), torpedo transfers, Anti-Terrorism Force

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Protection (ATFP) and more, Det FOUR never has a dull moment.

Speaking of dull moments, the first thing that comes to mind is jumping out of a helicopter right? Well that is exactly the kind of “routine” training that Detachment FOUR conducted a week ago. A rare opportunity for a deployed Detachment, the Beavers took the initiative to coordinate, and execute valuable Search and Rescue Continue on page 45

Focus: DET 4 Doing Work

Continued from page 44

(SAR) training. The mission started off with attacks during the entire ASW exercise of itself the Beavers did not stop there, but the launch of Red Stinger 103 and the ship’s against the opposition force (OPFOR) utilized the opportunity to conduct formation onboard Rigid Hull Inflatable Boat (RHIB). submarine. After the submarine cried flight training, dual aircraft gunshoots, After both units arrived on scene RS103 ran Uncle, the Beavers focused their remote designation and hellfire training, through a SAR scenario, and deployed one considerable prowess to the surface side and ultimately provided coverage for the of its airborne rescue swimmers (AWR). and called in fire from the USS Bunker strike group as it traversed an international Jumping out of the helicopter was just the Hill’s (CG-52) 5 inch guns onto a killer hot-spot, the Strait of Hormuz. Whether start of the training for Detachment FOUR’s tomato target, turning it into a killed it is a routine logistics transfer of parts or motivated aircrewmen. Upon entering the tomato. personnel between ships, an opportunity to water, the aircrewmen headed towards the Still not satisfied, the rescue survivors on the high seas, or defend ship’s rescue swimmers who simulated the Beavers looked for more challenges the fleet from enemies above and below the role of a “survivor,” and simulated extracting and opportunities to hone their skills. surface the Angry Beavers of Detachment the survivor from the water and preparing Flying two aircraft from a single spot FOUR are ready to do work, the Beaver him to enter the helicopter. All three of the ship simultaneously was no problem for way. detachment AWRs performed multiple jumps, Detachment FOUR. A true feat in and live hoisting evolutions, and even had a little fun in the process.

Barely given the chance to shower up after getting “salty” the Beavers showed their flexibility, shifting from training to rescuing “survivors” from the top of the water, to their capability to search for, track, and attack a venerable threat to any surface force… submarines.

Participating with a US submarine, P-3, MH-60R (the next generation LAMPS aircraft), 2 SH60F’s, and multiple surface units Det FOUR showed its true colors as it executed the HSL-49 DET 4 Seahawk working with the cruiser Bunker Hill. most successful simulated

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Focus

Mission @ HAND Article by LTJG Travis Dunn, USN to the table in the ASW arena with its he transition is behind us and Airborne Low Frequency Sonar (ALFS). the SH-60Bs have departed As the only airborne ASW asset in the the pattern at HSM-74. The Swamp Foxes’ carrier air wing, the Swamp Foxes new mission is to integrate our platform’s are training hard for the upcoming capabilities and missions with Carrier deployment by utilizing the ranges and Air Wing THREE (CVW-3) and Harry S. support of AUTEC in the near future.

Truman Carrier Strike Group (HSTCSG). The ALFS has broadened the Romeo’s With future Large Force Exercises (LFE) and ability to track and localize submarines detachments to Atlantic Undersea Test and at a greater distance and with better Evaluation Center (AUTEC) on the horizon, accuracy. Not only does the ALFS the Swamp Foxes will be able to showcase perform faster search rates, but it can the immense capabilities of the MH-60R, in detect a submarine at farther distance both the Anti-Surface Warfare (SUW) and due to its increased range. This is vital to the mission and allows the Romeo to Anti-Submarine Warfare (ASW) missions.

The MH-60R brings a great deal conduct an attack with its own ordnance or to coordinate other he MH-60R brings a great deal ASW assets into a to the table in the ASW arena position to perform the attack on enemy with its Airborne Low Frequency submarines.

Sonar (ALFS). As the only airborne ASW When not hunting submarines asset in the carrier air wing, the Swamp you will find the Foxes are training hard for the upcoming MH-60R conducting deployment by utilizing the ranges and Surface Surveillance support of AUTEC in the near future. and Control (SSC) missions. The use of

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the Multi-Spectral Targeting System (MTS) and improved Multi-Mode Radar (MMR) increases standoff ranges while providing live video and freeze frame pictures to other Strike Group members. The ability to conduct Link-16 operations is also new with the Romeo. Link-16 provides us the capability to communicate with all assets involved.

Link-16 combined with the MTS and MMR provide for an immediate picture for what we can and cannot see in the operating area.

The improved detection and monitoring capabilities along with the improved communication abilities of the Romeo allow a real-time picture to be presented to Strike Group Warfare Commanders and provide a vast improvement to the situational awareness in order to make better informed decisions. The Swamp Foxes are working hard with these tools in order to prepare for the upcoming detachments, work-ups and ultimately the maiden deployment as HSM74 with HSTCSG and CVW-3.

Marine Helicopter Squadron Joins Amphibious Training Article and Photo By Cpl. Garry J. Welch, USMC

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elicopters of Marine Medium Helicopter Squadron 265 (Reinforced), 31st Marine Expeditionary Unit, landed on USS Essex (LHD-2) March 4, in preparation to support the MEU’s upcoming deployment.

Over the course of a few hours, HMM 265 (Rein) flew on more than 20 helicopters, ranging from the powerful CH-53E Sea Stallion’s, to the legendary UH-1N Huey’s, all ready to support the 31st MEU. “The fly on went very well,” said Maj. Michael J. Acosta, the executive officer of HMM 265 (Rein), 31st MEU. “We had 23 aircraft to move today and all of the aircraft made it on the ship. This is our third consecutive Continue on page 47

31st MEU CH-53E landing on the USS Essex.

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Focus: Marine Helicopter Squadron Joins Amphibious Training

Continued from page 46

movement of 23 or more aircraft, and we have had a 100% success rate every time, meaning there were no safety or mechanical failures, and we met all of our timelines.”

During its time with the 31st MEU, the squadron has provided unique capabilities the command can utilize in exercises or operational scenarios.

These capabilities include tactical recovery of personnel and aircraft, helicopter

raids, noncombatant evacuation operation response, humanitarian aid and disaster relief response and a quick and efficient mode of transportation for the Marines.

“The squadron serves as the core of the air combat element of the 31st MEU,” said Lt. Col. Damien M. Marsh, the commanding officer of the Air Combat Element, 31st MEU. “We provide all the aviation support for the Battalion Landing Team, Combat Logistics Battalion, and headquarters elements of the 31st MEU.” T h e squadron is now standing by to support the 31st MEU during its Amphibious Integration Training, and the upcoming Certification Exercise.

31st MEU CH-46E waiting for chocks and chains on USS Essex

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he squadron serves as the core of the air combat element of the 31st MEU... [providing] all the aviation support for the Battalion Landing Team, Combat Logistics Battalion, and headquarters “Without the Air Combat Element, we would be restricted to just surface movement and amphibious landings,” said Capt. Travis Pugh, a pilot with HMM 265 (Rein), 31st MEU. “There would be no way to reach back and touch the enemy beyond the beach.”

According to Pugh, during CERTEX the squadron will be tested on their ability to deliver Marines to their objective on time.

Focus

HSL-60 Detachment FOUR Employing Fire Scouts for Africa Partnership Station Article by LCDR Cedric Patmon, USN

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SL-60 Detachment FOUR has completed the first month underway as the Navy’s first “Fire Scout only” detachment aboard the USS Simpson (FFG56). The detachment consists of aviators, aircrewman and maintenance personnel primarily from the reserve ranks. It is the first LAMPS detachment to deploy with the MQ8B Fire Scout as its sole airborne asset, versus previous detachments that deployed with a hybrid concept employing SH-60B and MQ8B’s. The detachment is currently attached to Sixth Fleet in support of the AFRICOM and CENTCOM theatres.

The Fire Scout detachment concept The Fire Scout is steady and secure as the USS Simpson (FFG-56) takes a allows the Navy a new platform to contribute roll. to the DoD’s Intelligence, Surveillance and Reconnaissance (ISR) mission by positioning reform it for a new platform. The attitudes and motivation displayed by the detachment a mobile and flexible airborne asset within are a perfect match for the non-traditional mission at hand. They are taking their mission easy reach of a target’s shorelines. The Fire seriously so as to provide the best product for all subsequent Fire Scout detachments, Scouts onboard USS Simpson have been while at the same time benefitting the nation’s Navy and its contributions to a “global participating in the Africa Partnership Station force for good”.

(APS) exercises along the western coast of Africa. So far they have flown over a dozen missions supporting training in Maritime Interdiction Operations (MIO), Visit Board Search and Seizure (VBSS) operations, and Surface Surveillance Coordination (SSC) with several African Navies and other multinational partners.

ISR is a new role for the LAMPS Navy Spouse Owned & Operated Full community as well as for the smaller ships from Service Real Estate Firm which they fly. The APS exercises allow the Det • Sales to hone its tactical skills and ISR employment • Resident Placement capabilities in a real-world environment. The • Property Management goal of these multi-national exercises is greater maritime security for the African Partners • Experienced in USACE / HAP and the world, as well as increased economic SERVING THE MILITARY benefits within each country’s waters. HSL-60 at NS MAYPORT & COMMUNITIES Det FOUR is excited to have this opportunity NAS JACKSONVILLE to improve their capabilities, those of the Fire Joy Doyle 904-881-7775 Scout and the Navy, while at the same time joy@hovergirlproperties.com working to improve the health and welfare of their new African friends and colleagues.

Lara Yehl 904-248-0332 lara@hovergirlproperties.com Detachment FOUR Officer in Charge, LCDR Darrel Capo, indicated, “The www.hovergirlproperties.com men of HSL-60 Det FOUR have been given HORIZON REALTY OF NORTHEAST FLORIDA, LLC d/b/a an outstanding opportunity to help refine and Hover Girl Properties define the role that Fire Scout will have going forward. The learning curve has been steep as all participants have had to put away traditional Rotor Review # 116 Winter ‘12 50 thinking associated with manned aircraft and

Focus

The Search and Rescue Lucky Charm Article by LT Andrea Giuliano, USN

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hen I joined the Navy to become a pilot, the potential assignment that excited me the most was the prospect of launching on a Search and Rescue mission. SAR became the primary influence in my platform and location choices throughout my training pipeline. After graduating from the long and grueling process that is flight school, I was winged as an MH60S helicopter pilot and headed to HSC25 in Guam. I was in prime territory for SAR missions, but immediately upon checking in as a PQM, I was thrown into our rigorous tactics syllabus. With a daily dose of tactics in the form of lectures, courseware, or flights, it was easy to forget that as the island’s primary SAR asset, our true primary mission was still my first calling—search and rescue.

No one roots for a SAR mission to arise since that means someone else is in trouble, but if the unfortunate event should occur, it’s natural to want to be there to help. After being stationed in Guam for only a few short weeks, I was very excited to be scheduled for my first SAR duty! It seemed to be a rather uneventful Wednesday; I was prepared for the worst but expecting the usual uneventful shift. Later into the evening, however, we got a call: A swimmer was lost past the reef line in Saipan, an island one hundred miles to the north.

We bustered to assist, but unfortunately after an intense but unsuccessful search effort even with relief from the standby crew, the search was called off.

Later that same week, I found myself on the schedule again, this time for weekend SAR duty. Saturday afternoon we received a call notifying us that some hikers were stranded near Cetti Bay, on the southwest portion of the island. I rushed to the squadron, got into my gear and ran out to the aircraft.

After 15 minutes of searching, we found two hikers near a very small clearing on the side of a hill. Able to land in the clearing, we loaded up the famished hikers and transported them to the Naval

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AR became the primary influence in my platform and location choices throughout my training pipeline.

After graduating from the long and grueling process that is flight school, I was winged as an MH-60S helicopter pilot and headed to HSC-25 in Guam... prime territory for SAR missions, but immediately upon checking in [...] I was thrown into our rigorous tactics syllabus. With a daily dose of tactics in the form of lectures, courseware, or flights, it was easy to forget that as the island’s primary SAR asset, our true primary mission was still my first calling—search and rescue.

Hospital on island. It was my first actual rescue! After three years of what felt like endless amounts of preparation to get to this point, all that hard work was finally validated. It felt amazing to accomplish an actual mission and help others in the process. The time and dedication required to get through flight school was absolutely worth it.

The following Monday, it was my turn again. Once again, we received a call! I didn’t believe it at first, but I rushed out to the helicopter while my HAC gathered more information. An injured hiker had fallen off the highest peak in Guam: Mount Lamlam. Though he had only fallen about ten feet, he had sustained major injuries and was paralyzed from the neck down. We arrived on scene within 15 minutes of launching, and Guam Fire and Rescue was already on scene and stabilizing the survivor. Moments later, after some rather sporty hovering and varsity litter hoisting we had the survivor on board and rushed him to the hospital.

Three calls within a week!

Around the squadron everyone who was still waiting for his or her first rescue (including most of the pilots, some who had been here for years) thought I was some sort of “SAR lucky charm.” I was put on the schedule for SAR duty more frequently in an attempt to get pilots their prized rescues. One would think that that would have been it—that my

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luck would have run out. The next time I was scheduled for SAR duty, however, we were called out for yet another mission. This one ended up being cancelled in the chocks before we could take off, but I couldn’t complain. I stood SAR duty many more times before my first deployment, and most of them ended up being quiet and uneventful. There were other calls while I was on duty, but all of them were responded to by fellow squadron-mates already airborne in the local area.

