Rotor Review Winter 2013 #119

Number 119 Winter 2013

2012 Fleet Fly-In Highlights Helo Maintainers Receive DoD Phoenix Award

The “Fleet Angels” of Lakehurst

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 network-enabled data links that allow information sharing and instant decision making.

One that is operationally proven and in production.

www.mh-60.com

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

Cover art by George Hopson, NHA Design Editor.

Naval Helicopter Association ©2013 Naval Helicopter Association, Inc., all rights reserved

Features Editor-in-Chief

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LT Scott Lippincott, USN

Design Editor George Hopson

Aircrewman / Special Missions Editor

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AWCM David W. Crossan, USN

HSC / HS / HM Editor LT Chris McDonald, USN LT James Thomas, USN

HSL/HSM/ HUQ Editor LT Allison Fletcher, USN LT David Terry, USN

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HSM-71 Supports Malaysian FMS LTJG David Barandon, Jr., USN

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HSM-77 Saberhawks Rise Above the Rest LT Adam Arndt, USN

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Hurricane Sandy: The Big Iron Cleans Up LTJG Christopher Kenefic, USN

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Hurricane Sandy: Coast Guard Responds in the Wake of Sandy LT Stephanie Young, USCG

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HUQ-1 Hydras: Bringing Unmanned Aviation to NAS North Island AWS1 (NAC/AW/SW) Derik N. Richardson, USN

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Fleet Fly-In CDR Matt Bowen and Jay Cope

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Ospreys Rain Metal Death Cpl John Suleski, USMC

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NHA Active and Retired Special Event Dinner CAPT Vincent C. Secades, USN (Ret)

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Perspective of a Junior Officer LTJG Tim Morgan, USN

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Focus NHA Goes Pro

USCG Editor

LT Shannon Whitaker, USCG

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Marines Train with Osprey at Ie Shima LCpl Kasey Peacock, USMC

2013 Photo Contest Winners

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2013 Video Contest Winners

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Book Review Editor

LCDR BJ Armstrong, USN

Historical Editor

CAPT Vincent Secades, USN (Ret)

In appreciation of our advertisers

Printing by SOS 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 upon request.

POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578.

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Lockheed Martin University of San Diego Navy Mutual Aid Association Hovergirl Properties USAA L-3 Comms / Crestview Aerospace LSI Sikorsky Aircraft Corporation

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Rotor Review # 119 Winter ‘13

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

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

National Officers

President.................................................CAPT Michael Ruth, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards ............................................CDR Wilmer Gange, USN V/P Membership ......................................LCDR Ryan Hayes, USN V/P Symposium 2013..........................CDR William Sherrod, USN Secretary.........................................................LT Matt Rigler, USN Treasurer ...........................................LT Marcus Hoogewind, USN “Stuff”.........................................................LT Gabe Stevens, USN Senior NAC Advisor.........................AWCM David Crossan, USN Executive Director.................Col Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ......................................... Colby Shearer

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 Lockheed Martin Mission Systems and Sensors LSI, Inc. L3 Communications / Crestview Aerospace 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 UTC Aerospace Systems

Directors at Large

Chairman........................RADM Steven J. Tomaszeski, USN (Ret) Chuck Deitchman, USN (Ret) CAPT Greg Hoffman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USNR (Ret) CAPT Dennis Dubard, USN (Ret) CAPT Paul Stevens, USN (Ret) CAPT Bill Personius, USN (Ret)

Regional Officers

Region 1 - San Diego

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

CAPT David Bouvé, USN President..…............................................CDR Chris Hewlett, USN

Region 2 - Washington D.C.

Director ..…………...…………........CAPT Steve Schreiber, USN President ..................................................CAPT Dan Fillion, USN

Region 3 - Jacksonville

NHA Scholarship Fund President...................................CAPT Paul Stevens, USN (Ret) V/P Operations........................................CDR Chris Hewlett, USN V/P Fundraising ....................... LT Gretchen Rybarczyk, USN V/P Scholarships ........................CAPT Kevin “Bud” Couch, USN V/P CFC Merit Scholarship........LT Jonathan Wendt, USN Treasurer..................................LT Brad Davenport, USN Corresponding Secretary..............LT Alexa Bestoso, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

NHA Historical Society President...................................CAPT Bill Personius, USN (Ret) COO..........................................................................................TBA Secretary ...........................CDR Joe Skrzypek, USN (Ret) Treasurer.......................................................Joe Peluso

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Director .....................................................CAPT Dan Boyles, USN President.................................................CDR William Walsh, USN

Region 4 - Norfolk

Director ................................................ CAPT Paul Esposito, USN President .......................................................CDR Pat Everly, USN

Region 5 - Pensacola

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

Capt Thurman Maine, USCG President .................................................CDR Paul Bowdich, USN 2013 Fleet Fly-In.................................LT Mark Cunningham, USN

Far East Chapter

Director..............................................CAPT Murray J. Tynch, USN President..….................................................CDR David Loo, USN

Departments Number 119/ Winter ‘13

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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NHA Membership

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Letters to the Editor

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LT Scott Lippincott, USN RADM Steve Tomaszeski, USN (Ret) CAPT Michael Ruth, USN

AWCM David Crossan, USN

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

Page 58

LCDR Ryan Hayes, USN

Industry and Technology Historical

Page 66

The Fleet Angels of Lakehurst Barbara Marriott, Ph.D

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Farewell to a Patriot: A Tribute to Dan McKinnion’s Life CAPT Vincent C. Secades, USN (Ret)

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Change of Command

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There I Was

Page 73 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 .

Just Another Day LTJG Leah Jordan, USN

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Arabian Nights and Computer Gremlins LT Grant Irwin, USN

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Canvas 614: On Final, Boost Off LT Joseph Navarre, USN

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There’s Time to Do It Right LT Monica Mondloch, USN

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Squadron Updates

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USMC Updates

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USCGAS Updates

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Book Review

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Engaging Rotors

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Pulling Chocks Stuff

Editors Emeritus

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 the expanding rotary wing community.

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

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

Rotor Review # 119 Winter ‘13

Editor’s Log

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reetings Fellow NHA Members; Well this is my first issue solo as your new Editor-In-Chief and I hope we have put together another great product for you to enjoy. As you can see, this issue focuses on our Annual Photo Contest to see what you have all been up to in the fleet and who our very own Ansel Adams is. But thanks to technology, we are also excited to bring you the first ever Video Contest! We had a huge contribution of both photos and videos and we took them all to a vote with your NHA leadership as the jury. Representatives from every community, both past and present, had a chance to select the finalists, so congratulations to our winners for your excellent work! Keep snapping away and have your Go Pro’s handy for that next exciting flight so you can be next year’s winner.

Aside from the Photo and Video Contest, I wanted to take a brief moment and talk about the organization as a whole. I have the unique opportunity to sit in on the monthly NHA Officers meeting. What have I learned? They will listen if you speak up. One of the most common things I hear about NHA is the desire to have more social functions.

Throughout the years there has been an ebb and flow of NHA gatherings and I think it’s important for us to keep that on the upswing. This means that we as members have to come together and not only recommend events but help plan them as well. Please continue to push

your regional leaders for more regular social events but step up to the plate when it comes to making it happen. Starting with your Spring issue of Rotor Review, we are planning to add a quarterly events calendar to keep everyone in the loop and maximize the benefits of your membership to this great organization. So if you know of something going on in your region, please email us so we can make sure everyone gets involved. Until then…

Stay Classy Helo Bubbas, LT Scott Lippincott, USN

Rotor Review Editor-in-Chief

Chairman’s Brief

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R #119 presents our Inaugural Photo and Video Contest. This edition will mirror the format editor George Hopson presented in “RR114: Thirty Years in Pictures.” The only difference is that our print version will have Quick Response codes to view top videos submitted and the digital RR will have a direct link. This is our most technically ambitious RR. We were busy all over the world in 2012 as you’ll see from what our cameras captured.

As we begin 2013, I look back at all that was achieved in a remarkable

2012. Front and center, we celebrated the Centennial of Marine Corps Aviation and 65 Years of Marine Rotary Wing Aviation. For the record, 69 years ago, on Saturday, October 16, 1943, the U.S. Navy accepted its first helicopter, a Sikorsky YR-4B, Navy designation XHNS-1, BuNo 46445, at Bridgeport, CT. LCDR Frank Erickson, XO of USCGAS New York, flew the one-hour acceptance flight. CDR Charles T. Booth, USN went to Bridgeport to qualify as a helicopter pilot and to fly the XHNS-1 to the Naval Air Test Center (NATC), NAS Paxtuxent River, MD. CDR Booth was

the first U.S. Navy Officer to become qualified to fly helicopters. How things have changed.

Last year at this time we were concerned about what impact Sequestration, or lack thereof, would have on our force structure and readiness. As I write, we remain concerned.

World events do not portend a peaceful 2013.

Strike Group schedules remain extended and dynamic. I can only hope that our defense budget continues to support the best training and equipment for those of you “at the tip of the spear.”

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BRIEFING NOTES: The Naval Helicopter Association’s 23rd Annual “Fleet Fly-In” in October brought fleet helicopters, pilots and crews to interact with the Student Naval Aviators (SNAs) of Training Air Wing Five. This annual interactive training event by fleet aircrews complements the experience and leadership of our talented instructor corps (HT-8, HT-18, HT-28) for our SNAs. Hosted by TRAWING FIVE’s Commodore Jim Grace, USMC, the “Fly-In” introduces prospective Naval Aviators to fleet aircraft. 23 helicopters from 19 squadrons from both coasts flew to NAS Whiting Field to participate in this watershed

ENS Reckenbiel (l), ENS Johnson (r) and me at the Gulf Coast Fleet Fly-In. SNA focused event. “There is nothing like this in all of Naval Aviation.” 379 SNAs “test drove” fleet aircraft during one of the “FlyIn’s” scheduled training flight opportunities (43 sorties, 123 flight hours). Colonel Grace’s “Commodore’s Guidance” to his Wing is to “Train Warriors & Develop Leaders.” The three day “Fly-In”, better than any symposia I have ever attended, fulfills that guidance in spades. It’s the “opportunity to pass, from one generation to another the traditions, heritage and Fleet experience that make Naval Aviation such a great profession.” Static display aircraft were placed on the flight line so base personnel, instructors, SNAs, and even students from NAS Pensacola’s aircrew school could explore and ask questions about duty stations, missions, carrier / shipboard life, etc. Industry booths were present to introduce new aircraft technology and welcome the SNAs to the Fleet.

Additionally, the always entertaining rotary wing community briefs were held for junior and senior officers providing information

about the future of helicopter roles and missions, training and personnel issues.

Skipper Paul Bowdich, HT-8, REGION 5 NHA President, and his veteran Fly-In lead, LT Spencer Allen, executed what can only be described as the ultimate rotary unrestricted training experience.

Highlights: •

Community Briefs: LT Jim Patterson (HSM), LT Anne Crawford/LT Ron LaBorde (HSC), LTJG Chris Kenefic (HM), CDR Sean McKamey (HUQ-1). All were superb. Best part was when they politely asked all commanders and above to leave the room so that the SNA’s could ask questions about anything!

• Senior Officer Panel: Moderated

by Capt Buckingham, N-84.

Commodores Bouvé, Boyles, Chatfield, Esposito; Col Sherril, MAG 21; Capt. Maine, USCG. SRO in the base auditorium.

The Senior Officer Panel was inspired. No spin, just the truth and opinion delivered with pride, experienced and professional articulation. I particularly admired the commodores’ comments on “horizontal community integration” and camaraderie. We have never worked better together.

• Panel questions: 1. Describe a Marine RW Aviator’s professional career path.

2. What is the future of the 53? (There will always be Big Iron!) Asked every year…

3. What was your best tour of duty and why?

4. Are we accepting the USAF model on pilots for VTUAV? (No) 5. Do you see deployments getting longer given budget constraints?

6. What’s the career path for HSL/HS selects?

7. Comment from an audience Coastie: “With the Navy experiencing 10 month deployments, how cool is it to be in the Coast Guard?!”

8. Describe USCG UAS operations.

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9. Will the MH-60S get torpedoes? Are all expeditionary squadrons going to work together?

10. Do you see a requirement for composite squadrons? MH-60R/S together? (No Training tracks & missions too complex) 11. What are the specific functions of the Marine Air Group?

12. Please discuss recent USCG mishaps and when will reports be out?

13. Another composite squadron question regarding mix of MH-60R/S on CGs/ DDGs/LCS 14. What is the principal leadership challenge to a JO in the first squadron division officer billet?

15. Any insights to the possibility of a Helo CAG? (No particular insights shared. While the community remains competitive, we have not yet selected a helo CAG. We have, in the past, selected one Carrier Strike Group commander and countless Expeditionary Strike Group commanders.)

16. How will the budget cuts affect Naval Aviation, helicopters in particular? (Tough question as no one knows what cuts are coming.)

17. What would be a good follow-on tour for a training command LT? (Many excellent examples given.)

18. What will be the make-up of an MH-60/ Fire Scout detachment on LCS? (No Fire Scout on 1st deployment, only one lucky MH-60R.) 19. Pilots becoming “UAV pilots” or “Air Vehicle Operators” (AVO) does not help them achieve squadron qualifications.

What are the implications?

In 2014, 51% of all Naval Aviation pilots will be unrestricted Naval Aviators. The panel closed the session with each member sharing their advice on how to succeed as a junior officer in one’s first squadron. To summarize the panel’s sage advice, “You are a Naval Officer first and foremost. Take care of your people and their families. Know and fly your aircraft well.”

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NHA Board of Directors’ (BOD) Meeting. We always meet at the FlyIn and annual Symposium in addition to teleconferences when required.

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Rotor Review # 119 Winter ‘13

Who is “we?” Present at Fly-In: RADM Tomaszeski (Ret), Chairman; CAPT Bouvé, (Commodore, HSMWP); Col Whitfield (Ret), Executive Director; CAPT Esposito (Commodore, HSCWL); Col Grace, (Commodore, TRAWING 5); CAPT Chatfield (Commodore, HSCWP); CAPT Boyles (Commodore, HSMWL); CAPT Dzielski (Ret); CAPT McGill (Ret); CAPT Moulton, Sr. (Ret); CAPT Ruth (CO, HSC-3), NHA President ; LT Yost, Secretary. Present Via Teleconference: CAPT Dennis Dubard (Ret); CAPT Paul Stevens (Ret), Scholarships; CDR Michael Steffen, Capt Williamson (Ret), Capt Bill Personius (Ret) NHA Historical Society, Capt Chuck Deitchman (Ret), Capt Greg Hoffman (Ret).

BOD Highlights: • • • •

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•

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NHA remains financially sound with membership growing and a continued focus on our active duty members.

NHA Scholarship Fund CFC # remains 10800.

Planned to develop closer relationship with corporate sponsor leadership.

Again discussed motion to hold NHA 2015 Symposium in New Orleans, LA, the 10th year anniversary of Hurricane Katrina.

This will be decided by a BOD vote by 31 Jan 2013.

Re-affirmed NHA’s professional character is anchored in the work of our volunteer members. No other association depends upon its membership more or benefits from that regional enthusiasm and initiative.

Re-affirmed NHA’s charter, a “professional organization whose purpose is to: provide recognition and to enhance the prestige of the…Naval vertical flight community, … promote the use of vertical lift aircraft… [and] keep members informed of new developments…in rotary wing aviation,” was crafted to support the active duty member. No other association has, can, or will reflect our community’s interests and well-being better.

Establish/recruit retired members to serve as regional president’s to grow our retired membership.

USS ENTERPRISE Inactivation: I attended the ceremony with 12,000 other guests in Norfolk on 1 December. Enterprise will

remain at Naval Station Norfolk for approximately six months to off-load equipment and to make the ship ready for tow to the Newport News Shipyard for inactivation. The inactivation phase will last approximately four years.

Concurrent with inactivation, the ship will be defueled using the techniques that have been used successfully to refuel and defuel over 350 naval nuclear-powered warships. The ship will also be prepared to be towed to Puget Sound Naval Shipyard in 2017 for decommissioning, dismantlement and recycling.

NHA's Pax River’s Professional Luncheon: Hosted by Capt Andy Macyko, on 7 November, our guest speaker was Commodore Paul "Puck" Esposito, USN, Commander, Helicopter Sea Combat Wing Atlantic. The Commodore gave 71 members a detailed briefing on his command, the largest and most diverse wing in the Navy. HSCWL squadrons operate over 110 aircraft with over 5,000 personnel, including the MH53E, MH-60S, HH-60H, and SH-60F to conduct operationally diverse missions including: VERTREP, VOD, SAR, CSAR, ASW, NSW, ASUW, AMCM, SPECOPS, Humanitarian Assistance/ Disaster Relief, DV Transfer, and RECON. HSCWL is leading the way with the introduction of the MH-60S in logistics, OAMCM, and Anti-surface roles.

NHA Region TWO Members Reunion at the US Naval Observatory. On October 22nd, 63 NHA members gathered at USNO for an extraordinary opportunity to tour the Naval Observatory. Sponsored by Regional president Capt Dan Fillion, the evening kicked off with a social hour and tours of the historic library, the 12”and 26” astronomical working telescopes, a visit to the Atomic clock and the rest of the observatory’s facilities.

Congratulations to HSM-77, 2012 winner of DOD’s Phoenix Award and Sikorsky’s Golden Wrench. The Phoenix awardee is chosen from active and reserve organizations performing unit or field-level maintenance and singled out as the best of the best. HSM-77

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provided CVW-2 and CSG-9 with combat ready aircraft and equipment and flawlessly executed the first MH-60R deployment to the Fifth and Seventh Fleet areas of responsibility in FY11. Well Done!!

The USS Freedom (LCS 1) is currently undergoing a post shakedown availability in San Diego and remains on schedule for a spring deployment to Singapore. The deployment will be the first long-term deployment of an LCS abroad and will feature one MH-60R. Freedom is going to Singapore next spring to allow the Navy to further evaluate its operational effectiveness and manning as an initial part of plans to eventually station four of the ships in the Southeast Asian nation. The Navy also plans to base eight LCSs in Bahrain--home to the U.S. Fifth Fleet.

Check out the FY-14 Aviation Major Command Screen List that is posted on page 11.

In closing, our squadrons are experiencing dynamic, extended deployment schedules mandated by world events. That’s hard, both on you, your Sailors and their families. May I draw your attention to this quote from John Stuart Mill: “War is an ugly thing, but not the ugliest of things. The decayed and degraded state of moral and patriotic feeling which thinks that nothing is worth war is much worse.

The person who has nothing for which he is willing to fight, nothing which is more important than his own personal safety, is a miserable creature and has no chance of being free unless made and kept so by the exertions of better men than himself.”

You are the bedrock of the nation.

Never forget that.

Till next brief, Fly Well and….Keep Your Turns Up in the New Year!

RADM Steve Tomaszeski, USN (Ret) NHA Chairman

President’s Message

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ubbas!

There’s been some interesting discussion around here lately about some of the more senior pilots flying, or lack of flying, so I thought I

would weigh in. . .

Here’s a quote from Brigadier General William “Billy” Mitchell, United States Army Air Service: “A squadron commander who sits in his tent and gives orders and does not fly, though he may have the brains of Solomon, will never get the results that a man will, who, day

in and day out, leads his patrols over the line and infuses into his pilots the esprit de corps.”

I hope our squadron COs and XOs are out there flying and leading from the front. Not only is it visual motivation for our young, hard-charging pilots and aircrewmen to see “the old man” climbing into the helicopter, but also healthy for the maintainers to see and know the front office is climbing on, around, and strapping on the aircraft.

Flight hours are precious and must be carefully managed, believe

me, I get it, but in this humble man’s opinion, sacrificing CO/XO flight time and flight qualifications should not be considered. What made me want to be a CO was the opportunity to lead from the cockpit. Many of us are in this business because we love to fly; let’s keep that esprit de corps alive. Fight to Fly. . .(you know the rest). . .

I’m going flying. . .

CAPT Michael “Babe” Ruth, USN NHA President

Aircrewman’s Corner

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ellow Aircrew: As usual, it’s been a busy frenzy since the last issue of Rotor Review.