As a brand new pilot to the HSC community I would have never guessed things would kick into gear this quickly! I thought, as did many of my counterparts, that these interesting missions would only happen after I had the luxury of time to settle in to life in a fleet squadron. I now realize that this is not the case and that all new pilots should stay motivated and be ready. Dramatic missions will happen when we least expect it. I was a new PQM fresh out of the FRS, but I was a fully qualified copilot and I had a job to do.

When the launch orders came, none of us had time to review our basic procedures. Search and Rescue is and has always been a primary mission of naval helicopters, and it’s our job to remain constantly prepared for that essential mission.

Focus: What Your Primary Mission continues on page 51

Change of Command And Establishment

VX-1

Pioneers

TACTRAGRUPAC

CAPT Jeff Davila, USN relieved CAPT Kevin Kenney, USN on March 2, 2012

CAPT John Miley, USN relieved CAPT John S. Mitchell III, USN on March 15, 2012

VMM-561

Pale Horse

CDR Warren J. Curry, USMC re-activated and took command in December, 2011

HS-14

HSM-77

Saberhawks

CDR Brent C. Gaut, USN relieved CDR Ken A. Strong, USN on January 5, 2012

HSL-37

Chargers

Island Knights

CDR Gregory G. Roberts, USN relieved CDR Gregory C. Moore, USN on February 16, 2012

CDR Gregory Thoroman, USN relieved CDR Ronald Dowdell, USN on February 16, 2012

HSM-78

HSM-73

Blue Hawks

Battle Cats

CDR William H. Bucey, USN established command on March 1, 2012

CDR Jose L Rodriguez, USN relieved CDR Richard M. Weeden, USN on March 15, 2012

HSM-46

Grandmasters

CDR James P. Dunn III, USN relieved CDR Michael Burd, USN on May 10, 2012

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Online Copy Version 2011

Focus

CIT [Counter Illicit Trafficking Operations] Article by LTJG Peter Church, USN

Designated Marksmen ackages of cocaine totaling more and Airborne than 900 pounds are packed inside a Controllers hidden compartment of a boat boarded to effectively disable fleeing by a U.S. Coast Guard Law Enforcement G o F a s t Detachment operating with the U.S. Navy Vessels (GFV). vessel off the coast of Colombia... The However, while this would also contraband was seized and suspected mean we would smugglers were taken into custody. be steaming independently, the typical JTFEX/SUSTEX evolutions did not The CIT Mission is a very unique apply. mission that is difficult to prepare for because Week One Workups consisted you never know what you are going to be facing. of the usual requirements for all It takes great adaptability and flexibility in order deploying HSL/HSM detachments; to accomplish the mission successfully. No two Emergency Low Visibility Approaches, missions or even days are ever the same. smoke light approaches, and initial The pre-deployment training and NVG DLQs to test the skill of our newly work-up syllabus was much the same as designated H2Ps and the mettle of our any other HSL/HSM detachment with a few newly designated HACs. distinct differences. While every crew had to From our training, we expected complete the Helicopter Advanced Readiness much of our time in 4th Fleet to be in Program (HARP), each crew was also required a 50-100’ hover perched over Goto become qualified and maintain currency in Fast Vessels with the marksman ready. the Airborne Use of Force (AUF). AUF allows While we were certainly prepared to do Seahawk crews to collaborate with Coast Guard

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so, we soon discover that was not so. Many of our hours are spent conducting Surface Surveillance and Control (SSC) looking for these GFVs and their collaborating Logistics Support Vessels or any other suspect activity.

We utilize our ASU skills that we learned for other missions to detect, track and stop these suspect vessels.

Each day, our team has demonstrated the capability of the SH-60B to effectively work with its surface counterpart to successfully interrupt and interdict illicit traffickers in a wide variety of their methods.

Each interdiction encountered proved to be different than the last, requiring every member of the interdiction to improvise. We have been involved in the interception of a fishing vessel carrying narcotics where the SH-60B recorded FLIR imagery of the attempted escape and dumping of the contra band, all while vectoring in an over-the-horizon RHIB with VBSS and LEDET personnel aboard to make the arrest and marking the narcotics debris field with a sonobuoy so that the team could recover the narcotics at a later time. Each one of these tasks was enough to saturate the crew, but they handled the situation expertly and accomplished all three. On another night, Continue on page 54

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Focus: Counter Illicit Trafficking Operations

ach day, our team has demonstrated the capability of the SH-60B to effectively work with its surface counterpart to successfully interrupt and interdict illicit traffickers in a wide variety of their methods. Each interdiction encountered proved to be different than the last, requiring every member of the interdiction to improvise.

E

Continued from page 52

after disrupting the onload of drugs to multiple GFVs, we were able to track two fleeing Go Fasts into territorial waters. Each vessel went into a different country’s territorial waters. With the help of the ship, the crew obtained permission to continue the pursuit of the vessels into both countries’ territorial waters. They then contacted an interceptor vessel from each partner nation and vectored each of them in to complete both interdictions. This showed the great flexibility of the SH-60B and her crew. They were utilizing both UHF radios, DATA Link, and the HF radio all at the same time to coordinate these take downs.

As Drug Trafficking Organizations (DTO) shift their tactics, the Joint Interagency Task Force South and its Counter-Illicit Trafficking assets are continuing to adapt their methods and procedures as well to continue the War on Drugs.

Fighting the War on Drugs Article by LTJG Sam Oberg, USN

rewmembers prepared bales of cocaine, seized by the Coast Guard law enforcement team, for transport off of USS Oak Hill.

Working jointly with crew, the Coast Guard team, comprised of member from Pacific Tactical Law Enforcement Team, Enforcement Team and Maritime Safety and Security Team...interdicted nore two tons of cocaine from the motor vessel Mr. Geo

C

The CIT team preparing to turnover two tons of narcotics over to NCIS. Photo courtesy of the U.S. Coast

Guard.

The war on drugs in the Eastern Pacific has been going on for a long time, but it is a constantly changing entity. Like any other form of warfare, both sides are ever evolving. To keep up with this dynamic mission, multiple Joint Task Forces (JTF) were established in 1989 to cover different fronts in this war. Over time, as the result of many restructuring events, Joint Interagency Task Force South (JIATF-S) came to exist in 1994.

JIATF-S was originally located in Panama, and was responsible for Counter Illicit Trafficking (CIT) operations in the coastal waters of South and Central America. In 1999 JIATF-S was merged with JIATF-East creating a central organization responsible for CIT operations on the Caribbean side as well.

The JIATF-S team involves both maritime and aviation assets from U.S. Southern Command, U.S. Coast Guard, multiple U.S. law enforcement agencies, and assets from partner nations. HSL-49 Det EIGHT, Poseidon’s Disciples, are embarked on the USS McClusky (FFG-41) along with other team members from the U.S. Coast Guard, Naval Criminal Investigative Service (NCIS), and intelligence personnel from JIATF-S. Working as one (CIT) team, there is never a dull moment.

Continue on page 55

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Focus: Fighting the War on Drugs Continued from page 54

A basic knowledge of how o what is to be done about this problem? The answer is Transnational Criminal Organizations actually quite simple: everything... The radar operators (TCO) operate is essential to have had great success in being able to detect “Gounderstanding the mission of the HSL community in the Eastern Pacific theater.

Fast” vessels despite their relatively small size in wide open The enemy in this fight is clever and has waters. For the less obvious contacts (i.e. those with surface no problem changing the game to counter speeds under 30 knots), the aircrews are able to again rely whatever tactics the CIT operators are using. They use every type of vessel on radar to show peculiar behaviors that don’t quite match known to be seaworthy (and some that up with the rest of the fishing community. Hawklink keeps are questionable at best). CIT forces the rest of the CIT team in the fight [by] allowing them to have found contraband in everything analyze everythingn [while] the LAMPS sensors are sending from large fishing vessels to smaller pangas. To make things worse, the ... informed decisions on the course of action to be taken. traffickers have also turned to specially designed, fully enclosed vessels known as self-propelled semi-submersibles (SPSS). vessels despite their relatively small unused, but with the TCO’s advancements These are boats that sit just below the water size in wide open waters. For the less on the sub-surface front… it could be just a line allowing only a small window section obvious contacts (i.e. those with surface matter of time. LAMPS will be ready! to be visible. There is further evidence that speeds under 30 knots), the aircrews As of January 2012 things have the TCOs are close to being operational with are able to again rely on radar to show been heating up with Operation Martillo fully submersible vessels. The escalation of peculiar behaviors that don’t quite (Spanish for Hammer). The well named the battle problem doesn’t stop there though; match up with the rest of the fishing operation is “designed to help stem the flow traffickers have further complicated the mission community. Hawklink keeps the rest of narcotics through Central America and through the use of at sea transfers between of the CIT team in the fight as well, its Pacific and Caribbean coasts by denying different types of vessels. They seem to have allowing them to analyze everything the transnational criminal organizations (TCOs) a rather large group of support platforms acting LAMPS sensors are sending them, and littorals used for illicit trafficking”, as stated as floating gas stations, transfer points, and as a team, make informed decisions on by JIATF-S. It is estimated that over 80 look out vessels. Their use of different types the course of action to be taken. FLIR percent of the narcotics entering Central of transport creates a situation where any imagery has proven to be invaluable to America, Mexico, and ultimately crossing contacts the CIT operators cross paths with are the law enforcement teams in deciding into the U.S. are believed to transit these potentially smugglers. who is or isn’t playing by the rules. As routes. Operation Martillo is expected to So what is to be done about this in any kind of warfare, a steady flow of continue putting pressure on illicit traffickers problem? The answer is actually quite simple: secure communication is key. LAMPS until it is deemed no longer effective by the everything. Poseidon’s Disciples of HSL-49’s aircrews are able to stay virtually silent partner nations involved with it.

Det EIGHT have been employing just about via Hawklink, while the traffickers One thing is for sure, this mission is every tool that the SH-60B has to offer. Some aren’t so lucky. Communication relay here to stay. Poseidon’s Disciples will be on may argue that the LAMPS tool box is old capabilities keep the translators on the station for another several months fighting and worn, but it must be noted that it is still ship well connected to radio chatter the good fight. The hybrid detachment flies a rather robust tool kit, and furthermore it is between contacts that would normally the Scorpion flag of HSL-49, but is powered tried and true. The radar operators have had be well beyond the ship’s normal range. almost completely by personnel filled with great success in being able to detect “Go-Fast” This leaves only the acoustic systems BattleCat pride.

S

Showtime The M/S Arcadia MEDEVAC

Article and Photos by LT Jonathan Feins, USN

AM SAR: Stand by to stand by

W

hen the SAR crew assembled around 0900 to brief on February 28th, we joked that launching was a real possibility, more so than other days. I distinctly remember saying, “since there aren’t any flights until this evening, if something pops up, we’re taking it”. Running through the rest of the SAR brief, we stopped when Ships came up. I’m a two-tour desert guy.

Rotor Review # 116 Winter ‘12 57 Continue on page 56

HM2 Michael Chernenko is lowered down to the deck.

Focus: Showtime Continued from page 55

The most time I’ve spent on a boat was during a field trip in first grade (a little backwards for a Navy guy). Fortunately my copilot, LTJG Kate Hirsch and crew chief AWS2 Elias Diaz Kincaid had plenty of boat experience. My Second Crewman, AWS2 Ryan Reed and corpsman HM2 Michael Chernenko were with me in Basrah, Iraq doing MEDEVACs with the 2515th NAAD. It was a well-balanced crew with the MEDEVAC experience of Reed and Chernenko complemented by the boat experience of Diaz Kincaid and Hirsch. Fully briefed and confident we could handle any situation, we dispersed.

Walking down the hall an hour later the SDO, LTJG Danielle Gill casually stopped me

we contacted the duty flight surgeon, Air Force Captain Stanley Kimball, to hop on the flight. Having been in direct communication with the Arcadia, Doc Kimball had a clear picture of the patient’s status and informed us of the urgency. Around 1145, with a full brief of the mission and a clear understanding of the task at hand, we launched.

Ready, Set, Launch

Even though this was an unusual MEDEVAC, it went about as smooth as possible. The Arcadia was approximately 60 miles Northwest of Guam steaming Southeast at 23 knots.

Not far offshore, we contacted the Arcadia on Maritime 16 with numerous questions.

The ship’s crew was very organized and we quickly had updates on the patient’s status, the ship’s position, on scene weather and confirmed the hoist location.

Diaz Kincaid was insistent on getting amplifying information HM2 Chernenko is ready to provide medical assistance to crew (something pilots onboard the M/S Arcadia. love to see in a crewman), height of the nearest asking, “hey you know you might get launched obstacles, any potential hazards to on a MEDEVAC, right?” Clearly I didn’t, but looking to my right I saw Hirsch in full prep hoisting, etc. Hirsch, sitting right seat mode gathering of all the details, already getting and on the controls, suggested using the the ball rolling. After assembling the rest of the FLIR and sure enough, a minute later crew, Gill informed us that an injured female we spotted the Arcadia. employee onboard the M/S Arcadia required a MEDEVAC. A MEDEVAC from a Cruise Ship! Automatic Approach There’s a first time for everything and this was Checklist, Crew Rig something nobody could’ve anticipated. The for Rescue Everyone was doing SDO had everything we needed: the ship’s position and PIM, frequencies, dimensions, etc; something. With Hirsch flying, Reed and the Naval Hospital was already standing by was preparing the cabin, staging the to accept the patient. She even had pictures to litter and trail line. Doc Kimball was help us visualize exactly what the cruise ship set to receive the patient and Chernenko, looked like, explaining where the patient would gear on, was eager to go down the line be staged for the hoist. We got some amplifying and take control of the scene. Calmly information, deck height, obstacles, personnel and incredibly organized, Diaz Kincaid onboard, fire/rescue availability, etc. Finally, had his cabin set up exactly how he

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wanted with everyone in the proper position.