The Fleet Fly-In was extremely successful, then going into the holidays, and of course, all of you who are out on the tip of the spear, forward deployed, training, and preparing for the relief of those who are deployed, are doing so with pride.

That Pride is evident through the Photo and Video Contest discussed and viewed in this issue of Rotor Review. Some amazing moments are captured within, as well as articles discussing our combined success in worldwide operations.

Seeing the samples of what our Aircrew professionals are doing daily makes me momentarily envious of each of you who are out there getting it done, training, flying, and developing the future for those that will follow you. I mostly fly a desk these days. It doesn’t have a NATOPS manual. Maybe I could begin to write one for it. Empty, it weighs 112 lbs. It has 7 drawers. The left drawers open 14.5 inches, the center drawer opens 7.2 inches, and the right drawers open 13 inches. It has limited sensors, the primary of which is an NMCI computer. The display is a full color though, so for a SH-60B guy, that’s pretty good. It doesn’t have any tiedown points, but it does have weather restrictions.

I’m pretty sure it’s not an all-weather desk. I may have to send it to the VX Community for

wind envelope testing, as well as water intrusion studies. It would probably sink at less than 10 feet per second in salt water. There are times I’ve thought about testing that one. I won’t discuss the number of times I’ve also contemplated doing the same with the Primary Sensor System. I’m unsure if either would pass a NAVAIR drop test, also on the list in my thoughts of ways to test this component.

All in all, I’m reminded through your efforts that my desk is not as glorious as the back of a helicopter.

Keep that in mind, as arduous as being a helicopter Aircrewman is, you are absolutely and without question experiencing the best our communities have to offer. In addition, you are getting paid to do it! The photo submissions are a small example of what each of you are contributing daily. My most recent flight was a reminder of that principle. I too took a moment to snap some photos of the scenery in East County, flying FORM with another helicopter. Mountains and valleys, blue skies, as well as the sights and sounds of the rotors turning were music to my ears.

As much as we ask of you in the performance of your duties, from my own personal experiences, it’s the greatest place to be. As you are well

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aware, it does require continued focus, training, and attention. I encourage all of you to keep that focus, but at the same time, take a moment to visually recalibrate and embrace the scenery around you. If someone would have asked you when you were younger what would you be doing in a few years (or longer in some of our cases), sharing a photo of your average day as an answer is a distinct reminder of how easy you make it look to be in the positions we are in. The general public may not be astutely aware of every challenging day it took to get where you are. They may not be aware of the long days, the constant training, as well as the host of other sacrifices it takes to do what we do. In each photo, they are as envious as I am to be where you are, to do what you do, and to experience what we all know to be true. There is no place better to be than in the back of a multi-million dollar rotary airframe on any given day – My best to you all! Be ever vigilant and Fly Safe!

AWCM David W. Crossan USN NHA’s Senior Naval Aircrewman Advisor

Rotor Review # 119 Winter ‘13

Guard rotary-wing communities are doing in the Middle East and in disaster relief throughout the world is a strong selling point for companies looking for philanthropic bragging rights; and there are a number of them! How do we capture that recognition in the scholarships? Our sponsorship is one area we need to work on improving.

For many, the month of December has marked the beginning of the annual Combined Federal Campaign (CFC). CFC has always been an important source of revenue for the scholarships we give, but it is even more important this year as we look to more effective ways to promote the Fund. Your tax deductible donations to CFC number 10800 will not only help us maintain the same level and number of awards this scholarship cycle; but also, they will provide some working capital to offset costs of marketing the Fund. If every member of NHA donated a mere $25 either through CFC #10800 or directly to the NHA Scholarship Fund (http://www.nhascholarshipfund. org/donations.html), so much more could be done in reaching out to our rotary-wing servicemembers and families. It’s

NHA Scholarship Fund

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reetings and Happy New Year! Hopefully, you all know that our 2013 Scholarship Cycle is already in full swing. A quick review of the database shows more than 50 applications are already in the queue with just short of two months remaining in the cycle. Please help me get the word out that we are in the business of serving our Naval rotary wing community, both family members and those who have served or are serving on Active duty. Visit us at www.nhascholarshipfund.org for more information and our online scholarship application.

Efforts to update and revitalize our NHA Schorlarship Fund’s documentation and procedures will begin in earnest in January. Several of you have stepped up to help us look and function more professionally in how we market the Fund to potential applicants and contributors. We are always open to your ideas as to where we should go with the s c h o l a r s h i p f u n d . Clearly, we have never been in a more advantageous position to grow the Fund. The service that the Navy, Marine Corps, and Coast

an investment in their future and the future leaders of our country.

Please consider the NHA Scholarship Fund when planning your charitable giving for this year and into the next. There are many ways to donate to the Fund, and we have estate-planning specialists who can advise you on tax strategies that could benefit both your estate and our scholarship fund.

Personally, I would like to acknowledge and thank LT Sam Wheeler (Executive Secretary) and LT Jennifer Huck (CFC Coordinator) for their outstanding work on behalf of our Scholarship Fund. Jennifer helped us successfully navigate through CFC’s complex eligibility requirements and got us back on track after being deemed as ineligible. Sam’s efforts help organized and coordinated Selection Process within the NHA Regions and at the Fund’s headquarters ensuring that we select the most qualified applicants to be chosen for scholarships. Sam and Jennifer will be greatly missed. Also, I would like to thank the following new volunteers who have joined us: LT Alexa Bestoso (Executive Secretary), LT Jonathon Wendt (CFC Coorninator), LT Sean Purdy (Asst.

Treasurer), and LT Gretchen Rybarczyk (V/P Fundraising). Their contributions will help carry us farther in the future.

Watch us grow!

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

Executive Director’s Notes

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lanning is well underway for this year’s Symposium, May 13-16, at the Town and Country Resort and Convention Center, San Diego, CA. Golf will be Monday afternoon, May 13, at Riverwalk Golf Club across the street from the Town and Country. Members’ Reunion will be Tuesday evening at Admiral Kidd Club. Red Bull pilot Chuck “Malibu” Aaron has volunteered again to do his acrobatic helicopter demonstration over the water next to the Admiral Kidd Club.

The overall draft schedule is listed below:

Monday, 13 May

Tuesday, 14 May (cont)

0730 NHA Office - Boardroom 0800 Registration Opens - Grand Exhibit Hall Foyer 1100 Exhibit Setup - Grand Exhibit Hall 1130 Golf Tournament - Riverwalk 1730 Sports Barbecue - Riverwalk

1300 PMA Workshop - Grand Hall 1400 Detailers Brief - Grand Hall 1500 Brief TBA - Grand Hall 1700 Members Reunion - ADM Kidd Club

Wednesday, 15 May

0645 NHA Office - Boardroom 0700 Director/Trustee Breakfast Meeting California Room 0645 NHA Office - Boardroom 0730 Registration Open - Grand 0700 Registration Open - Grand Exhibit Exhibit Hall Foyer Hall Foyer 0730 Aircrew Competition - Breaker’s 0730 VIP Hospitality Room - Terrace Beach Salon One 0900 Maintenance Personnel Open House 0800 General Members Meeting- Grand 1000 Helo ESC Meeting -TBA Hall 1300 Briefings -TBA 0830 Opening Ceremonies / Keynote 1700 Team Seahawk Reception - Grand Address - Grand Hall Rotor Review # 119 -Grand Winter ‘13 Exhibit 10Hall 1030 Safety Symposium Hall 1130 Awards Luncheon - Grand Hall

Tuesday, 14 May

Thursday, 16 May

0645 NHA Office - Boardroom 0730 VIP Hospitality Room - Terrace Salon One 0730 Registration Open - Exhibit Hall Foyer 0800 Community Briefs - Grand Hall/California Room 0915 “Bubba Panel” - Grand Hall 0915 Enlisted Panel Workshop - California Room Captains of Industry Panel - Grand Hall 1200 VIP Lunch- Sunrise Room Salute to Naval Helicopter Aviation Lunch Grand Exhibit Hall OWP Meeting - California Room 1300 SPECWARCOM Brief - Grand Hall 1400 Flag Panel - Grand Hall 1530 Sikorsky Salute to NHA Reception - Grand Exhibit Hall 1730 Exhibit Hall Tear down

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

A View From The Labs: Supporting The Fleet

By CAPT George Galdorisi, USN (Ret)

What Does the Future Hold and How Does the Naval Helicopter Community Leverage It? Director of National Intelligence Projects Global Trends to 2030

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he National Intelligence Council (http://www.dni.gov/index. php/about/organization/nationalintelligence-council-who-we-are) (NIC) has just released their quadrennial report forecasting global trends that have a major impact on our world, Global Trends 2030: Alternative Worlds (http://www.dni.gov/ files/documents/GlobalTrends_2030.pdf).

In shorthand GT2030.

A word about this document and about NIC. NIC has been around for a while and represents the primary way the U.S. Intelligence Community (IC) communicates in the unclassified realm. Initially a “whollyowned subsidiary” of the CIA, the NIC now works directly for the Director of National Intelligence and presents the collective research and analysis of the entire IC, an enterprise comprising 16 agencies with a combined budget of over $60B. In a sentence, there is no more comprehensive analysis of future trends available anywhere, at any price. It’s not an overstatement to say this 160-page document represents the definitive “gouge” on the future.

Among the projections in GT2030: China’s economy is set to overtake that of the U.S. in the 2020’s, but China will not challenge the United States’ preeminence or the international order; Asia will become more powerful than both North America and Europe combined (based on GDP, population, military spending and technological investment); the U.S. will achieve energy independence with shale gas; and wider access to disruptive technologies including precision-strike capabilities, cyber instruments, and bioterror weaponry - could increase the risk of large-scale violence and disruption.

Global Trends 2030 is the fifth Global Trends publication in the NIC’s series, which aims to stimulate strategic thinking among decision makers rather than seeking to predict the future. It is the most collaborative effort to date, incorporating

input from government officials, businesses, universities, think tanks, and experts in 20 countries. The release of this quadrennial report intentionally coincides with the election of a new (or in this case, returning) administration, to “Assist ... in its strategic review.”

The report first lists four megatrends, which are “relative certainties” that are expected to shape the world out to 2030. The first is “individual empowerment,” which will come with the rise of a larger global middle class that is better educated and has wider access to health care and communications technologies.

The report states that “for the first time, a majority of the world’s population will not be impoverished, and the middle classes will be the most important social and economic sector in the vast majority of countries around the world.”

The second megatrend is the “diffusion of power among countries.”

As stated above, Asia will surpass Europe and North America combined in terms of the indices of overall power, but no country – whether the United States, China, or any other – will be a hegemonic power. Instead, the report projects that the United States will remain “first among equals” in a multipolar world. Even greater than the shift in power among nations will be the shift in the nature of power as the world is increasingly characterized by “multifaceted and amorphous” networks and coalitions. Combined with the trend towards individual empowerment, this diffusion of power is projected to lead to a growing democratization globally.

The two other megatrends are “demographic patterns,” which posits that most countries’ economic and political conditions will be shaped by aging, migration, growing urbanization, and the “growing nexus among energy,

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water and food,” which states that scarcity of these three resources will be exacerbated by a growing demand as the global population increases from 7.1 billion today to about 8 billion by 2030.

These four megatrends are underpinned by six “tectonic shifts,” or “critical challenges to key features of the global environment.” One positive shift is the NIC’s assessment that the United States will achieve energy independence by 2030, and even become a net energy exporter through shale gas and new technologies allowing access to difficult-to-reach oil deposits. However, a more ominous shift is the growing access to lethal technology.

Although the report predicts that Islamist terrorism will ebb by 2030, it also warns that the tactics of terrorism are unlikely to die completely. Instead, individuals with niche area expertise, for example in cyber systems, might sell their services to the highest bidder.

The resulting threat is less one of casualties in the hundreds or thousands, and more of the millions severely affected by damaged infrastructure. The other five “tectonic shifts” are: the growth of the global middle class; the definitive shift of economic power to the East and South; unprecedented and widespread aging; urbanization; and food and water pressures.

Although these megatrends and “tectonic shifts” are expected to shape the world out to 2030, the report acknowledges that critical “game-changers” have the potential to largely determine “what kind of transformed world will be inhabited in 2030.”

These game-changers are questions regarding the health of the international economy, global governance, conflict, regional instability, technological breakthroughs and the role of the United States.

Within the “technological breakthroughs” game-changer, the report identifies the following new technologies’ Continue on page 12

Rotor Review # 119 Winter ‘13

Continued from page 11

current status, potential for 2030, issues and impact: Information Technologies - Data Solutions - Social Networking - Smart City Technologies Automation and Manufacturing Technologies - Robotics - Remote and Autonomous Vehicles - Additive Manufacturing/3D Printing Resource Technologies - GM Crops - Precision Agriculture - Water Management - Bio-Based Energy - Solar Energy

GDP accelerates in both developing and advanced economies, and technological innovation mitigates resource constraints.

Genie out of the Bottle is a world of extremes, in which inequalities within and between countries dominate and major powers remain at odds, raising the potential for conflict. Economic growth is far below the Fusion scenario, but not as grim as in Stalled Engines.

In the last scenario, Nonstate World, new and emerging technologies (such as ICTs, information and communication technologies) spur the increased power of nonstate actors, including NGOs, multinational businesses, academic institutions and wealthy individuals.

In addition,

Health Technologies - Disease Management - Human Augmentation Finally, the Global Trends 2030 report follows the precedent set by earlier editions of Global Trends in identifying four possible future models of the world out to 2030. However, it caveats these models by noting that “none of these alternative worlds are inevitable and in reality, the future will probably consist of elements from all the scenarios.” The four posited worlds are: Stalled Engines, the most plausible worst-case scenario, is one in which the risk of interstate conflict rises due to a new “great game” in Asia.

Although the NIC does not foresee a “full-scale conflagration” along the lines of a World War, this scenario is still a bleak one, with the U.S. and Europe turning inward and no longer interested in global leadership; a euro zone that has unraveled; and a global pandemic and recession causing a retrenchment from globalization.

Fusion is a scenario at the other end of the spectrum, representing the most plausible best case scenario.

The U.S. and China successfully manage their relationship and together halt spreading conflict in South Asia.

Rotor Review # 119 Winter ‘13

Resources: Global Trends 2030: Alternative Worlds (http://www.dni.gov/files/ documents/GlobalTrends_2030. pdf).

Global Trends 2030: Alternative Worlds, Talking Points (http:// www.dni.gov/files/documents/ Interactive%20Le%20Menu.pdf).

Thom Shanker, “Study Predicts Future for U.S. as No. 2 Economy, but Energy Independent,” (http:// www.nytimes.com/2012/12/11/ world/china-to-be-no-1-economybefore-2030-study-says.html?_ r=0&pagewanted=print) New York Times, December 10, 2012.

Atlantic Council event, Global Trends 2030: U.S. Leadership in a Post-Western World (http://livestre. am/4fP3U).

subnational units such as “megacities” flourish. These networks manage to solve some global problems, but security threats such as the increased access to lethal technologies, pose an increasing challenge.

The Global Trends 2030 report has been released to high acclaim and has spurred a high-level dialogue from around the world on these issues. For more information on GT2030, you can access the resources below.

That’s a lot to absorb, and at the end of the day, what does it mean for the Naval Rotary Wing Community? Anything?

Nothing?

While different folks can draw different conclusions, what it means to me is simply this: The strength of the Naval rotary wing community has always been in our flexibility. The term “jack of all trades,” comes to mind for most of us. For those whose service is past, my guess is you all thought of yourselves as “utility infielders” who were assigned whatever tasks the ship, the CAG, the station, or anyone else assigned you. And this was before the community had any direct warfare capabilities.

And look at where we are today.

Just a cursory perusal of the missions of our emerging HSM and HSC communities is, in a word, breathtaking! And from my POV, this represents flexibility to the max. So, given what we’ve read about GT2030 above, it will be this flexibility that will ensure our future.

Sounds easy. Unfortunately, it’s not. As wars ebb and flow, different crises rise and fall, and especially in the current budget environment, it is far too tempting to shed capabilities that support missions we “think” we will no longer undertake and to over-focus on the “mission de jour.” We must resist that urge, because if GT2030 teaches us anything, it’s that the future remains stubbornly uncertain. Roll with it.

CLICK

Global Trends 2030 Blog (http:// gt2030.com/).

Global Trends 2030 Media Coverage (http://www.dni.gov/index.php/ about/organization/global-trends2030-media-coverage).

To view and download Global Trends 2030

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NHA Membership

I

am excited to serve NHA as the new VP for Membership. My sincere appreciation goes to CAPT Ruth and Col Whitfield for this opportunity.

During an AOM years ago, one of my favorite COs said, “If you were a Doctor, a Lawyer, or an Indian Chief, you would join their respective professional organizations.

NHA is our professional organization, and it is expected that you should join.” While our current membership is healthy, the goal should be for ALL active duty naval helicopter pilots – Navy, Marine and Coast Guard – to be active, participating members of NHA. The historical importance of NHA in promoting the rotary wing community within Naval Aviation cannot be overstated. And NHA continues to play a pivotal role in shaping our future through interaction with senior leadership, engagement with industry, and networking between members.

Membership always gets a boost right in time for a Symposium or Gulf Coast Fleet

Fly-In, but I recognize a need to sustain membership throughout the year. In addition to the incredible Rotor Review publication, NHA regional events are a great way to increase membership and promote NHA. With demanding professional and personal schedules, I know firsthand the reluctance to schedule more “mandatory fun” events.

So I need the help of squadron NHA reps and Regional Officers to create local events that make your commitment to NHA worthwhile. Suggestions include: 1. A t h l e t i c e v e n t s : g o l f tournaments, softball tournaments, 5K runs. Compete as squadron vs. squadron, Pilots vs. Aircrew, Navy vs. Marines, etc.

2. Social events: Flight Suit Formals, formal banquets, FAR dinners, or simply pizza and drinks at the Club.

3. Community building events: Habitat for Humanity, Adopt-aSchool programs, or a fundraiser

for the NHA Scholarship Fund.

4. Family oriented NHA events, such as beach BBQs, can help balance those demanding schedules while also extending the support of the NHA community to your families. And if you get a Bouncy House, the kids will want to become lifetime members of NHA! 5. Don’t forget to invite the local helo bubbas on disassociated or staff tours, former active and retired members, or anyone else you know that is passionate about Naval Aviation.

I look forward to meeting you at our next NHA event. Please pass along any suggestions or comments you have for events that you would like to see in your region!

Fly Safe, LCDR Ryan “Gassy” Hayes NHA VP for Membership

FY-14 Aviation Major Command Screen List Naval Helicopter Senior Officers that have been selected for major commands in FY-14

SHIP

CAPT Michael Ruth: HSC CDR Christopher Failla: HSM CDR Lawrence Getz III: HSC CDR Eric Pfister: HSC

MCMRON/PHIBRON CDR Stephen McKone: HSM

NUCLEAR POWER CDR George Aguilar: HSC CDR Kenneth Strong: HSM

SEQUENTIAL COMMAND ASHORE CAPT Peter Brennan: HSC

MAJOR SHORE COMMAND

MAJOR FTS COMMAND

CDR Scott Gootee: HSM

TEST AND EVALUATION

CDR Clayton Michaels: HSM

CAPT Roger Curry: HSC CAPT Christopher Heaney: HSC CAPT Wesley McCall: HSC CAPT Michael Moore: HSC CDR Hugh Everly: HSC CDR William Walsh: HSM 13

Rotor Review # 119 Winter ‘13

HS-10 Sundown

It seems like I just cannot retire; and still I am engaged. I very much liked the last issue of RR regarding the HS-10 Sundown.

Your efforts, graphic displays and design frameworks have truly improved RR to being a First Class publication.

BZ, doug y Dear Doug; First and foremost, thank you for your contributions to Rotor Review over the past years. We can see how your words have given pilots and aircrewmen inspiration to use their critical-thinking skills and think outside the box.

We thank you for your kind words on our efforts with Rotor Review.

This RR issue and others like it are successful because of the RR staff under the leadership of LCDR Kristin OhlegerTodd and now LT Scott Lippincott.