With that, my job as Aircraft Commander was simple: set multiple bingos, talk with the Arcadia and back up the crew.

Hirsch flew a smooth recce pass and Diaz Kincaid called out obstacles, loose debris, and finally determining the best place to execute the hoist. The professionalism of the Arcadia’s crew quickly showed. They had already positioned themselves into the wind and slowed to 8 knots. They also taped a large spot on the aft pool deck for the hoist and after our initial pass, Diaz Kincaid agreed with their selection. The plan was simple: establish a stable hover approximately 50’ above the deck, send Chernenko down with the medical gear and send Reed down with the litter immediately after. The crew was set and we rolled final for the initial hoist. As planned, Hirsch flew into a stable, 50’ hover with about 10 KIAS, matching the speed of the ship. I gave the HWATTs call, continued to monitor the gauges and back up Hirsch. Chernenko positioned himself at the cabin door while Diaz Kincaid manned the hoist and commenced lowering him to the deck. Reed followed, with no incident. Just like we practice; smoothly down and right back up. While scanning the deck for obstacles, I couldn’t help but notice the crew of the Arcadia. Their primary duties probably included cooking, entertaining, bartending and maybe black jack dealing. But during the emergency they were staged as firemen in full gear, and paramedics dressed out with med kits at the ready. They even emptied the pool knowing that our downwash would certainly play a factor. True Professionals. Once both our guys were safe on deck, Diaz Kincaid cleared us for forward flight. Hirsch flew a 70KIAS orbit around the ship keeping us on scene with plenty of fuel. Great headwork, great CRM .

On Scene Commanders

Business in the front, party in the rear? Not so much. With the aft pool deck clear (except for emergency personnel), the forward deck was standing room only with tourists taking pictures and sipping Mai Thais. Tourists partying, Chernenko and Reed rescuing! I’ve seen Chernenko in action before and true to form he arrived on scene and took charge directing crewmembers and even the ship’s doctor as necessary. Reed knew what Continue on page 57

Focus: Showtiime Continued from page 56

to do; he’s done it numerous times in Iraq.

Get on scene, assess the situation and spring into action. Without hesitating, Reed was setting up the litter and ensuring the trail line was good-to-go. It didn’t take long before the patient was stable, fully transferred to our litter, and ready for the hoist. About 15 minutes after they hit the deck, Reed, using his Rescue Swimmer’s Radio (PRC-149), called for the pick up.

Ready for Pick Up

While our guys took charge on deck, I was communicating with Arcadia, informing them of our intentions. Diaz Kincaid called on Hirsch to bring us into a stable hover, this time about 30’ above the spot. She executed it perfectly, hovering well clear of any obstacles. We could see the patient on the litter, trail line paid out with Chernenko and Reed standing by. Diaz Kincaid executed another smooth hoist and Reed kept tension on the trail line to prevent any spinning or swaying. Again, just like we practice. The patient was onboard with ease!

Instead of hoisting our guys next, we took a few laps around the ship. Hirsch entered an orbit giving Doc Kimball time to secure the patient while Chernenko and Reed cleaned up the deck. Gathering all their gear and trail line stowed, Reed called ready. We rolled final for the last time. Diaz Kincaid showed excellent headwork, hoisting Chernenko first to assist Doc Kimball with the patient. Reed followed up the hoist and

a minute later, “cleared for forward flight” was announced over the ICS.

Higher Level Care

After we transitioned to forward flight, I made one final call over Maritime 16. I thanked the crew of the Arcadia for their professionalism and hard work. They truly went the extra mile to ensure our safety, directly contributing to an efficient and quick rescue.

Enroute to the Naval Hospital, Chernenko and Doc Kimball continued to monitor the patient’s vitals using a Propaq monitor. They made her as comfortable as possible and requested we remain 500’ and below for the 60 mile transit. Diaz Kincaid and Reed finished cleaning up the cabin, securing all loose items. As the non flying pilot, I wanted to alert the hospital of the patient’s status and give them an updated ETA. Contacting Coast Guard Sector Guam about 30 miles out, we relayed the applicable information. Sure enough, as we approached the hospital pad, Navy EMS was standing by to receive the patient. Hirsch executed a nice approach and once chocked, Chernenko and Doc hopped out with the patient. They executed their jobs to a “T” conducting a thorough brief with the hospital staff and officially transferring the patient.

RTB Thirty minutes later, Chernenko and Doc were back on board, strapped in, ready to go. Hirsh, still at the controls, released the parking break and brought us into a hover.

With green gauges and still plenty of fuel, she flew us over the cliff line and North over the water. We began the short trek home. Only then did we stop to think about what we had accomplished. Two hours after launching we reached Base, shut down and debriefed the mission, discussing what worked and what could’ve gone better. Everyone agreed that our crew worked exceptionally well together; the success of the mission relying heavily on crew resource management. CRM typically refers to the aircraft’s crew, but for this mission our success was a direct result of several crews working together: the Coast Guard coordinating the initial plan of action, our maintenance crews finishing the TA and topping off the tanks before departure, the SDO who gathered all the information, Arcadia’s crew standing alert in emergency gear, our flight crew bustering to the ship and receiving the patient, and finally the Navy EMTs waiting for our arrival to continue treatment. This was a complete team effort resulting in one thing:

"Mission Success!"

NHA Salute to Marine Aviation Centennial : USMC Helo Pilot Number One Continued from page 35

U.S., the Bell P-59. Des’ copy of the work was given to him by the author, Adrian O. Van Wyen, with a cover letter of apology for the “tentative” designation. A revised list came out over thirty years later in United States Naval Aviation 1910-1995: Appendix 30. The historian working on the project was surprised to learn from his returned questionnaires that the training the test pilots received to fly this radically different aircraft was unanimously minimal. “In contrast to present practice, training consisted of looking at the handbook, cockpit checkout, then go.”4 At this point there was no test pilot school.

The requirement that all test pilots had to receive dual instruction in the aircraft before 4 5 6

7 8

being allowed to fly solo was not the protocol. As Gary Shattuck explained in his work on early Fleet Cadets, “only the best aviators were allowed to become test pilots. It took consummate skill and nerve pushing the plane to the very limits of design and beyond.”5 Inclusion in the list was governed by these two quoted rules: “First, qualification as a jet pilot was defined loosely. For this purpose, it was considered simply as the first flight on which complete command of the aircraft was held. Whether the first flight was also the last made in a jet or the beginning of a whole new career of jet flying, it

was accepted as meeting the requirement.

Second, only flights in pure jet aircraft6 were considered, and only those men with whom we could make contact or about whom we could gain specific knowledge appear in the list.”7 The list ultimately compiled named 419 naval aviators, ending December 28, 1948. Carl was number 39, and the third for the Marine Corps. In his biography Carl wrote, “Des Canavan and Al Hollar were the only marines ahead of me.”8 In a letter to Major General Norman Anderson, another Golden Eagle and Pensacola classmate of class 88-C, on 18 January 1987 my father wrote: Continue on page 58

Adrian O. Van Wyen, Naval Aviation News. March 1963, pp. 6-13 and United States Naval Aviation 1910-1995: List of Early Naval Jet Pilots, pp. 744-745.

Gary Shattuck, Fleet Cadets. P. 58.

Des’ Log: October 10, 1944, Des tested the XFR-1: Bu. No.: 48233. According to . www. joebaugher.com:, one of 3 prototypes procured by the Navy. Bu. No: 48232 hit a mountain in Sycamore Canyon near San Diego on October 13, 1944. Bu. No. 48234 had wing failure. on April 5, 1945 , the pilot parachuting to safety. The FR-1 Ryan Fireball with its reciprocating engine was considered and excluded as “jet” aircraft. This was the first carrier-borne aircraft to have a tricycle landing gear. It was intended to be a Kamikase interceptor.

United States Naval Aviation 1910-1995: List of Early Naval Jet Pilots. P 746-747.

Marion Carl, Pushing the Envelope. P.58.

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NHA Salute to Marine Aviation Centennial : USMC Helo Pilot Number One Continued from page 57

“The record requires a bit of explanation, however. The first [log] sheet (July 1944) is straightforward and shows 18 July as the date of my first flight in the Bell jet YP-59-A Bu. No. 00012. You will note a second flight on the last log sheet (1 November 1944) of only .3 hours duration. A small matter of an engine fire and a certain urgency to get back on the ground.

“With respect to the helicopter flights, I’ll just repeat the statement I made to the editor of the Yellow Sheet on 22 September 1986 (unanswered by the way).

“My first flight was on 30 March 1944 in XHNS-1, Bu. No. 39034. I was accompanied by a LCDR Miller who had some previous experience in Pitcairn autogiros but none in helicopters.

With the blind leading the blind we made twelve flights between March and November 1944. On 3 November [1944] my flight log shows a solo flight of 0.8 hours in HNS-1 Bu. No. 39046. I made several additional flights after that date until relieved by Marion Carl.

“In summary I can say without fear of successful contradiction that I was both the CDR Corps first jet pilot and helicopter jockey. In years past I thought these flights of dubious distinction at best, but as I approach my 74th birthday, a record for posterity does have a certain appeal.”

Des may have been mistaken in the date of his first solo since his log book actually showed that he made solo helicopter flights on November 2nd, 3rd, 4th, and 7th, and also accompanied LCDR Wood as a passenger on November 2nd for a total of over 3.8 hours that first week of November 1944. All were done after the engine fire in the Bell jet on November 1, 1944.

But Des was probably mistaken as well in thinking that LCDR. John Miller only had experience in autogiros, since the U.S. Coast Guard lists Miller as having completed on December 5, 1943, helicopter training 9 10 11

conducted by LCDR Frank A. Erickson, USCG. It is difficult to know the extent of that training. If Miller did have much more experience in autogiros, giving him a slight edge in grasping the radical differences, his training by Erickson might have been minimal. The only sure way we could know how much helicopter experience Miller accumulated prior to reporting to Patuxent River would be to look at his log. Perhaps there is a

military benefits of ship-based helicopters.

The Coast Guard was more eager to see the development of the helicopter, not as a war machine so much as an effective short-range rescue and convoy escort platform, scouting out enemy submarines.

On October 16, 1943, Commander Charles T. Booth, from NAS Patuxent River, who would soon become the Director of Flight Test, accepted the U.S. Navy’s first helicopter at Bridgeport, Connecticut, following a 60-minute demonstration acceptance testflight by LCDR Erickson, making Booth the Navy’s helicopter pilot Captain Vincent number 1.9 Secades, of the Naval Helicopter Association, gave credit to LCDR John Miller as being the Navy’s helicopter pilot number 2.10 This was the same LCDR. Miller with whom Des took his first flights.

Following that train of thought, LtCol. Desmond E. Canavan was naval helicopter pilot number 8, and number 1 for the Marine Corps, following the dates of the first solo flights for LCDR J. W. Klopp (number 3), LT W. V. Gough (number 4), LT W. G. Knapp (number 5), LCDR C. R. Ramsey and CDR Booth (l-r) Wood (number 6), and Cdr R. E. Doll (number 7). However, ©2012 Nancy Canavan Heslop. All Rights Reserved. United States Naval Aviation chance that a family member will learn 1910-1995: Appendix 31, List of Early of the revived interest in early helicopter Helicopter Pilots, did not give credit to the men from Flight Test who were among the testing and training.

Des’ log characterized his early first to fly the helicopter for the Navy and flights in the HNS-1 Bu. No. 39034 as Marine Corps, or to the Coast Guard pilots, “instruction of a qualified pilot” as he including Lt. Cdr Erickson who initiated its and LCDR. Miller worked to understand development.11 On the occasion of the 100th this new and promising technology of Anniversary of Naval Aviation, Captain Secades has reopened the inquiry into these flight.

To add to the confusion, the early helicopter pilots.

On December 18, 1943, the U.S. history of the helicopter and the Navy was checkered by criticism in 1943 in the Chief of Naval Operations separated the U.S. Congress by the Senate Committee functions of pilot training from Tests and chaired by then Senator Harry S. Development in the helicopter program.

Truman. The Navy, the bête noire of Effective 1 January 1944, he directed that the the ex-Army committee chairman, helicopter pilot training program be conducted was criticized for ignoring the possible at Floyd Bennett Field under the direction of Continue on page 59

www.navalhelicopterassn.org. Captain Vincent C. Secades, USN-Retired. The Naval Helicopter. P. 7. ©2010.

Ibid., p. 8.

United States Naval Aviation 1910-1995, Appendix 31: List of Early Helicopter Pilots. P. 756.

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NHA Salute to Marine Aviation Centennial : USMC Helo Pilot Number One ©2012 Nancy Canavan Heslop. All Rights Reserved.

the different aircraft he had flown and reckoned that he lost track after counting 113 essentially different aircraft.