The RR Staff from past to present has been awesome. The energy and drive has made Rotor Review a magazine full of class and interesting to read. This energy and drive has been an inspriation for my graphic work in each issue. It is the same vigor that I get from reading older RR articles and commentaries, such as CAPT Stuyvesant’s Green Bug Memories.

RR118 was a great send-off for Kristin (who was a part of the final

stages of HS-10) and good start for Scott (who brings new and innovative ideas to the Rotor Review table).

Thank you very much...

George Hopson Rotor Review Art Editor

Embracing Life at the Margins

Congratulations LCDR BJ Armstrong for your focused and informed article---Embracing Life at the Margins. I spent four decades publishing many articles in Rotor Review attempting to generate published complementing or differing discussion between Navy helo pilots. I was always dismayed that my articles did not challenge others to challenge my ideas in Rotor Review. Maybe we are too shy and do not want to stir the pot. While on the Naval War College faculty in seminar, I always pushed the students to “agree to disagree,” thereby, creating critical thinking skills. My article MH60 Sierra’s Future Marginalized or Vitalized was my departing article to inspire critical thinking regarding the Sierra community’s future. A first for my RR publishings, you rose to my subtle challenge expertly with your insightful and well thought out article.

You added value to your community and

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the Navy. Oh, if we are still allowed to buy a fellow helo pilot a beer, it is on me when we meet.

BZ Doug Yesensky, CAPT, USN (Ret)

To CAPT(Ret) Yesensky and LCDR Armstrong; Thank you both for the excellent dialog that encourages professional development for us all. We look forward to more similar contributions from the membership at large that push the envelope and seek better understanding.

We hope your articles continue to be the platform for this type of discussion in Rotor Review magazine.

LT Scott Lippincott Rotor Review Editor-in-Chief

We Would Like to Hear From You If you would like to write a letter to the Editor, please forward any correspondance via email to rotorrev@simplyweb.net or by mail to the following address: NHA c/o “Letter to the Editor” P.O. Box 180578 Coronado, CA 92178-0578

Rotor Review # 119 Winter ‘13

Press Released by L-3 Communications/Crestview Aerospace

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-3 Crestview Aerospace (L-3 CA) announced today that it has completed delivery of its 75th UH1Y Venom cabin to Bell Helicopter Textron.

“This milestone marks our 66th consecutive delivery ahead of contract schedule,” said Jeff Barger, vice president and general manager of L-3 Crestview Aerospace. “We value our excellent relationship with Bell Helicopter and are proud to celebrate this occasion with our dedicated team.”

L-3 CA, under contract with Bell Helicopter Textron since 2006, manufactures UH-1Y cabins for delivery to Bell Helicopter’s Military Aircraft Assembly Center in Amarillo, Texas.

About Bell Helicopter Bell Helicopter, a wholly owned subsidiary of Textron Inc.,

is an industry-leading producer of commercial and military, manned and unmanned vertical-lift aircraft and the pioneer of the revolutionary tiltrotor aircraft. Globally recognized for worldclass customer service, innovation and superior quality, Bell’s global workforce serves customers flying Bell aircraft in more than 120 countries.

About L-3 Crestview Aerospace L-3 Crestview Aerospace (L-3 CA), a division of L-3’s Integrated Systems Group, is a world-leading provider of aircraft modification and aerostructure fabrication and assembly. Focused on the military, prime contractors, and commercial and military original equipment manufacturers (OEMs), L-3 CA provides great value, high quality and superb schedule performance. L-3 CA is a vertically integrated, one-stop shop

for detail parts fabrication and machining through end-item aerostructure assemblies and fixed- and rotary-wing modifications.

To learn more about L-3 CA, please visit the division’s website at www.L-3crestview.com.

About L-3 Communications Headquartered in New York City, L-3 employs approximately 51,000 people worldwide and is a prime contractor in C3ISR (Command, Control, Communications, Intelligence, Surveillance and Reconnaissance) systems, aircraft modernization and maintenance, and national security solutions.

L-3 is also a leading provider of a broad range of electronic systems used on military and commercial platforms. To learn more about L-3, please visit the company’s website at www.L-3com.com.

Industry and Technology

L-3 Crestview Aerospace Completes Delivery of 75th UH-1Y Venom Cabin to Bell Helicopter Textron

L-3 Crestview Aerospace to Expand Aircraft Manufacturing Operations Press Released by L-3 Communications/Crestview Aerospace

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-3 Crestview Aerospace (L-3 CA) announced today its intention to expand the company’s aircraft manufacturing operations in Okaloosa County, FL. L-3 CA is investing more than $7 million in facilities upgrades, including the retrofit of hangar space, at the Crestview/Bob Sikes airport.

As part of these expansion activities, L-3 CA has increased its workforce at the Crestview, FL, facility by 158 full-time equivalent jobs in Florida. The company conducted six major recruiting activities between June

2011 and October 2012.

“The continued growth of our facility and workforce increases our capacity to provide high-quality aerostructure fabrication and aircraft modification services to our existing and new customers,” said Jeff Barger, vice president and general manager of L-3 Crestview Aerospace.

Florida Governor Rick Scott recently highlighted Crestview Aerospace for investing within Florida and expanding job opportunities for U.S. military veterans.

Rotor Review # 119 Winter ‘13

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L-3 Crestview Aerospace (L-3 CA), a division of L-3’s Integrated Systems Group, is a world-leading provider of aircraft modification and aerostructure fabrication and assembly. Focused on the military, prime contractors, and commercial and military original equipment manufacturers (OEMs), L-3 CA provides great value, high quality and superb schedule performance. L-3 CA is a vertically integrated, one-stop shop for detail parts fabrication and machining through end-item aerostructure assemblies and fixed- and rotary-wing modifications.

To learn more about L-3 CA, please visit the division’s website at www.l-3crestview.com.

Industry and Technology

First CH-53K Prototype Prepares for Ground Tests Press released by www.shephardmedia.com

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ccording to Sikorsky, flight test engineers will spend the coming months performing preliminary acceptance tests that include calibrating the GTV’s (Ground Test Vehicle’s) fuel system and attaching measuring devices at more than 1,300 test locations on the aircraft to record temperature, aerodynamic loads, pressure and vibrations. By mid 2013, the GTV will be attached to a specially built outdoor platform to hold the aircraft in place when its three engines are powered on - a process known as a light-off. Initial lightoff test events will be performed without rotor blades, followed by more rigorous tests with the blades attached.

Though designed to the same footprint size as the CH-53E Super Stallion helicopters they will begin to replace in 2019, CH-53K helicopters will triple the external load carrying capacity to more than 27,000 pounds over 110 nautical miles

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he first prototype aircraft of the CH-53K heavy lift helicopter being developed by Sikorsky for the US Marine Corps (USMC) has been delivered to the flight te s t te a m .

under high hot ambient conditions.

Technology enablers for increased lift include 7,500-shaft-horsepower GE381B engines; a split torque transmission design that more efficiently distributes engine power to the main rotors; fourthgeneration composite rotor blades for enhanced lift; and a composite airframe structure.

Michael Torok, Sikorsky’s CH-53K program vice president, said: ‘The primary purpose of the GTV is to shake out the CH-53K helicopter’s dynamic systems by thoroughly testing and measuring the performance of the rotor blades, transmission, and engines while the aircraft is tied to the ground.

Extensive ground-based flight checks with Sikorsky and NAVAIR test pilots at the cockpit controls will confirm whether these dynamic systems, as well as hydraulic, electrical, and avionics systems, can meet the requirements established by the marines for their next-generation heavy lift helicopter.

Col. Robert Pridgen, program manager for the heavy lift helicopters, added: ‘This is an important point of transition for the CH-53K programme.

I am encouraged by the initial results of our testing at the component and subsystem level. Now we bring it all together. The GTV is our first dynamic system-level integration of those same components. We are looking forward to the sights and sounds these next heavy lifters will bring to the Marine Corps.

Rotor Review # 119 Winter ‘13

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he prototype – the Ground Test Vehicle (GTV) – will now undergo preparation and testing for hundreds of hours of powered ground checks ahead of the four follow-on flight test helicopters that will take to the skies during 2014-15.

Sikorsky is designing, building and testing the GTV and the four flight aircraft, designated Engineering Development Models, as part of a $3.5 billion System Development and Demonstration contract.

Two additional ground test articles are undergoing airframe structural testing at Sikorsky’s main manufacturing plant in Stratford, as part of the same contract. The aircraft’s major fuselage sections are supplied

by Aurora Flight Sciences, ITT Excelis, GKN Aerospace and Spirit Aerosystems.

Industry and Technology

Industry Team Continues On-Time Delivery of Freedom-variant Littoral Combat Ships to U.S. Navy Press released by www.shephardmedia.com

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ith two Littoral Combat Ships (LCS) currently in the U.S. Navy Fleet, two more in production and two others under contract, Lockheed Martin [NYSE: LMT] is leveraging experience gained through the LCS program to offer a Multi-Mission Combatant for navies worldwide.

The Multi-Mission Combatant is an agile, modular vessel capable of speeds in excess of 40 knots. It provides the power of a larger platform with a smaller crew, similar to the core 40 sailors the U.S. Navy uses on its version of the ship. As a next generation surface combat warship for international navies, the ships can deliver maximum firepower to meet current and future operational requirements with lengths ranging from 85 to 118 meters and displacement ranging from 1,800 to 3,500 tons.

“The resurgence of piracy, and threats to open trade and commerce, along with the need for nations to protect

sovereign shorelines, requires a ship class capable of multitasking without compromising mission effectiveness in complex security environments,” said Joe North, vice president of Littoral Ship Systems at Lockheed Martin’s Mission Systems & Sensors business.

“Our proven multi-mission design offers a formidable combatant with less cost, less risk and lower manning requirements, resulting in a ship that can be efficiently and affordably adapted for a variety of combat and humanitarian missions.”

The ship’s design is intended to be adapted for a variety of missions, including anti-air, mine countermeasures, anti-surface, antisubmarine and electronic warfare, with inherent capability for supporting counterterrorism activities, anti-piracy missions, special operations missions, maritime interdiction and humanitarian relief operations.

By leveraging the U.S. Navy’s latest technologies, international navies can benefit from the ship’s interoperable capabilities with systems like the common radio room and platforms such as Lockheed Martin’s MH60R helicopters and Remote Multi-Mission Vehicles.