He figured he could get the hang of the pick-up.

H a v i n g g o n e through his log for just the year and a half Des was at Flight Test, I counted at least 50 different aircraft.

His logs demonstrated how he was able to perform professionally as he always First Naval Helicopter Pilots together: hoped that he might. He flew almost daily all the CDR Booth and LtCol Canavan latest aircraft, assessing their Continued from page 58 performance characteristics, such as: stability, control, measured the Deputy Chief of Naval Operations, Air, take-offs and landings, rate of climb and that Testing and Development would be and roll, basic responsiveness to at NAS Patuxent River, the Navy’s new Test 12 unanticipated problems, and, of Center in Maryland.

The very first lifesaving helicopter operation took place on course, emergencies. Des frequently January 3, 1944, when USS Turner (DD-648) flew two or three times a day, two or exploded off the coast of Sandy Hook, NJ, and more aircraft. He was in a number of a helicopter was sent during a blizzard to pick crashes, the most deadly as a co-pilot up plasma at Battery Park and deliver it for the in a Budd RB-1 Conestoga, a transport survivors. The first use of helicopters for anti- built by a former railcar manufacturer sub patrol was in a mid-Atlantic convoy from that during a take-off failed to clear the trees at the end of the runway. There the U.S. to England in January 1944.13 On a personal level, my parents loved were many times when he only flew an their life and the people of St. Mary’s County. aircraft once. And he was fortunate to Bob Galer, after being awarded the Medal of be a participant in the last Joint Fighter Honor by President Roosevelt, came to NAS Conference of 16-23 October 1944, Patuxent River to be godfather for Des and where manufacturers from Great Marie’s six-month old daughter, Kathleen. Britain, Canada and the United States But on a sadder note, the war continued to came together to demonstrate and take old friends as well. Even Greg Boyington share their latest and best technologies was shot down and presumed dead until the of fighter aircraft, allowing testing by end of the war when he turned up as a POW visiting test pilots from the industry at Ofuna Prison. Des was on Guam when his and services. It was an incredibly old friends from MAG-21’s VMF-211 and fertile time for aviation as World War Boyington were released from years of torture II gave impetus to every technological advancement. Decades later, when he and malnutrition.

Once after Des’ first open-heart heard my children using the expression surgery, he asked me to help him to portage an “I’m history, man!” their grandfather old Chestnut canoe from one lake to another, would laugh to himself and say with a which we had done many times in the past. He twinkle in his eye, “I’m history!”

The past two years I have been surprised me by showing up with a neighbor’s writing my parents’ story as a history. borrowed pick-up truck. He had always driven It has become a personal journey Saabs, something I think other test pilots would understand. I asked him if he knew how to drive for me to walk in their shoes and this 4 x 4 and he started to laugh at my foolish understand my parents in a way that is question. He told me that he once counted all rare. Time and again my father’s logs, 12 13

Ibid. www.helis.com/uscg. Barrett Thomas Beard Wonderful Flying Machines. ©1996. Naval Institute Press, Annapolis, MD.

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documents, photos, and letters reaffirmed the written history. His colorful letters gave a voice to the human heart, describing his hectic world while separated from the love of his family. Des’ life was the serendipitous result of natural curiosity, strong powers of analysis and deduction, lucky timing, good physical condition, and a willingness to work very hard.

It has been an education for me in so many ways to appreciate the sacrifice that men and women suffered for our country; ordinary people who had the training, youth and generosity of spirit to fight for us and our heritage. Time and again they take their deeds to their coffins. Heroes come in all sizes, shapes, colors, sex, and religion and are for all times. It only seems right that we give them a hearing, even from a distance of seventy years.

SCAN THE CODE to watch the footage on Col Desmond Canavan on

Dad and I ©2012 Nancy Canavan Heslop. All Rights Reserved.

Based on her work with excerpts from Letters From Des: –The Life of a Marine Corps Naval Aviator and Test Pilot.

Squadron Update

HSL-46 Promotes Three New Petty Officers

Article by LTJG Justin Waskey, USN

Birmingham, the US Navy forever changed the concept of, “forward presence”, by successfully launching Eugene Ely off an 80-foot sloped wooden deck terminating across the harbor 2 ½ miles away. The landing site of this first flight, located on Naval Station Norfolk, is now home to a historical marker commemorating the event. It was here, on the centennial of Naval Aviation, that AWR2 Smith, AE3 Clem, and AM3 Parker-Jones received their promotions.

Being rewarded for one’s perseverance and devotion to duty is surely a welcoming feeling, but it’s fair to say that this promotion’s backdrop is difficult to top. Congratulations to HSL-46’s newest second and third class petty officers – AWR2 William Smith, AE3 Ryan Clem and AM3 Jason Parker-Jones!

SCAN AND CONNECT WITH HSL-46 ON

Jason Parker-Jones were promoted to their newly assigned rank.

They were selected LtoR: AWR2 William Smith, AE3 Ryan Clem and for advancement AM3 Jason Parker-Jones. after taking the fall advancement exam.

SL-46 Detachments SIX and The fact that they were promoted away EIGHT are proud to announce from home was not unique however, the the advancement of three junior petty officers. time and location of the ceremony was Detachments SIX and EIGHT were in Norfolk, very befitting of the Navy’s century-old Virginia, on December 3rd to embark their aviation program. ships for an underway period when AWR2 On a cold November day William Smith, AE3 Ryan Clem and AM3 in 1910, on the light cruiser USS

H

HSC-9 Squadron Update Article by LTJG Chris Drost, USN

I

n November of 2011, the Tridents of HSC-9 were in the Suez Canal, coming home from the first combat deployment of the USS George H. W. Bush (CVN 77). In the past three months, HSC9 transitioned to the shore life, settled back into the training groove, the sailors enjoyed time with their families, and the squadron earned recognition for a very successful first deployment.

Due to the incredible performance of our maintainers and the excellent readiness maintained by the Training and Operations departments, HSC-9 earned the Battle E and continued its historical success. The enormously SCAN AND CONNECT WITH HSC-9 ON

productive deployment, including over 3600 hours at the close of the fiscal year, culminated with one last port visit and a much anticipated return trip across the pond.

The Tridents took advantage of their last chance to decompress and enjoy foreign culture in Marseille, France prior to the trip home. The trip across the Atlantic was unseasonably warm, with “Running on the Flight Deck” each afternoon in sunny 70 degree weather.

A week and a half later, we pulled into Mayport, Florida to pick up friends and family members for a two-day Tiger Cruise prior to homecoming.

The homecoming announced the beginning of the Holiday Season and much deserved down-time with families, but the Tridents never stay at rest for long. Throughout the holidays and POM leave period, HSC-9 maintained

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readiness and immediately began training the young crews for a repeat performance the next time CVN 77 is called to action. As soon as we settled back into stateside life, we headed right back out to support a three week TRAWING CQ detachment. Fresh off our seven month deployment, there is no squadron more practiced, proficient, and ready for an overwater SAR scenario than the Tridents if the jet rookies need help out of the ocean.

HSC-9 is looking forward to more quality time at home and is thrilled to be calling out Virginia spider points as we conduct overland training again. In the past three months, we welcomed many new faces into the Trident community. The experience of our proven leaders will be an invaluable asset in the training of our young Tridents, accelerating in ground effect toward future successes.

Squadron Update : HSL-37/HSC-12

HSL-37 Detachment Four Returns From Western Pacific Deployment With USS Chung-Hoon (DDG 93) Article by LT Ross Thomas, USN

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n 1 December 2011, Helicopter Anti-Submarine Squadron Light 37 (HSL-37) Detachment FOUR returned home aboard USS Chung-Hoon (DDG 93) from a Western Pacific deployment. The six officers and 18 enlisted members of Detachment FOUR departed aboard USS Chung-Hoon on 1 June 2011 to support operations in the Seventh Fleet area of responsibility and returned after six months underway.

Detachment FOUR deployed under the leadership of LCDR Russell Paige and Senior Chief Aviation Machinist Mate (Aviation Warfare) Joel Murphy.

The detachment executed over 450 mishap-free flight hours and was an integral part of the Chung-Hoon combat team.

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The first half of ChungHoon’s deployment consisted of CARAT exercises with the Philippine and Singapore Navies and a Naval Engagement Activity (NEA) with the Vietnamese Navy. Cooperation Afloat Readiness and Training exercises emphasized interoperability in surface warfare and undersea warfare competencies while the NEA focused on Search and Rescue and professional exchanges.

The second half of deployment focused primarily on presence operations in the South China Sea and Maritime Domain Awareness (MDA) fisheries enforcement patrols in the South Pacific.

MDA patrols were undertaken with the support of the U.S. Coast Guard and contributed to the enforcement

of economic rights of the archipelagic nations of Palau, Micronesia, Marshall Islands, and Kiribati as well as territories of the United States, Australia, and France. The patrol resulted in the successful detection of multiple fishing vessels operating in violation of international law.

Detachment FOUR enjoyed numerous port calls on the deployment including stops in the Philippines, Singapore, Vietnam, Thailand, Hong Kong, South Korea, Japan, Palau, and Tahiti. Additionally, the crew of the ChungHoon and Detachment FOUR participated in numerous cultural exchanges fostering friendship and mutual respect with multiple nations.

After six arduous months of at sea, Detachment FOUR celebrated a reunion with family and friends outside Hanger 103 at Marine Corps Base Hawaii and at Pearl Harbor.

Detachment FOUR thanks family and friends for their love and support and look forward to enjoying some well deserved rest and relaxation in the Hawaiian sun.

The Golden Falcons Turn 60

Article by CDR Chris Bailey, USN

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he “World Famous” Golden Falcons of Helicopter Sea Combat Squadron TWELVE (HSC-12) celebrated their 60th birthday on 7 March while deployed onboard the USS Abraham Lincoln (CVN-72). elicopter Sea Combat Squadron TWELVE (HSC-12) was established on 7 March 1952 as Helicopter Anti-Submarine Squadron TWO (HS-2) in San Diego, making HSC-12 the oldest operational

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rotary wing squadron in the U.S. Navy.

After initially flying the HRS-2 in small detachments, the first deployment as an entire squadron occurred in 1957 when the Golden Falcons, by then flying the HSS-1, while embarked aboard the aircraft carrier USS Philippine Sea (CVA-47). At that time, the squadron consisted of 258 enlisted and 39 officers to fly and maintain 17 aircraft. Since that time, the squadron has deployed on ten other aircraft carriers including the USS Yorktown (CVS-10), USS Hornet (CVA-12), USS Independence (CVA62), USS Ticonderoga (CVS-14), USS Enterprise (CVN-65), USS Ranger (CV-61), USS Kitty Hawk (CV-63), USS Nimitz (CVN-68), USS Constellation

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(CV-64), and the USS Abraham Lincoln (CVN-72). Today, HSC12 deploys as a member of Carrier Air Wing TWO (CVW-2) aboard USS Abraham Lincoln (CVN-72) with 220 enlisted, 35 officers, and 8 Sikorsky MH-60S helicopters. HSC-12 is currently commanded by CDR Anthony Roach, the 52nd Golden Falcon Commanding Officer. he Golden Falcons are currently deployed onboard the USS Abraham Lincoln (CVN-72) with the Broadsword team of CVW-2. During the first few months of the 2011-2012 deployment, HSC12 enjoyed ports such as Thailand, Bahrain, and Dubai, which were great experiences for everyone with memories that will last forever.

The of Det ONE deployed ahead of the main

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body on the USNS Charles Drew (T-AKE 10) and were lucky enough to enjoy three weeks in Guam, getting some well-deserved rest. The Slingers also visited Dubai for a couple of days while the ship reloaded stores.

Thus far, the Strike group has made two successful transits of the Straits of Hormuz due largely to the top-notch rotary wing support provided by the Golden Falcons and our sister squadron, the Saberhawks of HSM-77. Some TERF opportunities arose in the way of a two-week detachment to Udairi Army Airfield, Kuwait. Pilots and aircrewmen cycled in and out of Det TWO where they requalified for TERF and lived in high quality Army tents with Wi-Fi access. Community support was first class while in Kuwait. The 2515th Naval Air Ambulance Detachment, manned by HSC-21 and HSC-25, provided maintenance, operations, and logistics support to facilitate a very productive detachment that helped extend squadron readiness well into deployment. During the overland detachment the Golden Falcons hosted two copilots and two aircrewmen onboard ABE for some embarked appreciation time.

HSC-12 is honored and grateful in its 60th year of naval service to have served in

The “Slingers” of HSC-12 Det ONE are styling in their new tailor-made blazers in a tailor shop in Dubai, UAE. and visited many different areas of the world on board the Lincoln. The time spent with the Lincoln / Broadsword team has been memorable and they will be missed when the ship enters overhaul and the squadron moves to a new air wing after this deployment.

The women and men of HSC-12, both past and present, can take pride in the squadron’s performance over the past six decades as it looks forward to serving the United States Navy for another 60 years. With the War on Terror still at the forefront, this helicopter squadron stands ready to take on any mission.

HSL-51 Celebrates 20 Years of Excellence

Article by LT James Patterson, USN

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n 27-28 October, the Warlords of HSL-51 celebrated 20 years since their establishment at NAF Atsugi, Japan. The two days of celebration included a dedication ceremony and command picnic on the 27th, followed by a golf tournament and reunions on the 28th. Besides being a welcome respite for the fleet’s only forward deployed LAMPS squadron, the 20th Anniversary celebration offered insight into the rich tradition of HSL51. The past two decades have been marked by extraordinary accomplishments, but it is SCAN AND CONNECT WITH HSC-51 ON

really the uncommon community and unique fast-paced op-tempo that define the world-famous “Warlords”.