The Lockheed Martin-led industry team is building the Freedom-variants for the U.S. Navy on schedule and on budget. USS Freedom (LCS 1), the U.S. Navy’s first LCS, will deploy to Singapore in 2013. USS Fort Worth (LCS 3) was commissioned in September and is now homeported in San Diego. The fifth and seventh ships – Milwaukee (LCS 5) and Detroit (LCS 7) – are under construction.

Earlier this year, the Navy funded Little Rock (LCS 9) and Sioux City (LCS 11). Follow-on options call for six more ships by 2015.

Sikorsky MH-60R Wins Danish Maritime Helicopter Competition

Press Released by Pieter Bastiaans, www.shephardmedia.com

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he Romeo has beaten out AgustaWestland, which had offered its AW159 Lynx Wildcat for the Danish Maritime Helicopter programme. The third contender, the Eurocopter AS565 Panther, had already been eliminated from the helicopter competition in early 2012.

The US Defense Security Cooperation Agency (DSCA) had indicated in November 2010 that the Danish government was contemplating a possible purchase of up to 12 MH60R Multi-Mission Helicopters together with associated parts, equipment and logistical support for an estimated cost of $2.0 billion.

However, it has now emerged

that only nine aircraft will be acquired.

As part of the package, a Seahawk full motion simulator will be built at the Danish air force base at Karup.

According to current planning, the Helicopter Wing of the Danish Air Force will receive its first MH-60Rs in mid-2016. Deliveries will continue to 723 Squadron until mid-2018 and the Seahawk is expected to remain in Danish service for at least 30 years.

Full operational capability with MH-60R should be achieved in late 2017 by which time withdrawal of the Lynx Mk90B shipborne helicopters will have commenced.

The Danish Air Force took over the aging Westland Lynx fleet

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from the navy in January 2011 and eight from Danish service will have been completed by mid 2018.

Just like their US Navy equivalents, the Danish MH-60Rs will be outfitted with the Raytheon AN/AAS-44C(V) Multi-Spectral Targeting System and the Lockheed Martin AN/ALQ-210 Electronic Support Measures system.

The new maritime helicopter will greatly improve Denmark’s anti-submarine and surface warfare capability due to the Telephonics AN/APS-153 Multi-Mode Radar (MMR) which is integrated into the Lockheed Martin Common Cockpit avionics.

This radar features an integrated Identification Friend or Foe interrogator and

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Industry and Technology Continued from page 17

a high resolution Inverse Synthetic Aperture Radar (ISAR) imaging mode. The MMR is also optimized for long and short range detection and small target/periscope detection.

The MH-60R will also provide an improved SAR and anti-ship surveillance capability when operating from the Danish Absalon class combat support ships and Iver Huitfeldt class frigates.

In addition to VHF, UHF and SATCOM radios, the Danish Seahawks will be equipped with a HF radio to ensure communications when operating over Arctic waters. A socalled SINE radio terminal will also be added in order to be able to communicate with national emergency services (SINE is the Danish emergency communications network).

Danish MH-60R on deck for ship trials.

USMC Awards Bell Boeing V-22 Training Contract Press Released by the Shephard News Team

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ell Boeing, a strategic alliance between Boeing and Bell Helicopter – Textron, will deliver the devices beginning in May 2014. The contract, issued on 25 September, also includes the option for the USMC to add one additional unit.

The CFTD is used to train aircrews on basic aircraft familiarisation and handling qualities, day and night flying (including use of night vision goggles), formation flying, aerial refuelling and landing on ships.

All CFTDs can be locally networked to one another and to other aircraft trainers to allow for more robust simulations.

Mark McGraw, Boeing vice president for Training Systems and Government Services, said: ‘Our trainers prepare warfighters for any task that might be performed in the aircraft while keeping crews and aircraft safely on the ground. This positions the Bell Boeing team as the sole, experienced provider for future international sales, as well.’

Bell Boeing has delivered, or is on contract to deliver, a total of 28 Osprey flight trainers. This includes the current CFTDs, earlier MV-22 trainers and those delivered to the US Air Force.

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Article and Photos by LCpl Kasey Peacock, USMC

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arines conducted dualpoint external training with an MV-22B Osprey at Ie Shima, Okinawa, Oct. 25. Landing support specialists with Combat Logistics Regiment 37, 3rd Marine Logistics Group, III Marine Expeditionary Force, supported Marine Medium Tiltrotor Squadron 265 during external training, which consists of lifting a 7,000-pound concrete block and moving it to different locations around a landing zone.

The concrete block simulates the weight of equipment that may need

to be moved in combat or humanitarianassistance operations, such as military vehicles, supplies, food and water.

“Our mission is to get in and extract the object as quickly and safely as possible,” said Capt David M. Venci, a pilot with VMM-265, a part of Marine Aircraft Group 36, 1st Marine Aircraft Wing, III MEF. “While we train with the 7,000-pound block, the Osprey has an external lifting capability up to 15,000 pounds.”

VMM-265 recently switched from the CH-46E Sea Knight helicopter

to the MV-22B Osprey, which allows dual-point external operations to be executed at faster speeds.

“With the Osprey having increased capabilities compared to the CH-46 and operating at faster speeds, we can accomplish our mission faster and more efficiently,” said Gunnery Sgt Jaymz L. Bott, a crew chief with the squadron.

The training consisted of landing support specialists using dualContinue on page 20

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Features

Marines Train with Osprey at Ie Shima

a n d i n g support specialists prepare to attach a 7,000-pound cement block to the MV-22B Osprey during dual-point external training at Ie Shima on# Oct. 25, 2012.

Rotor Review 119 Winter ‘13

Feature: Marines train with Osprey at Ie Shima

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anding support specialists wait to detach a 7,000-pound c e m e n t b l o c k f r o m a n M V- 2 2 B O s p r e y d u r i n g d u a l point external training at Ie Shima Oct. 25, 2012.

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point hook external systems to attach the concrete block to the Osprey. The Marines endured extreme winds and rotor wash to connect the hooks that hang from the aircraft hovering above them.

During the training, it was vital for the pilot and crew to stay in constant communication with the Marines on the ground to ensure there were no errors, according to Sgt Robert D. Gallini, a landing support specialist with the regiment.

“In combat situations, we need to be quick while being as safe as possible,” said Gallini. “This training is extremely important because working with Ospreys is relatively new to many Marines.”

This was the second time on Okinawa the Osprey was used for external training, and it is scheduled for many different training events in the future, according to Bott.

“We have many experienced Osprey pilots on Okinawa,” said Bott.

“It is important we get the ground

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anding support specialists loading into the MV22B Osprey assigned to VMM-265 at Marine Corps Air Station Futenma. The landing support specialists are with Combat Logistics Regiment 37, 3rd Marine Logistics Group, III MEF and supported the Dragons during the dual-point external training.

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Marines as much training with the aircraft as we can, so that everyone is familiar with its capabilities.”

Feature

HSM-71 Supports Malaysian FMS Case Article by LTJG David Barandon Jr., USN

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n October 4th, HSM 71 hosted FADM Dato’ Pahlawan Mohd Adib bin Hj Abd Samad and the Royal Malaysian Navy on board the USS John C. Stennis (CVN 74) and USS Mobile Bay (CG 53) in support of Malaysian Foreign Military Sales (FMS) case. Accompanied

by CDR Ray Owens, the U.S. Navy FMS Program Manager, the Raptors promoted the Sikorsky and Lockheed Martin built MH-60R Seahawk in hopes to raise Malaysian interest in purchasing the Seahawk for their Navy.

The day began on board the Ticonderoga Class Cruiser the USS Mobile Bay where HSM 71 Detachment ONE demonstrated flight operations and capabilities

of the MH60R. LCDR Anderson, Detachment ONE OIC, focused on the shipboard operations of the RAST system by traversing the helicopter from the hangar to the flight deck and then spreading the rotor blades for flight. LCDR Anderson provided familiarization flights for FADM Samad, RMN and Capt Yunus, RMN within the local area. The flights demonstrated the tactical, communications, and navigational capabilities of the MH60R as well as warship helicopter operations.

The guests from the Royal Malaysian Navy were then transported to the USS John C. Stennis to attend a MH-60R briefing given by HSM-71 Commanding Officer, CDR Glasser.

CDR Glasser discussed the overview of the MH-60R including aircraft configurations, mission capabilities,

weapons, and aircraft systems. The briefing also covered the manning and operations required to execute a functional MH-60R squadron as well as operating costs. Discussions followed concerning how the MH-60R would be a fine asset to the Royal Malaysian Navy. Following the briefing, CDR Glasser provided a static display tour of Scout 700, configured for both its anti-surface and anti-submarine warfare missions to show its unparalleled capabilities.

The overall goal of conducting FMS cases with allied countries is to increase international interest in purchasing the MH60R. Foreign interest has grown since the first Foreign Military Sale of 24 MH-60Rs to the Australian Navy in the summer of 2011. Since then a potential customer base has grown to include the navies of Korea, Denmark, Qatar, Saudi Arabia and India.

CDR Glasser and the rest of the Raptor team enjoyed sharing their day with FADM Samad. It provided HSM-71 and CDR Owens the opportunity to interact with our allies and to enhance and expand relationships with the Royal Malaysian Navy. A successful platform briefing helped to drive home the point that the MH-60R is the most advanced maritime multi-mission helicopter in operation today with hopes that the Royal Malaysian Navy will soon join the Sikorsky and Lockheed Martin team.

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Rotor Review # 119 Winter ‘13

Feature

HSM-77 Saberhawks Rise Above the Rest: Awarded 2012 Phoenix Award Article by LT Adam Arndt, USN

Presenter of 2012 Phoenix Award John B. Johns

Deputy Assistant Secretary of Defense for Maintenance Policy and Programs

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HSM-77 Maintainers are hard at work on the rotorhead

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hursday, November 15th, 2012. Grand Rapids, Michigan. At the annual Department of Defense Maintenance Symposium and Exhibition, Cdr Brent Gaut, Commanding Officer of Helicopter Maritime Strike Squadron 77 (HSM-77), alongside LCDR Aric Edmondson, ATCS Larry Schultz, AMC Brian Hannon, AM3 Sebastian Jacome, and LS2 Jerol Villena, eagerly awaited to hear the announcement of the 2012 Phoenix Award winner, the Department of Defense’s highest award for fieldlevel maintenance. The Saberhawks are one of only six units DoD-wide invited to attend the event as a small, medium, or large category field-level maintenance excellence award winner. While winning the award would be the ultimate honor, being a finalist is arguably an accomplishment in and of itself. As the résumés of the parties in attendance are read, the

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r. Johns is Deputy Assistant Secretary of Defense for Maintenance. In this position, he is responsible for oversight of the Department’s annual $90 billion maintenance program.

In 2010, Mr. Johns served in Iraq as Director, Training and Advisory Mission, Iraqi Ministry of Defense, and Director, Iraqi Security Forces Logistics where he was responsible for both the full range of advisory and training functions required to establish governance of Iraqi Defense operations, as well as, develop the logistics infrastructure and processes to maintain readiness of both conventional military forces and police forces.

In past assignments, Mr. Johns has served the Army and Navy in technology development, engineering, program management, and logistics positions. His assignments with the U.S. Army Aviation and Missile Command included Associate Director for Systems, Aviation Research, Development, and Engineering Center where he was responsible for the provision of engineering support to all Army Aviation systems, Principal Assistant Deputy for Systems Acquisition where he was responsible for lifecycle management of over 20 Army aviation, missile, and ground systems with an annual budget of approximately one billion dollars, and Deputy Commander for Systems Support where he managed overhaul and maintenance, or RESET, of all aviation and missile systems redeployed from Iraq and Afghanistan. He also served as Special Assistant to the Commanding General, U.S. Army Materiel Command from July 2004 to August 2005. In August 2005, he joined the Navy as a member of the Senior Executive Service as the Director of Industrial Operations, Naval Air Systems Command, and Deputy Commander of Fleet Readiness Centers, Naval Air Forces where he was responsible for naval aviation maintenance operations across six subordinate commands, with a workforce of over 14,000 personnel and an operating budget of approximately four billion dollars, and oversaw annual maintenance and repair of over 600 aircraft, 7500 engines and modules, and 500,000 components and support equipment.

Mr. Johns holds a Bachelor of Science in Aerospace Engineering from Penn State University and a Master’s in Aeronautics and Astronautics from Purdue. He is also a graduate of the National Security Management Program, National Defense University.

Features: 2012 Phoenix Award

Continued from page 22 Saberhawks feel humbled to be mentioned in such good company. HSM-77’s presence at the ceremony is no fluke, nor did their path there come without sacrifice. While the numbers and figures speak for themselves (more than 100,000 hours of maintenance executed to complete more than 38,000 work orders supporting 7,168 mishap-free flight hours and 2,344 sorties with a 97 percent completion rate), it was their OP-TEMPO which truly highlighted their accomplishments.

For the Saberhawks of HSM-77, 2011 began where 2010 left off, with former Commanding Officer, Cdr Kenneth Strong, leading them on a combat deployment to the FIFTH and SEVENTH Fleet areas of responsibility in support of Operations ENDURING FREEDOM and NEW DAWN. Upon the Saberhawks return home in April 2011, Cdr Strong and his team had only two months to recharge and enjoy time with their loved ones before commencing a compressed Fleet Readiness Training Plan in preparation for their upcoming deployment. This included, but was not limited to: the Helicopter Advanced Readiness Program, Air Wing Fallon with Carrier Air Wing TWO (CVW-2), Carrier Strike Group NINE Sustainment Exercise, and Composite Training Unit Exercise, keeping the Saberhawks away from San Diego for an additional four months. Home in time for Thanksgiving, they quickly packed their bags and set off in early December for a five-month surge deployment to FIFTH Fleet, which eventually evolved into a twice-extended eight-month deployment. While

their deployment schedule was nothing uncommon for any service member of a deployable unit, it sets the stage for how the Saberhawks find themselves in Grand Rapids.

Finally, the moment of truth arrives. The presenters pull out a small, velvet case. Its contents: a gold coated medallion of the winning unit’s insignia which will be placed on the coveted Phoenix Award trophy, a behemoth of an award housed in a Kevlar-like case that appears capable of withstanding a small nuclear blast. And so on this night, the Deputy Assistant Secretary of Defense for Maintenance, Mr. John B. Johns, proclaims that HSM-77 is the first Navy unit to win the Secretary of Defense Phoenix Award since the USS Enterprise took the honors in 2002 and the first Navy squadron to win the award in its 27-year history. Cdr Gaut and his Saberhawks proudly take the stage and receive their framed certificate denoting the achievement, officially designating HSM-77 as “the-best-of-the-best” in field-level maintenance.

Back home at NAS North Island in San Diego, CA when it was announced to the squadron the following day we had won the award, we continued on with our daily business as usual. No work stoppage, no balloons and streamers inexplicably bursting

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out of the walls and ceiling. Unaware of the significance and magnitude of the event, many thought it was just another maintenance award, given to any of a number of Navy units for a job well done. But as the days started going by and our squadron began receiving more and more visits from multiple media outlets wanting to cover the achievement, it started to set in what winning the award meant. The most eye-opening was at the unveiling ceremony in San Diego when the trophy was presented to the entire squadron by Mr. Johns. Not required to be in attendance, this man took time out of his hectic schedule, and the $90 billion budget he is in charge of, to present the award. But even more impressive was what he did after the trophy was presented. As our maintainers gathered around the trophy to celebrate and get pictures with their respective shops, he stood in the back and took photos himself. It wasn’t his assistant or a photographer from the Department of Defense doing his bidding, but a man equivalent to a three star Admiral, taking a significant amount of time out of his schedule to stand by and admire the sight of some hard working wrench-turners enjoying the fruits of their labor. As for HSM-77, the maintainers, and all those who put in the time and effort to produce arguably the best maintenance program in the Armed Forces, it goes without saying, they deserved the recognition.

Rotor Review # 119 Winter ‘13

Hurricane Sandy

Features

The Big Iron Cleans Up

Article by LTJG Christopher Kenefic, USN

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Photo taken by MC3 Patrick Ratcliff , SN/ Released

n the early hours of October 29th, super-storm Sandy struck the New York and New Jersey coastlines.

Measuring 1,000 miles wide with maximum sustained winds of 110 mph, the storm forced more than 405,000 New York and New Jersey residents to evacuate their homes. The storm losses have been estimated at $65.5 billion, but the cost was measured in much more than dollars. As the winds subsided and waters retreated, 253 people in seven countries had lost their lives. Upwards of 40,000 people were estimated to be left with no home and more than 3.1 million were without power. As first light broke on October 30th, the clean-up started and the Navy/Marine Corps Team was preparing to help.

HM-14 heads toward the hardest-hit areas

As Sandy tore through the Caribbean, and forecasters predicted an East Coast landfall, the Navy called upon its only heavy lift helicopter to ready itself. Four MH-53E’s of Helicopter Mine Countermeasures Squadron Fourteen (HM-14) were tasked with a Prepare to Deploy Order for disaster relief operations. On November 1st, that order was executed and aircraft departed Norfolk, Virginia for the USS Wasp (LHD 1), anchored just off the New York City coast. The squadron

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self-lifted 94 personnel along with parts and equipment to support the mission. The MH53E Sea Dragon, often called the Big Iron, is the largest rotary wing aircraft in the western world. At 100 feet long, a rotor diameter of nearly 80 feet, and a max gross weight of 69,750 pounds, the Sea Dragon was built as a heavy duty hauler, and that was exactly the task at hand. With many tons of food, water, equipment, and people needing transport along the battered cost, the Big Iron was an ideal fit for the mission.

Continue on page 24

mphibious Squadron (PHIBRON) 6 gives flight orders for a return trip to the amphibious assault ship USS Wasp (LHD 1) aboard a UH-1N helicopter after visiting Staten Island to assess need for humanitarian aid. Wasp, USS San Antonio (LPD 17) and USS Carter Hall (LSD 50) are positioned in New York Harbor to provide relief support to areas affected by Hurricane Sandy.

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Hurricane Sandy

Features: The Big Iron Cleans Up Continued from page 24

HM-14 operations aboard the USS Wasp began on November 1st. Missions included transportation of engineering teams, logistics runs between Navy ships within the New York harbor, machinery transport, and VIP runs. As the relief effort began, the first mission assigned to HM-14 was the insertion of “de-watering teams.” These teams included engineers and the large pumps required to remove the flood waters from vulnerable areas. That water was shutting down essential transportation and commercial operations and threatened sites such as the Statue of Liberty with water intrusion. The high cargo capacity of the Big Iron allowed these teams to bring all of the tools required for a day’s work, saving time and allowing for more water to be pumped. Although incredibly large, its versatility enabled the Sea Dragon to land in small and unconventional landing sites to include baseball fields, parking lots, and at the base of the Statue of Liberty. HM-14 was also tasked with moving the area’s high level military leadership as they coordinated relief efforts with civilian authorities. With a seating capacity of 55, the Big Iron was able to carry the VIPs and their staff around the region. With the ability to fly for more than four hours on a single tank of gas, the aircraft provided a level of flexibility not available from other platforms.

In total, HM-14 flew 32 sorties totaling 77 flight hours in 11 days. During the operation 111,700 pounds of cargo and 444 personel were moved in direct support of Hurricane Sandy relief.

Logistics support is not the most glamorous of missions, but the Vanguard of HM-14 considers it an honor to have served the citizens of New York and New Jersey.

Coast Guard Responds in the Wake Of Sandy U.S. Coast Guard photo courtesy of Air Station Atlantic City.

Article by LT Stephanie Young, USCG

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he Coast Guard has a proud tradition of preserving life in even the most adverse conditions and stood ready to continue that tradition in the wake of Sandy.

Previous to Sandy’s landfall, the Coast Guard pre-positioned resources to better ensure the service’s ability to support search and rescue operations immediately following the storm. This careful planning and preparation paid off. The Coast Guard’s help was needed before Sandy even made landfall when the HMS Bounty began sinking in the Atlantic Ocean with 16 souls aboard.