Although two days were dedicated to the celebration, a week would have scarcely been sufficient to note all the Warlord accomplishments of the past 20 years. Since 1991 HSL-51 has earned a reputation as the premier LAMPS squadron in the Navy, winning 9 Battle Efficiency Awards, 5 CNO Safety Awards, 5 time winner of the Isbell Award for Undersea Warfare Excellence and 3 Sikorsky COMSHSMWINGPAC Superior Maintenance Awards. In two decades the Warlords have amassed 125,312 Class-A mishap-free flight hours and supported 367 deployments. By any standard, this is an impressive resume,

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The oldest Warlord, AMCS Noel Fajardo (ret), the youngest Warlord, PRAA Brian Fazio, along with Commanding Officer CDR David Walt cut the cake as part of the ceremony.

Squadron Update: Squardron Squadron Update : HSL-51

All Warlords, past and present gathered together for a group photo at the conclusion of the official ceremony. but what perhaps sets this squadron apart is the esprit de corps of the generations of dedicated sailors that have called themselves “Warlords” and the unique challenges that forge their uncommon bond.

The sentiment of “Once a Warlord, Always a Warlord” was illustrated poignantly at the opening dedication ceremony on Reid Field on NAF Atsugi. The first of the four guest speakers, Noel Fajardo, affectionately called “Fuji” around the squadron, is a retired Aviation Structural Mechanic Senior Chief who was a plankowner at HSL-51; the very first maintenance chief at our squadron.

Prior to his introduction at the ceremony, I knew him only as one of the best Naval Air Technical Data & Engineering Command (NATEC) representatives in the fleet, unaware that his arrival in this position in 2010 was actually a return home. This was no surprise as Fuji is one of countless Warlords that return to NAF Atsugi and the double red doors of building 1508 for second and even third tours of duty. Not only do Warlords frequently return, but they have a tendency to stick around, as HSL-51 was awarded the prestigious Golden Anchor for Retention in 2009, 2010 and 2011.

“This place is different,” says Quality Assurance Representative AM1 Kermit Cruet-Sanchez. “Lots of times you see shops with people that really just can’t get along, or go off and do their own thing.

You don’t see that here.”

The close-knit atmosphere extends to the Wardroom. Despite having the largest ready room on base (53 pilots) and a hectic deployment schedule, the pilots seem to share relationships normally associated smaller groups. “I had a great J.O. tour,” confided LCDR Marc Galman, previously from the east coast and just recently rotated from HSL-51 as Det Three OIC, “but you guys don’t know what you have here.”

The special bond at HSL-51 is certainly unmistakable, but where does it come from? To understand what has linked 20 years of Warlords, one must appreciate 20 years of Forward Deployed naval operations. The second guest speaker at the 20th Anniversary ceremony, ATC Matt Satterwhite (previously at HSL-51 1999-2002) opened his remarks by saying “If you’ve ever served at HSL-51, then you know that the mission of Forward Deployed Naval Forces (FDNF) is fast paced and unrelenting.” As if on cue, Detachment FOUR’s Warlord 706 flew overhead, flying off the USS Ford (FFG 54) after a five month cruise. The image is emblematic of HSL-51 and FDNF in that even on a day of celebration, there is work to be done. Being forward

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deployed means being always ready to go, a precept that HSL-51 has embraced from its inception. Less than 11 months after the establishment ceremony on 10 October 1991, HSL-51 received its first 8 SH60B Seahawk helicopters and four aircraft immediately deployed to the Persian Gulf to support Operation DESERT STORM. In just two months, the Warlords flew an astonishing 1000 hours and the squadron never looked back. Unlike CONUS-based squadrons, the seven detachments at HSL-51 never stand down, and are on call to perform

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Anti-Surface, Anti-Subsurface, logistic and VIP transport missions (the latter unique to HSL-51 Det ELEVEN) 365 days a year. The 367 deployments supported by the command in the past 20 years amounts to 19 per year.

Frequently these deployments come with less than 48 hours notice.

The pace sustained at HSL-51 is fast and can be intimidating to the uninitiated.

Sailors and Families lean heavily on each other to survive the unpredictable schedule. Housesitting, dog-sitting, car-sitting, paying bills and covering duty are not special favors-they are a way of life. Perhaps the strong camaraderie forged in the last 20 years is not a product of the challenges of FDNF, but a necessary implement to overcome them. It should not be overlooked that in addition to the high

volume of deployments, being forward deployed means that you do not return to your “home” exactly, which for most is thousands of miles away. You return to the East Ramp at NAF Atsugi and your fellow Warlords.

Fittingly, the 20th Anniversary celebration concluded on Friday with a golf tournament and reunions held at the Chief’s Club and KC’s Loungethe last remaining Officer’s Club in the Pacific. Warlords were reunited after years apart, not unlike the boisterous reconnections that happen after a long year of deployments. The celebration, much like the 20 years it honored, ultimately came back to what makes the squadron what it is: a unique fellowship

of dedicated individuals joined by the challenges of a unique mission.

A few days after the successful 20th Anniversary festivities, Executive Officer CDR David Loo (also a secondtime Warlord) and I walked back to the hangar after FOD walkdown. The XO reflected on the events of the week before and the squadron he has returned to command: “It’s not the aircraft or the [flight] hours or the missions,” he said, nodding toward the mass of Warlords walking briskly to escape the morning chill. “That’s what it’s all about. The bottom line is this place becomes a family.”

HM-14 VULCANEX 12-1 Article by LTJG Daitra Pierson, USN

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all 2011 marked a noteworthy mission accomplishment for the Vanguard of Helicopter Mine Countermeasures Squadron FOURTEEN, stationed in Norfolk, Virginia. In November 2011, the HM-14 Vanguard had the opportunity to demonstrate its primary mission capabilities during a nearly two-week long Helicopter Advance Readiness Program (HARP) exercise in Panama City, Florida. The squadron, with its detachment of three aircraft, participated in a real-time mine countermeasures scenario out of Naval Support Activity Panama City. The squadron was evaluated on overall capabilities and mine countermeasures preparedness.

Ultimately, HM-14 delivered an unprecedented effort by successfully completing all primary tasking of VULCANEX 12-1: the first ever fully completed HARP exercise of its kind.

Weeks before the MH-53E helicopters arrived, support personnel and all the necessary equipment, including aircraft parts, mine countermeasures equipment, and work station supplies were moved cross-country by tractor trailer. The squadron’s Navy Seabees and Mine Countermeasures department worked together to prepare, load, and transport the heavy equipment almost 900 miles to the Coastal

Systems Station detachment location.

Prior to the start of the exercise, many of the detachment’s 124 personnel were prepared in advance by conducting extensive training in Panama City.

This training included Mine Warfare and Environmental Decision Aids Library (MEDAL) training for the tactics department, and 17 aircrewmen also practiced AN/AQS-24A operator procedures on the Athena Research Vessel prior to participating in flight operations.

The AN/AQS-24A is an airborne mine hunting system used to acquire, localize, and identify bottom and moored mines. The Q-24A, aka “the fish”, is towed at speeds ranging from 10 to 18 knots with a helicopter altitude of 75-100 feet above the water.

The Q-24A can be towed at different pre-determined depths based upon MEDAL’s recommended data output.

Using the equipment’s High Resolution Side Look Sonar (HSLS) or Laser Line Scan (LLS), the aircrew can search for or confirm the presence of a mine in a given area.

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Throughout the exercise, each day consisted of four to six flight events operating in specified tow fields in the Gulf of Mexico. The MH-53E’s exceptional on-station time allowed for approximately three hours of mission tow time and four hours of flight time from takeoff to landing.

The days began early at 0400 and did not end until after sunset. Maintenance crews also worked well into the night to ensure operational readiness for the next day.

VULCANEX tested the squadron’s capabilities, tactical and operational expertise, and overall deployment readiness.

The Vanguard aircrew, maintenance teams, and tactics department worked together seamlessly to yet again prove HM-14’s Mine Countermeasures capability and capacity.

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All participants agreed that the exercise was well orchestrated and valuable for the HM community. The Airborne Mine Countermeasures (AMCM) community also benefited from the valuable data generated during each mission. The exercise marked a true success story for everybody involved especially the logistics and maintenance

team. Once again we demonstrated the remarkable ability of the mighty MH53E Sea Dragon to execute one of its primary missions. More impressive, however, was the dedication and commitment shown by the young men and women of HM-14 who operate, support and maintain the “Big Iron”

and execute its mission. The “World Famous” Vanguard of HM-14 continues to hone aircraft, personnel, and system readiness in order to deliver the most effective AMCM capability anywhere in the world.

HSL-42 Detachment Highlights Article by LTJG Joal Fischer, USN

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he Detachment THREE Norsemen will be operating in direct support of the ship, which is conducting Ballistic Missile Defense as an independent deployer. Employing the latest technology, the Norsemen will utilize forward-looking infrared (FLIR) and night vision devices as they conduct shipboard operations. They expect to participate in multi-national operations with European allies in the Mediterranean and Black Seas.

Detachment TEN, led by LCDR Christopher “Sunshine” Conlon and Chief Aviation Electrician’s Mate Michael Smith have prepared the pilots, aircrew, and maintainers for a myriad of missions. The

Night Furies expect to conduct AntiPiracy, Maritime Interdiction Operations and Surface Surveillance Coordination during their 2012 deployment. They have participated in nine months of work-ups and over 110 days underway which included: Week One Workups, Submarine Commanders Course-28, France, Russia, United Kingdom, and US (FRUKUS) Joint Exercise, Submarine Commanders Course -30, a CNO level MK-54 Torpedo Test period, Enterprise Group sail, COMPTUEX/JTFEX and Exercise BOLD ALLIGATOR 2012.

From mid-March 2011 through February 2012, The Night Furies completed more

than 9,000 man hours of maintenance, nearly 986.4 corrosion prevention and treatment maintenance action forms, and five phases. The efforts of HSL-42 Detachment TEN mechanics on the ground also paved the way for pilots to complete over 550 underway flight hours.

Dragonslayers Ready to Deploy

Article courtesy of the HS-11 Public Affairs Office

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espite returning from deployment less than a year ago, the Dragonslayers of HS-11 are on the precipice of the final historic deployment aboard USS Enterprise. To prepare, HS11 has just completed a compressed InterDeployment Readiness Cycle (IDRC).

In September, the Dragonslayers successfully completed HARP, focusing on Special Warfare by conducting multiple events with Air Force Pararescue Jumpers (PJs). HARP was soon followed by Air Wing Fallon with CVW-1. Highlights of the training included the firing of five Hellfire missiles and multiple Air Wing Combat Search and Rescue missions.

Following the detachment at NAS

Fallon, HS-11 traveled to the Atlantic Undersea Test and Evaluation Center to qualify pilots and aircrew in AntiSubmarine Warfare.

The squadron successfully dropped seven torpedoes in one day with outstanding results.

Additionally, the Dragonslayers conducted multiple HVBSS events with PJ’s, providing invaluable joint training and experience to our junior pilots.

January found the Dragonslayers back on the board the “The Big E”, USS Enterprise, for both COMPTUEX and JTFEX. The operational tempo challenged both aircrew and maintenance personal with demanding exercises including ATFP,

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CSAR, ASW, two Hellfire missile shoots and multiple GUNNEX events. Additionally, three MEDEVACs were conducted in the support of the Enterprise Strike Group.

HS-11 is now set to deploy on board the Enterprise for the ship’s last deployment.

It promises to be a memorable experience for all involved.

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SQUADRON UPDATES: HSC-22/HSL-60

HSC-22 Squadron Update

Article by LTLG Caitlynn Watson, USN and LTJG Chrisopher Babcock, USN

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e l i c o p t e r Sea Combat Squadron TWO TWO proudly continued its vigilant support of fleet operations through the new year.

To say the least, the Sea Knights have been busy. Late last summer, HSC-22 successfully shot six AGM-114 Hellfire missiles, qualifying six pilots. In October HSC-22 had the rare opportunity of working with the Air Force’s 724th STS (a Pararescue Jumper unit), training for CSAR and Personnel Recovery at Fort Bragg. Concurrent with the Fort Bragg detachment, a Sea Knight crew flew to NAS Whiting Field for the annual Fleet Fly-In. Over the course of four days, the crew gave familiarization flights to dozens of SNAs on the cusp of getting their wings. For many students these flights were their only exposure to the various helicopter communities. In November, the Sea Knights had the chance to work with NSW TRADET in support of Combat Rubber Raiding Craft (CRRC) operations. Recently, the Sea Knights worked closely with SOF on a Link-16 mobile ground unit proof of concept exercise. This event effectively demonstrated the extraordinary utility that this piece of cutting-edge technology could provide to our Special Operations

warfighters on the ground.

HSC-22 Det ONE has deployed extensively during workups in preparation for their March deployment on the USS Iwo Jima (LHD-7). In October, Det ONE traveled to Fort Bragg to complete its HARP. Over a sevenday training period, Det ONE enjoyed working with Army and Air Force Special Forces conducting live gun shoots, airborne assaults, and insertions.

Local course rules capped the ceiling at 200 feet AGL so the pilots and crewmen were able to get some great low level terrain flight training. Immediately after returning from North Carolina, Det ONE embarked with the Iwo Jima for PMINT, successfully participating in a threeday, full-mission-profile demonstration to 24th MEU leadership. The flights demonstrated the benefits of integrating the MH-60S Armed Helicopter’s capabilities into the USMC Enhanced Visit, Board, Search, and Seizure (EVBSS) package. In November and December, Det ONE returned to the Iwo Jima ARG for COMPTUEX, providing numerous hours of amphibious SAR and SSC for various training missions that focused on blue-green team integration.

One mission, a Joint Maritime Defense

Exercise, incorporated Navy H-60s, Marine Corps H-1s and AV-8s, and an Air Force Command and Control platform. The exercise used Link-16 to allow the ship and air assets to communicate and share the battle space picture to effectively ward off OPFOR ships and aircraft. The detachment is currently underway for CERTEX. Back at home, three Sea Knights were recently recognized by Commander, Helicopter Sea Combat Wing Atlantic as the Wing’s Blue Jacket of the Year, Junior Sailor of the Year, and Senior Sailor of the Year. Congratulations to AT3 Baker, AWS2 Smith, and LS1 Gipson! LS1 Gipson was also selected as a Commander, Naval Air Force Atlantic Sailor of the Year finalist.

Most recently, the Sea Knights finished up an intense AMI, passing with flying colors, and successfully completed their annual NATOPS unit evaluation the following week.

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HSL-60, Det FOUR Fire Scout Det Receives Honors During Reception While In Morocco Article by LCDR Cedric Patmon, USN

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SL-60 Detachment FOUR , embarked in USS Simpson (FFG-56) in support of Africa Partnership Station (APS), was acknowledged by hosting authorities of the Moroccan Navy while in port Casablanca on 31 Jan 2012.

While in port, Simpson hosted a reception for several foreign dignitaries and numerous

officials from visiting navies. The onboard reception included professional exchanges between members of the Fire Scout detachment and Royal Moroccan Naval Aviators which included a guided tour of Fire Scout and the ship’s LAMPS MK III capabilities. During the inport period, Simpson and HSL-60 Det

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FOUR also hosted visiting service members from France, Germany, Russia, Cameroon, the African-Partnership Coalition and the US Embassy located in Morocco. Prior to arriving in Morocco, Simpson visited the port city of Rota, Spain and hosted members of the Spanish Navy and US Coast Guard Continue on page 67

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The unmanned Fire Scout conducts an automated landing aboard the USS Simpson.

stationed there. All visiting dignitaries and Foreign Service members paid high compliments to the Fire Scout detachment and hosting ship’s company as they learned of capabilities of ship borne unmanned aerial vehicles and their implementation in the coalition’s area of operations. Detachment Officer-in-Charge, LCDR Darrel Capo, indicated that all of the detachment personnel are eager to get underway and begin tactical operations on station. “This is cutting edge technology and we’re anxious to see it perform in an operational environment. I’m sure it will perform beyond our expectations!”

Simpson will participate in three exercises during its six-month deployment, including one in the Mediterranean and two near West Africa in an effort to increase regional capabilities, capacities, and interoperability that enable security of the African territorial seas and exclusive economic zones. HSL60.4 is testing a litany of improvements, upgrades and procedures that were developed since Fire Scout deployed on USS Halyburton (FFG-40).

Stay Ready

Article by CDR Ruben Ramos, USN

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aking the ordinary extraordinary, that is our mission!

On 29 March 2012 Helicopter AntiSubmarine Squadron FOUR (HS-4) transitioned to Helicopter Sea Combat Squadron FOUR (HSC-4). In the 60 years of Black Knight history there will be, yet again, another mission set shift. HS-4 will shed Anti-Submarine Warfare (temporarily) and will then reign supreme at Anti-Surface Warfare, Personnel Recovery, and Special Operations support. Comforting, perhaps, but the mandatory yearly command history summary disagrees with the neat and reorganized mission set or “bins”. That document reveals a common thread within rotary wing aviation: A command ready to adapt the learned “bin” skillsets outside the narrowly defined

categories. A command demonstrating the ability to make the ordinary extraordinary!

The Legendary Black Knights accomplished the ordinary— CATMEXs, TERFs, SAR, VERTREP, SOF Support, and GUNNEXs—which in turn allowed them to execute the extraordinary. Their accomplishments included noteworthy HA/DR operations (Operation TOMODOCHI) under harsh environmental conditions while fenced in by a radiological perimeter, nontraditional Maritime Security Operations in the Gulf of Aden, Theater Security Cooperation via detachments and an unprecedented Tactical Development

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& Evaluation period designated as Operation NEPTUNE SCISSORS (ONS). The Black Knights, however, are not alone; if one canvasses the seawalls, then regardless of Expeditionary, CVN, or Reserve construct, we are surrounded by commands turning the ordinary into extraordinary. One will find helicopter squadrons supporting direct action, Continue on page 68

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ROVER, aerial fire-fighting, codified and integrated straight transits, by-name SOF services, VTUAV and soon forward-firing rockets; but throughout it is the excellence in the ordinary which facilitates the readiness for the extraordinary. The attitude to make every ordinary event count allows us to adapt and conquer extraordinary events; but there are challenges aplenty.

There are strong winds of fiscal uncertainty and known materiel and personnel shortfalls. These are not solely rotary wing community concerns but sources of apprehension for the Navy, DOD, and U.S. Government as a whole. These challenges will continue to affect us and our customer base across all mission areas. As we keep these challenges in mind, it is imperative that we make every event count. It is paramount that we painfully capture every extraordinary event in its appropriate ordinary “bin”; the bottom line is that it is still the “bins” that get us more funding. In doing so, we can sustain the defense of already limited resources, stay ready, and continue to make the ordinary extraordinary!

Two MH-60S aircraft, BUNOs 167899 and 167900, in their maiden voyage from the Sikorsky plant in Stratford CT to San Diego, CA. The first two horses for the Black Knights!

HSC-23 Squadron Update

Article by LTJG Joseph Suchan, USN and LT James Turnwall, USN

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t has been a busy few months at HSC-23. Three detachments returned home after a combined 18 months at sea while preparations continued to send off two others. The USNS Bridge (T-AOE-10) welcomed back the Wildcards in the form of Det FIVE, while USS Makin Island (LHD-8) is currently providing a home for Det ONE. HSC-23 also saw the reigns of the Stable pass from CDR Al “Sugar Bear” Worthy to CDR Trey “TT” DeHay. Det TWO, led by its OIC, LCDR David “Whopper” Haase, spent a demanding seven months on the USS Boxer (LHD-4) before returning home on 29 September. They kept busy by flying over 800 hours performing SAR, Anti-Piracy, ISR, VERTREP, PMC, and MEDEVAC tasking. Our hats are off to LT Ron LaBorde, LTJG Ryan Brown, AWS2 Jon Olson and AWS3 Adam Trump who successfully completed a very challenging rescue at sea of an ejected Harrier pilot.

Det FOUR went to sea in March aboard the third-oldest ship in the Navy, the USS Cleveland (LPD-7). The detachment, led by OIC LCDR Brian Simpson, was the primary airborne asset assigned to Pacific Partnership 2011. PP2011 was the latest

installment of an annual humanitarian and civic assistance mission designed to strengthen regional relationships and increase interoperability between the United States, international humanitarian relief organizations, and partner nations. The Wildcards of Det FOUR worked alongside allies from New Zealand, Australia, Canada, Japan, Papua New Guinea, Spain and France to provide humanitarian aid and assist in civil engineering projects. Their travels included stops in remote places such as Tonga, Vanuatu, New Caledonia, Papua New Guinea, Darwin, Timor Leste, and Micronesia. Det FOUR displayed true Wildcard selflessness by painting buildings, playing soccer with children, and reading in schools.

Det THREE, under the leadership of OIC LCDR Steven Thomas, thought they were on their way to Korea with the Bridge to participate in a joint exercise with the Korean Navy when disaster struck Japan in the form of an earthquake and tsunami. The entire carrier strike group rushed to aide the Japanese. Det THREE flew supplies to Japanese naval vessels and inland areas,

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often landing on school playgrounds, parking lots, and other makeshift LZs. Radiological concerns, bitter cold, snow on the flight deck, and the opportunity to do some good made for exciting flying during Operation TOMODACHI. These detachments along with four others were all successfully deployed while CDR Worthy was at the helm of HSC-23.

Under CDR Worthy’s leadership the Wildcards continued a tradition of excellence flying over 6,200 mishap-free flight hours while earning the distinguished Battle “E” two years in a row as well as two Safety “S” awards. These accomplishments are a product of a command culture dedicated to the slogan, “Wildcards Never Fold.” CDR Worthy was relieved on 10 November by CDR Tres DeHay. Although he will be missed, CDR Worthy will not be forgotten, because “Once a Wildcard, always a Wildcard!”

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Article and Photo by Lance Cpl. Stephen T. StewartPoint

Cpl Kyle Goss holding his baby after being on deployment for seven months.

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ore than 50 Marines with Marine Heavy Helicopter Squadron 366 returned to Marine Corps Air Station Cherry Point Feb. 11, after a seven-month deployment to the Horn of Africa where the squadron provided support preventing conflict, promoting regional stability and protecting coalition interests.

Ten other Marines from MCAS Cherry Point based Marine Aviation Logistics Squadron 29 returned with HMH-366. The MALS-29 Marines were augmented to provide aviation logistical support for the squadron during the deployment.

It was a late in the afternoon as the families of the returning Marines patiently waited at HMH366’s hangar for their Marines to arrive.

“I am excited to finally get to see him after seven months of being apart,” said Lyndsey N. Goss, wife of Cpl. Kyle J. Goss, an airframe mechanic. “I just look forward to getting to know him again. We have been apart for so long.”

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The Marines marched into the hangar to see their awaiting families

USMC Updates

Heavy Helicopter Squadron Marines Return To Cherry Point

gathered in front of where the Marines stopped in formation, waiting for a dismissal command before reuniting with their loved ones once again.

“The hardest part of the deployment was being a single mom and having a full time job on top of it,” Lyndsey said. “It has definitely been hard, but I’m just happy to have him home.”

The hardships brought on by a deployment can be a struggle for families back home while their Marines are gone for extended periods of time.

“I’m happy to be home,” said Kyle.

“I’ve missed so much while I was gone and I want to spend as much time with my family as I can.”

“They did an outstanding job while they were deployed,” said Sgt. Maj. Anthony P. Banks, sergeant major of HMH-366.

“Anything they were tasked with, they got done with flying colors.”

HMM-265 provides Support to Boots on Ground

Article and Photos by Lance Cpl. Alyssa N. Hoffacker

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ore than ten aircraft with Marine Medium Helicopter Squadron 265 filled the skies simultaneously as they took off from Marine Corps Air Station Futenma Feb. 15.

The purpose of the flights was to provide airlift capability to ground units in the northern training areas of Okinawa.

The aircraft, which included SCAN AND CONNECT WITH HMM-265 ON

UH-1 Huey, CH-46E Sea Knight, CH53E Super Stallion and AH-1W Cobra helicopters, departed MCAS Futenma en route to Camp Hansen where they picked up Marines with Company B, Battalion Landing Team 1st Battalion, 4th Marine Regiment, 31st Marine Expeditionary Unit.

Once onboard, the Marines were transported to the central training area.

The mass airlift’s training value was beneficial to the air crews as well as the infantry Marines being transported, said Cpl. Kevin A. Bruscas, a crew chief with HMM265.

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“This (training) is about supporting the lone rifleman, standing down there in the mud,” said Lt. Col. Damien M. Marsh, the squadron’s commanding officer.

Marsh continued to explain how Marine riflemen make up the ground combat element of the Marine air-ground task force.

The training also allowed the aviation combat element Marines to continue to prepare for future flying engagements.

“This is a good opportunity for us to train for deployments,” said Bruscas. “We do similar exercises often but never on this large of a scale.”

Continue on page 70

USMC UPDATES: HMM-265 Continued from page 69

USCG Updates

“This required a lot from the maintenance crews, scheduling operations and planning on a lot of facets, which today’s training would not have been possible without,” said Capt. Terry A. Carter Jr., a pilot with the squadron.

With nearly a dozen helicopters in the air simultaneously, HMM-265 was also able to provide pilots with the opportunity to lead a formation of aircraft. This skill set ultimately allows pilots to serve in more demanding roles within the squadron, said Marsh.

“This is the most important training that can prepare (HMM-265) for austere environments found throughout the AsiaPacific area of operations,” said Carter. CH46Es, which have been in the Marine Corps inventory since the Vietnam War, are beginning to be drawn out of the Marine Corps and will be replaced with the MV-22 Osprey tilt rotor aircraft, said Marsh.

Two CH-46Es assigned to HMM-265 are inflight over MCAS Futenma in Okinawa

Coast Guard Search and Rescue, Just Another Night in Kodiak

Article by PA3 Grant DeVuyst, USCG

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n the dark, windy and bitterly cold night of January 24, 2012, Coast Guard Air Station Kodiak personnel were called into action to combat the havoc being played on mariners in Alaska’s notorious coastal waters.

The crew of the 58-foot fishing vessel Kimberly was witnessing firsthand some of the worst conditions the Gulf of Alaska has to offer that night, reporting winds gusting up to 100 knots.

The Kimberly crew sailed into Portage Bay in an effort to escape the ferocity of Shelikof Strait, a common tactic in Alaska maritime practice. Unfortunately, their efforts were met by inexhaustible gusts, ultimately resulting in grounding. There is no better time to call the Coast Guard.

At about 8 p.m., Communications Station Kodiak watchstanders received the Kimberly’s call for help and notified the rescue crews at Air Station Kodiak.

After assessing the situation, a Coast

Guard MH-60 Jayhawk helicopter crew launched and was en route to the Kimberly with every intention of rescuing the stranded fishermen.

However, Mother Nature had other plans.

“The weather in transit wasn’t bad,” said Petty Officer 1st Class James Bogert, an aviation survival technician with Air Station Kodiak.

Bogert’s observation would quickly change, however, as the crew approached the Kimberly.

“When we got on scene it was like being in a very rough wind tunnel with no visual cues in front of the vessel.

We were being bounced around like a tin can,” he said.

The Jayhawk crew recorded wind speeds of 80-90 knots as they tried multiple times to lower a hoist cable with a radio to the stranded men.

With every safe option exhausted and a dwindling fuel supply, the aircrew was

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SCAN AND WATCH THE VIDEO OF THE RESCUE ON

forced to head back to Kodiak, more than 100 miles away. The fishermen had no choice but to wait for calmer weather in the shelter of their vessel.

Over the next several hours constant HC-130 Hercules airplane flights, conducted by three vigilant air crews, as well as another unsuccessful Jayhawk hoist attempt were coordinated with the help of watchstanders at Sector Anchorage.

When a third Jayhawk crew was launched to assist the Kimberly in the stilldark morning, a new and urgent facet presented itself. A second mayday call was received by the command center. The 68-foot fishing vessel Heritage was sinking on the west side of Kodiak Island, and with people in the water, Continue on page 72

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USCG UPDATES: USCGAS Kodiak Continued from page 70

immediate response was required.

The third helicopter crew diverted to the Heritage’s location. Once on scene, a quick inspection determined that there were two people in the water, both wearing their survival suits. ”After a brief crew discussion we decided that a basket deployment in the current conditions would be impossible,” said Petty Officer 2nd Class Joshua Harris, an Air Station Kodiak avionics electrical technician. “A direct deployment of the rescue swimmer would be the fastest way to retrieve the people in the water.”

Petty Officer 2nd Class Steven Fischer, an aviation survival technician, went into the water. He quickly reached the first survivor, and in a short time the delicate operation of rescuing the two from the sea began. By the time Fischer and his first frigid passenger were hoisted back to the door of the hovering helicopter, Harris’ hands had gone completely numb. With no dexterity, he was unable to operate the controls necessary to bring the two men inside the cabin. Quick thinking and good communication between Harris and one of the pilots, who had secondary controls to the hoist, got the two inside safely.

Immediately Fischer redeployed into the water, and the second survivor was recovered without a hitch. As all this was happening, the fishing vessel Tuxedni, a good Samaritan vessel, had arrived on scene to assist with the rescue. They were successful in retrieving five people from a life raft floating nearby. All seven crewmembers of the Heritage were now safe.

Meanwhile, the struggle to rescue

the stranded crew of the Kimberly was ongoing. Even as the rescue was being performed at the site of the Heritage sinking, a fourth Jayhawk crew was headed to the Portage Bay area.

The crew of the helicopter battled still-fierce winds and abnormal turbulence, but eventually had the Kimberly’s orange life raft in sight.

LCDR James Harkins, Jayhawk pilot and assistant engineer officer of Air Station Kodiak, said it was the coldest environment he and his crew had ever operated in. A combination of the -6-degree temperatures and the 60 knot wind created a wind chill of somewhere between -60 and -40 degrees.

The Kimberly and its life raft were high and dry. The fishing vessel sat awkwardly tilted on the icy shore.

Though far from calm, the winds had decreased enough for a rescue attempt, and the sub-zero temperatures demanded a hasty recovery.

The decision was made to lower Chief Petty Officer Charles Fowler, an Air Station Kodiak aviation survival technician, down to the ground to gauge the situation. From there, Fowler assessed the Kimberly crewmembers to determine who should be hoisted first.

Fowler struggled to get the survivor suffering most from exposure safely into the basket. Petty Officer 2nd Class Joshua McCarthy, an Air Station Kodiak aviation maintenance technician, was faced with the equally daunting task of helping the severely hypothermic

This issue is in an electronic format now. Go to www.navalhelicopterassn.org and see how you can get your digital copy today.

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man into the cabin safely.

Operations became even more challenging as the second fisherman was lifted to the helicopter. Because of ice from the first rescue retrieval was now on the deck of the helicopter, McCarthy was having trouble pulling the basket through the door.

Through coordination with the co-pilot, Lt. David Wright, who expertly operated the hoist controls from his seat in the cockpit, the man was finally brought safely into the cabin.

It was not much longer before the aircrew was able to hoist the other two survivors and Fowler, who was quickly losing feeling in his extremities, to the safety of the Jayhawk.

With all four men safely rescued from their long night of peril, the pilots pointed the helicopter in the direction of Kodiak and headed home. Medical personnel were standing by to treat the survivors of both emergencies.

By the time the long morning was over, the crews of the Heritage and Kimberly had much to be thankful for.

In the unpredictable waters off America’s Last Frontier, knowing that brave Coast Guardsmen and good Samaritans are ready to jump into action when things go wrong is a comforting thought.

For Video: A Coast Guard MH60 Jayhawk helicopter aircrew hoists four crewmembers from the ice nearby their grounded fishing vessel Jan. 25, 2012.

Extreme weather conditions left the fishing vessel Kimberly crew stranded in Portage Bay overnight. U.S. Coast Guard video by Air Station Kodiak.

Book Review

Tom Clancy presents Act of Valor Book Review by LCDR Chip Lancaster, (Ret)

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Tom Clancy Presents: Act of Valor (Paperbook or eBook) Pub. Date: 1/10/2012 Publisher: Penguin Group (USA)

e o r g e G a l d o r i s i a n d D i c k Couch have given us a great novelization of the movie Act of Valor. Their novel, with forward by Tom Clancy, is both gritty and authentic. The movie producers sought out and found the best for their book: George, a retired Navy Captain, accomplished author and contributor to Rotor Review, is more than qualified to talk USN helo and ship ops; and Dick, to accurately bring us into the world of the SEAL teams.

The reader is taken through four detailed operations from the jungles of South America to African deserts and Indian Ocean high seas to our own back yard on the U.S.Mexican border.

George and Dick are accomplished writers giving the reader clear characterization build ups of all the players and detailed accounts on all of the operations. They clearly and graphically put you right in the

middle of the action with a full sense of the environment where the action is taking place. Everything is fully researched to satisfy even the most curious on equipment detail and usage.

In spite of the detail, I’m pretty sure from having worked with them for more than 8 years, that the SEALs haven’t let the cat out of the bag by giving up all of their tricks. Act of Valor is a quick and enjoyable read. Anybody who has worked with SEALs or even just deployed on the big gray boat will appreciate the story.

I guess I’ll have to see the movie now … but I’m looking forward to it.

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. Staight 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.

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Helo Bubbas who have left the Active Duty ranks for Civilian Life

CAPT STEVEN E HALPERN, USN

CAPT Halpern was designated a Naval Aviator in 1989. Commanding Officer of AMCM Weapons Systems Training School (AWSTS), the MH-53E Fleet Replacement Squadron (FRS) , and HX-21 Operational assignments: Personnel Officer, Quality Assurance Officer, and instructor pilot with HM-14; Admin Officer, Maintenance Officer, and Detachment Officer in Charge RIMPAC embarked in USS Cleveland (LPD 7) with HM15; Air Officer onboard the USS Wasp (LHD-1) 5; SAR pilot in the H-3; MH-60S Mission Systems IPT Lead at PMA-299 ; volunteered individual augmentee (IA). Graduate from United States Naval Academy (’87), University of Tennessee, Touro College, NY, the United States Naval Test Pilot School and the Joint Forces Staff College. He holds a B.S. in Mechanical Engineering, M.S. in Aviation Systems Engineering, and an M.B.A. Naval Helicopter Association Maintenance Officer of the Year 2000 He had accrued over 3000 hours in 43 type model series aircraft.

CDR Matt “Sensei” Sandberg May 25, 1990 – June 1, 2011

HS-10 Warhawks, San Diego, CA, HS-8 Eightballers, San Diego, CA, HS-10 Warhawks, San Diego, CA, CVW-2 Lemoore, CA, HS-2 Golden Falcons, San Diego, CA, Naval War College, Newport, RI, HS-10 Expeditionary Sea Combat Unit, San Diego, CA, USNAVCENT Bahrain, CNAF (H60 FIT) San Diego, CA

LCDR Micheal “Ski” Sypniewski, USN

Sept 6, 1989 - Apr 30, 2012

NRTC San Diego, CA Boot Camp, NTTC Millington, TN “AT” A School, VFA-106 Gladiators, Cecil Field FL, VFA-86 Sidewinders, Cecil Field FL, F/A-18 FRAMP AT Instructor, Cecil Field FL, OCS Pensacola, FL, API Pensacola, FL, VT-6 Shooters Milton, FL, HT-18 Milton, FL, HS-7 Dusty Dogs, Jacksonville, FL, HSWSL Jacksonville, FL, COMCARAIRWING FIVE CVW-5 Atsugi, Japan, HSCWSL Det Jaxs OIC, FL, HS-11 Dragonslayers Jacksonville, FL, Retired Jacksonville, FL and loving it! LCDR Mike Sypniewski now working for Lockheed Martin as a JMPS Mission Planning Instructor in Jaxs

AWCM (AW/SW/NAC) Carl Bailey III, USN March 5, 1982 - March 5, 2012

RTC Great Lakes, IL, Class AE “A” School, Aircrew School, SAR Swimmer School. Operational assignments: SAR Swimmer in SH-3 Sea King, SH-2 Sea Sprite, and CH-46 Sea Knight; Flight Mechanic on a E6-A Mercury; Flight Instructor and Master Training Specialist, Enlisted Aviation Warfare Specialist, and Surface Warfare Specialist; SAR Swimmer Instructor; Navy Rappel Model Manager, CNAP’s Enlisted SAR Evaluator; LCPO of Aviation Intermediate Maintenance Department and Command Master Chief onboard the USS Carl Vinson (CVN-70); Executive Member of Senior Enlisted Aircrew Advisory Board and SAR Model Manger.

AWRC (AW/SW/NAC) Christopher Vansant, USNR (not pictured) March 4, 1993 - March 31, 2012

RTC Great Lakes, IL, Class AE “A” School, Aircrew School, Naval Aircrewman Candidate and Rescue Swimmer School, SH-60B Fleet Replacement Aircrew Training at HSL-41, Plane Captain and Collateral Duty Inspector for SH-60B, SH-60F, and HH-60H helicopters at VX-1; Senior Aircrewman with HSL-43 Det NINE; Enlisted Aviation Warfare Specialist, Surface Warfare Specialist, and Master Training Specialist, LCPO and Command Senior Enlisted Advisor with HSL-49, Earned a civilian private pilot license, B.S in Professional Aeronautics and M.S. Aernautical Science with Embry Riddle Aeronautical University. Transferred to to Fleet Reserves on March 31, 2012.

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C

In Memory

CDR (Ret) Harold V. Pepper: In Memory of a NHA Founder.

DR Harold Vernon Pepper, USN (Ret), one of the NHA founders, passed away on March 21, 2012 in San Diego, CA. He served in U.S. Navy during World War II, Korea, and Vietnam receiving the Distinguished Flying Cross, and Air Medal with three stars.

He retired after 25 years of service. Following his military career, he worked until retirement for Sikorsky Aircraft as Senior Marketing Analyst, a docent for the San Diego Air and Space Museum, and was the founder and owner of Pepper’s General Store for Animals in Guilford.

CDR (Ret) Pepper’s life was celebrated at a Memorial Mass at the Saint George Church on March 31, 2012. He w as lay to rest with military honors at Fort Rosecrans National Cemetery, San Diego, CA. He was survived by his loving wife Norma Lee Watts Pepper, sons Michael H. Pepper with wife Ann, James S. Pepper with wife Judy, daughter Ann Page with husband Stephen, nine grandchildren and great-grandchildren, and his sister Shirley J. Brodhag In CDR(Ret) Pepper ’s memory, you can donations to the San Diego Air and Space Museum (http://www.s andie g o a i r a nd s p a c e . o r g / g e t _ i nv o l v e d / d o n a t e. p h p ) , Pan American Plaza, San Diego, CA 92101 or the Zoological Society of San Diego (https://secure3.convio.net/sdzoo/site/Donation2?idb=789861668&df_id=1800&1800.donation=form1), P.O. Box 120551, San Diego 92112-0271

The Crew of CG 6535

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e remember our fallen Coast Guard heroes from ATC Mobile, AL: flight mechanic PO3 Andrew Knight, co-pilot LTJG Thomas Carneron, rescue swimmer CPO Fernando Jorge, and pilot LCDR Dale Taylor (clockwise from the top).

The crew’s MH-65C crashed in Mobile Bay during a training exercise on the evening of February 28, 2012. All servicemembers were survived by their families.

The Aircrews of HMLA 469

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e remember seven of our fallen Marines heroes from HMLA 469: Maj. Thomas A. Budrejko, 37, of Montville, CT.; Capt. Michael M. Quin, 28, of Purcellville, VA.; Capt. Benjamin N. Cerniglia, 31, of Montgomery, AL.; Sgt. Justin A. Everett, 33, of Clovis, CA; LCpl. Corey A. Little, 25, of Marietta, GA.; LCpl. Nickoulas H. Elliott, 21, of Spokane, WA. and Capt. Nathan W. Anderson, 32, of Amarillo, TX. The crews’ AH-1W Cobra and a UH-1 Huey collided in midair late February 24, 2012 during a routine training exercise near Chocolate Mountains outside Yuma, AZ. All servicemembers were survived by their families.

The Next Issue of the

focuses on 2012 Symposium Highlights All photo and article submissions need to be no later than June 27, 2012 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435-7139 or rotorrev@simplyweb.net

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There I Was

A Team Effort

Article by LTJG Corey Caswell, USN

“W

e have a possible MEDEVAC, can you

guys take it?”

The flight schedule was complete for the day for the Desert Hawks of HSC26 Detachment ONE, a logistics detachment deployed to Manama, Bahrain. As the Detachment Duty Officer, my job for the day was facilitating the execution of the flight schedule. The voice on the line was a router for CTF-53 from whom we get our 5th Fleet official tasking.

“Absolutely.” I said.

Overcoming the inertia to go home for the day after our normal tasking is complete is no easy feat. Standing up the duty crew for the MEDEVAC is the easy part, as I’ve yet to see a professional Naval Aircrew that wasn’t excited about the prospect to launch “alone and unafraid” to aid one of our own. The rest of it gets tricky. First, there are the unknowns that must be answered such as patient status and ship positions. Next, there are the logistical challenges of preparing the aircraft for flight and tasking the necessary support personnel to handle maintenance contingencies and the like. Lastly, there is the coordination required with outside entities to arrange patient transport and final disposition. In short, time-critical pop-up tasking such as a MEDEVAC requires so much timely coordination that it becomes an all-hands evolution.

Unlike our normal tasking, which is typically scheduled a week in advance, “popup” missions necessitate that we communicate directly with the ship to acquire mission critical information. Immediately after I got off the phone, the Alert Crew Second Pilot entered the duty office. I informed him that there was a possible MEDEVAC, but that we had not been officially tasked with it as of yet and that I had no other details except for the name of the ship. We agreed that I would talk to the TAO via SIPR chat while he gathered the Alert Crew and informed the Officer in Charge and the Det Operations Officer. First and foremost, we needed to know where the ship was so that we could plan accordingly.

In addition, the TAO confirmed the MEDEVAC request (in this case a cardiovascular emergency), informed us of any

special transport considerations, and agreed to accommodate our request that they steam directly toward Bahrain as quickly as possible to shorten our flight time. Armed with these details, I was prepared to brief the now assembled flight crew, OIC and OPSO who were gathered in the office.

Watching my squadron mates spring into action was a remarkable

O

vercoming the inertia to go home for the day after our normal tasking is complete is no easy feat. Standing up the duty crew for the MEDEVAC is the easy part... The rest of it gets tricky. sight.

The aircrew immediately gathered untasked personnel to assist in preflighting the aircraft. The Operations Officer assumed responsibility for prepping our maintenance department to ensure that adequate support was available, and the OIC assumed a supervisory role and copied all of the details to report to higher authority.

With his direction, I began a log and continued to communicate with both the ship and CTF-53 as to our status. To save time, while the remaining pilots and aircrew were preflighting, the alert crew performed the NATOPS brief in the duty office so that I could fill in any details such as weather, NOTAMS, and briefing items particular to the mission that I had gathered from the ship. Upon completion of their thorough yet efficient brief, and a brief delay while waiting for the official tasking from CTF-53, the aircraft launched an hour and twenty minutes from our first notification from the routers.

After the launch, the most complicated phase of the mission for those of us supporting on the ground was underway. Up to now, we were only coordinating our own assets, albeit under pressure to act quickly. Now,

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we had to orchestrate multiple external entities such as base medical for an escort, civilian emergency transport to a local hospital better equipped to handle the casualty, and aviation unit security to sweep the ambulance and its crew to meet ATFP requirements. Once again, there was no shortage of otherwise untasked detachment personnel to contribute to the accomplishment of these endeavors.

Two action-packed hours later, with the dedicated efforts of every member of the detachment, Rescue 63 completed its mission when met by the civilian ambulance and requisite agencies on the flight line.

Our expeditionary Detachment in Bahrain consists of a seven-day work week packed with logistical tasking to include mission-critical CASREP, passenger and VIP transport, and (perhaps most importantly) a permanent threehour MEDEVAC alert for our customers in the 5th Fleet AOR. With only 24 pilots and crewmembers combined to operate our four aircraft for normal tasking, maintain our alert, and keep the Det running administratively, everybody works, all the time. It is very easy to observe and give due credit to the most dynamic and therefore visible tool in our mission accomplishment kit, the helicopter and her crew. However, behind every intrepid group of men and women and their flying machine is an equally dedicated cadre of support personnel in maintenance, operations, and administrative roles making hard decisions, dividing the labor, and analyzing every possible contingency to alleviate as much of the pressure on the flight crew as possible. Although not completely bereft of error, my experience as DDO for this particular mission serves as my personal benchmark of time critical, lifesaving, operational flying done right.

Admittedly, I would prefer to be in the cockpit for the next one.

A Perspective on the Community

The Evolution of the HSM Community Article by LT Andy Poreda, USN

Saberhawks fly along the San Diego Harbor.

W

hen I first found out I selected HSM West out of HT-18 in June 2008, I was not sure what to think of my future.

My buddy thought we were going to go fly the MH-53, another had never heard of the MH-60R, and in all seriousness none of our instructors had much to say about what we should expect.

The HSL guys would chime in about the Romeo being a new version of the SH-60B, the HS guys could talk about operating off the carrier, but the HSM community was an unknown entity to most. Heading to HSM-41 did not add any clarity to what our collective future held, as none of our instructors had any operational experience in the Romeo and our syllabus did not place a focus on carrier operations or

new technologies. All eighteen of my tactical sims originated off a CRUDES, and we didn’t even discuss Link-16 until after we had completed the remainder of the curriculum. I was fairly convinced the only person I would ever talk to while underway and airborne would be a shipboard controller on a destroyer.

(Editor’s Note: The HSM FRS has since undergone a significant syllabus overhaul which now emphasizes carrier operations, aircraft mission system utilization, and includes a staff of previous Romeo operators) Three years at HSM-77 and two carrier deployments later, I now know the life of an HSM

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pilot is a far different and more complex experience, and I have reason to be excited about what the future holds for us.

For years, helicopters have been operating off aircraft carriers.

The HS community has done it for decades, and even the HSL community has been doing it for more than ten years with HSL47’s B2C (Bravo to Carrier) initiative and the HSL-51 detachments aboard USS Kitty Hawk and USS George Washington. Thus, the HSM model of a squadron having three to five aircraft operating off the carrier with multiple detachments on CRUDES assets shouldn’t appear as anything radically Continue on page 78

A Perspective on the Community: The Evolution of HSM Community

Saberhawks on deployment.

Continued from page 77

difficult or unique. From a junior officer perspective, there are many perceived positives of the HSM model. The squadron’s effort is a collective one, with everyone on deployment at the same time (though it may come at the expense of a habitually stressed SDO or CAG Staff Helicopter Rep), and it’s nice to have a Captain (CAG) providing top cover when attempting to play nice with the surface warriors. Despite my initial apprehensions, I realized operating off the carrier isn’t as difficult as I anticipated once you get used to all of the different nuances of operating in close proximity to strike fighters and the sweatex experience of a few mid-cycle pulls.

One observation I initially made during my first underway period on the carrier and throughout the beginning of my first deployment was our very basic integration into Carrier Air Wing TWO. We may have been “included” in Foc’sle Follies, but the perception

I had was that the only expectations for us were to take off on time, land on time, get good comm checks, and ensure we didn’t clobber the deck for the fixedwing cycle. Every once in a while a SWTI and another HAC would go out and execute a Maritime Air Support (MAS) event with our TACAIR brethren, but for the most part we were playing in our own sandbox. Today, I can say with great confidence that we are becoming an integrated, respected, and valued member of the Air Wing. As an example, we are currently conducting FAC/FIAC Maritime Interdiction exercises, where a junior HAC and H2P are trusted to serve as the Strike Coordination and Reconnaissance Coordinator (SCAR-C) for multiple sections of Hornets, training to buddy-lase for them if the weather precludes their own target acquisition.

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Universally, our training opportunities with the TACAIR bubbas are well received by all parties. I would have never envisioned executing similar missions while going through the FRS, but realistically it is something almost all HSM pilots will experience at some point.

SCAR and Close Air Support (CAS) are not just reserved for Fallon anymore. Maybe our squadron had the right mix of VX-1 Romeo Whisperers, NSAWC Super SWTIs, and Romeo Sim Inventors to make the new guys effective Romeo operators, but I do not think it will be terribly difficult for all new and transitioning HSM pilots to learn and execute a mission like SCAR. The opportunity to effectively showcase some of our capabilities has helped us garner an increasing level of respect in a jetdominant Air Wing. Our current CAG clearly values our talents, dubbing us his “Low Slow Continue on page 79

A Perspective on the Community: The Evolution of HSM Community Continued from page 78

Fighters.” His point is clear - we too are an integral member of the Carrier Strike Group arsenal, have much to offer tactically, and are a vital part of his Air Wing.

The future of the HSM community

(ALFS) makes Anti-SubmarineWarfare (ASW) fun, especially when observing how effective a dip gang can actually be when working in sync. We have a remarkable radar, Electronic Support Measures system (ESM), Multihen I first found out I selected Spectral Targeting System (MTS), and HSM West out of HT-18 in June communications 2008, I was not sure what to suite - good enough think of my future. My buddy thought we that just a few days ago an E-2 NFO were going to go fly the MH-53, another remarked (tongue in had never heard of the MH-60R, and in all cheek…I think) we seriousness none of our instructors had were going to put him out of a job, due much to say about what we should expect. to our command and control capabilities.

The Prowler guys does not only involve advances in training love our ESM, and our ability to assist and missions, but relies heavily on the in a Suppression of Enemy Air Defense technological upgrades the Romeo possesses. (SEAD) or Electronic Warfare (EW) For those who haven’t worked with Link-16 mission could one day prove invaluable. yet, it opens up numerous possibilities, and These are just a few ways in which is a game changer for almost every mission our cutting-edge capabilities provide Romeo crews will be called upon to execute. opportunities for our community to Its impact on a strait transit is immeasurable, increase its role in today’s critical Air as it allows time critical threat identification Wing missions. and rotary wing asset employment. The Our advances in technology and Romeo’s Airborne Low-Frequency Sonar training have spawned a bright future

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for the HSM community. The LAMPS against the world mentality should be dead by now. Our community will still participate in traditional missions like Surface Surveillance and Coordination (SSC) and Counter-Drug operations, and we will always have to be ready for our bread and butter mission, ASW. There are so many other ways for our helicopter to be utilized, and our community needs to embrace new missions, as well as improve on those we currently execute. I have personally witnessed our squadron leaders rewrite our Strike Group strait transit plan by developing a new CONOPS as well as TTPs, employing the advanced features of the Romeo along with a bit of homegrown ingenuity. This is just one example of how we are helping shape the role of the HSM squadron in the Carrier Air Wing. It has garnered a good deal of respect for us in the Air Wing as well as our Strike Group, and helped showcase the capabilities our community has to offer. Bottom line, I feel as if our community’s future is a promising one, and I am thankful for the opportunity to have been a part of the HSM-CVN transition and integration revolution.

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(version 2012)

Use the order form here on page 80

These items and more will be available online Summer 2012 at http://www.navalhelicopterassn.org.

™ Otto Polo Shirt

NHA Logo with wings

(M, L, XL) Navy Blue, Red

$30.00

Walk-In: NHA is located in Bldg 654 on Rogers Rd., NAS North Island.

Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578 TEL: (619) 435-7139 FAX: (619) 435-7354 EMAIL: rotorrev@simplyweb.net **Mail Delivery: 15% is added for shipping and handling**

PING w/ NHA logo &

PING w/ NHA logo

Windbreaker w/ NHA logo Ensign Blue (as shown),

Navy (as shown), Charcoal Gray (S, M, XL)

Navy, Red (as shown) , Slate Blue (M, L, XL, 2XL)

$40.00

$40.00

$30.00

Pilot Wings

(M, XL, 2XL)

NHA/ Pilot Wings Denim or Tan

MH-60S / MH-60R

SeaKnight

Pilot Wings

Khaki (as shown), Navy

Khaki (as shown)

Khaki, US Flag (as shown),

One size fits all

$15.00

One size fits all

$15.00

One size fits all

$15.00

Red, or White

One size fits all

$15.00

We Accept U.S. Navy Rotor Review # 116 Winter ‘12

83

Navy/Gold (as shown), Ensign Blue or Sky Blue

One size fits all

$15.00

Time Flies When You’re Leading a Revolution.

Sikorsky’s X2 Technology™ Demonstrator has earned the company its second Collier Trophy in less than a decade. We are honored, and more inspired than ever to continue the Sikorsky legacy of game-changing breakthroughs in performance, innovation and safety.

Rotor Review # 116 Winter ‘12

84 www.sikorsky.com