While the dramatic rescue aboard Bounty had captured the nation’s attention, Coast Guard helicopter crews were also busy responding to multiple requests to rescue people who were trapped in their homes in Continue on page 25

A MH-65T Dolphin helicopter aircrew from Coast Guard Air Station Atlantic City rescues three people stranded in their homes in New York boroughs that were impacted by Hurricane Sandy, Oct 30, 2012.

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Hurricane Sandy

Features: Coast Guard responds in the Wake of Sandy

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Coast Guard flight mechanic from Air Station Cape Cod, MA, observes property damages

by Hurricane Sandy during an over-flight.

U.S. Coast Guard photo courtesy of Air Station Atlantic City.

Continue on page 25

the wake of the storm. Coast Guard aircrews were sent from both air stations Atlantic City and Cape Cod to provide search and rescue response.

In just one of these rescues, three people – trapped in their home from the extreme high tides – were saved by a MH65T Dolphin aircrew. As the three people were taken to area hospitals in the safety of a Coast Guard helicopter, another crew assisted New York Police marine units with nine people in distress.

Despite the hard work of emergency responders, people are still in need. Airboats, traditionally used for ice rescues in the Great Lakes region, were dispatched from the 9th Coast Guard District to support this need. These unique boats can operate in shallow water and are able to help out in flooded communities. More than a dozen Coast Guardsmen from stations in Ohio and Michigan deployed to the East Coast to support Sandy response operations.

“We are providing crewmembers and assets that are normally used for ice rescue operations and are now going to be used in a completely different environment,” said Capt Jeff Ogden, commander of Sector Detroit. “There are millions of people affected by this storm, and we are ready to

assist them in any way we can.”

The response is bigger than any one state or any one agency, and the Coast Guard is also coordinating with partners to assess damage in ports and waterways. Maritime transportation system recovery units are in place to coordinate the reopening and survey of local waterways and facilities. Coast Guard crews, in conjunction with the Army Corps of Engineers, local harbor pilots and state and local authorities are working to inspect shore-side facilities for damage.

At sea, buoy positions will be checked to ensure vessels can navigate shipping channels safely. Crews are also in the process of identifying new hazards or areas where shoaling has occurred due to moving sand disturbed by Sandy.

In addition to debris and obstructions in the water, several boats are adrift along the entire Eastern Seaboard.

“We are continuing to work closely with our partner agencies to assess damage to our ports and waterways,” said Capt Joseph Vojvodich, commander of Sector Long Island Sound. “Boaters are reminded to stay off the water until the waterways are reopened. If you have

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a recreational boat or watercraft that has come free from its mooring, please report it to the Coast Guard immediately. This can save valuable search and rescue resources from unnecessarily looking for a missing person.”

The remnants of Hurricane Sandy continue to pose a danger and activities on the water were avoided for days. The public was advised to stay clear of beaches as currents remain a danger. Even the best swimmers could have fallen victim to the strong waves and rip currents in the wake of storms. Swimmers stayed clear of beaches until local lifeguards and law enforcement officials said the water was safe.

The storm was still powerful as it inchedacross Pennsylvania. Those still in the storm’s path were recommended to stay informed and be prepared. As the nation continued to assess the impact of the storm on communities along the Atlantic seaboard, Coast Guard units stood by to respond and remain at the ready.

Rotor Review # 119 Winter ‘13

Feature

HUQ-1 Hydras, the Navy’s First VTUAV-Only Squadron:

Bringing Unmanned Aviation to NAS North Island Article by AWS1 (NAC/AW/SW) Derik N. Richardson, USN

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s we recently celebrated the Centennial of Naval Aviation, we are reminded of how far aviation has advanced since its inception.

Since the days of the first Naval Aviator, Lieutenant Theodore Ellyson, NAS North Island, also known as “The Birth Place of Naval Aviation,” has played an instrumental role in our history. As part of Naval Aviation’s latest endeavor, NAS North Island will be the site for the Navy’s first helicopter UAV (Unmanned Aerial Vehicle) training and operational squadron.

Unmanned Helicopter Reconnaissance Squadron ONE (HUQ-1) was established this past October as the Navy’s first UAV-only squadron and will train and operate the MQ-8 Fire Scout VTUAV (Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle). HUQ-1 will have two very important functions. The first function is to serve as a Fleet Replacement Squadron that will train helicopter pilots and aircrewmen to operate the MQ-8B Fire Scout assigned to HSC and HSM expeditionary squadrons supporting deployments of the Littoral Combat Ship (LCS). These squadrons will provide the LCS with composite

AvDets that deploy with both an MH-60 manned helicopter and a Fire Scout VTUAV. The second function of HUQ-1 is to train and deploy VTUAV-only detachments to provide Intelligence Surveillance and Reconnaissance (ISR) in support of Special Operations Forces (SOF) requirements. Between these two components, the HUQ-1 Hydras will carry the large responsibility of introducing the new concept of unmanned aviation to the helicopter community.

The vast majority of Fleet VTUAV operators will fly the MQ-8B Fire Scout.

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Weighing approximately 3000 pounds with a full fuel load, the MQ-8B is a Northrop Grumman developed helicopter based on a Schweizer helicopter airframe. At 23 feet in length and 9 feet 9 inches tall, it is approximately half of the footprint of an H-60 helicopter. Aside from being unmanned, the biggest physical difference is that this helicopter does not have windows or a cabin, allowing more room for electronic sensors and fuel. With a full fuel load, the 420 horsepower Rolls Royce gas turbine engine is capable of up to six hours of flight depending on the weight of the payloads. The Fire Scout’s smaller design and folding rotor blades allow smaller ships the ability to accommodate more aircraft in its already cramped hangar.

The Fire Scout is operated by a crew of two consisting of an Air Vehicle Operator (AVO) and a Mission Payload Operator (MPO) operating from the control station installed onboard the ship. The AVO programs the air vehicle for take-off and landing from either a ship’s flight deck or from a landbased position via the control station. Once airborne, the AVO flies the air vehicle by manually controlling its course, speed and altitude throughout the duration of flight, or Continue on page 28

Rotor Review # 119 Winter ‘13

Features: HUQ-1 Hydras...Bringing Unmanned Aviation to NAS North Island

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he HUQ-1 Hydras are lead by Officer in Charge, CDR Sean McKamey, under the Helicopter Sea Combat Wing Pacific. The Hydras’ name and image are derived from Greek mythology. The Hydra is a multi-headed guardian creature, breathing poisonous fumes to ward off intruders and providing warning of distant threats. When one Hydra head is cut off, two will replace it to continue the fight. Just like its mythological namesake, the HUQ-1 Hydras will serve as a guardian extending the reach of our Naval Fleet.

Continued from page 27

has the option to allow the air vehicle to follow pre-programmed routes that are uploaded to the aircraft prior to take-off. These routes can also be modified in flight at a moment’s notice by the AVO via data links to adapt to changes in mission requirements. However, the AVO will routinely fly the aircraft manually due the dynamic nature and complexity of most missions. If at any time the onboard flight computers detect an in-flight emergency that requires immediate landing, the crew will be notified and computers will reroute the air vehicle back to the ship or to a preprogrammed landing zone on land. In most cases, the AVO will be able to take control of the air vehicle during emergencies to adapt the route or to land at the most appropriate location. The AVO is responsible for safety of flight and overall control of the aircraft from start to shutdown, monitoring the aircraft’s status, changing routes, and coordinating communications.

The MPO is responsible for controlling and

monitoring the payloads, in particular the BRITE Star II, which is a turret FLIR E/O IR unit capable of sending realtime video back to the ship or a landbased station. Other payloads, such as Coastal Battlefield Reconnaissance and Analysis (COBRA) used to support Mine Countermeasures Missions, RADAR, and a weapons system are still being tested to add increased Fire Scout capabilities. Working together, this two person crew harnesses all the capabilities of the Fire Scout and its payloads to complete the assigned mission.

The Fire Scout is designed to increase the strength of our Naval Forces by providing maritime surveillance with an aerial endurance improvement over our manned helicopters. Additionally, the ability to fly two different air vehicles simultaneously by a single crew from

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one control station enables 24-hour coverage on a designated target. This functionality enables one air vehicle to remain on-station executing the mission while another aircraft can launch and transit to relieve it as necessary.

The Navy will harness the Fire Scout’s capabilities, primarily in support of SUW, MIW and ASW missions along with ISR support to SOF. Specifically, two types of detachments will deploy with the Fire Scout: AvDets (Aviation Detachments) and UDets (Unmanned Detachments). Composite AvDets will consist of personnel from HSC and HSM expeditionary squadrons and will operate both the MH-60 and MQ-8B airframes simultaneously onboard the Littoral Combat Ship (LCS). The MH-60 pilots and aircrewmen on the AvDet will also serve as the MQ-8B AVO and MPO, respectively. The UDet personnel will be exclusive to HUQ-1’s sea duty component, supporting SOF ISR missions from various Air Capable Ships and will operate the new MQ-8C aircraft currently in development.

The upgraded MQ-8C, based on the Bell 407 helicopter, is larger and will provide significantly increased endurance and payload capacity.

Previous tests and operations with MQ-8B have already shown the Fire Scout to be an instrumental asset by providing ISR and target acquisition information in support of Expeditionary Strike Force Operations. Each of HUQ-1’s UDets will deploy with three MQ-8C air vehicles and will be capable of providing 24/7 continuous onstation coverage. By 2015, HUQ-1 UDets will be supporting three continuous “orbits” globally.

However, do not expect to see these windowless helicopters flying over the Coronado Bridge just yet. The entire operator training curriculum for AVO’s and MPO’s will be taught in classrooms and with simulators. Since these “high fidelity” simulators are designed to be as realistic as the real thing, no actual flights will be part of the baseline curriculum. Additionally, the FAA has not completed development of a strategy to allow manned and unmanned aircraft to share the national airspace. So for now, training and operational flights of the Fire Scout will be flown only at sea, in restricted airspace, or in combat zones. In recent years, the use of UAVs has become essential in the Global War On Terror. As insurgents are carefully watched from the skies above, understanding the psychological aspect of UAVs alone is enough to allow anyone to appreciate the benefits of unmanned surveillance. As UAV employment becomes more common, missions will increase in complexity and effectiveness.

While the 28 future Continue on page of Naval Aviation continues to be written as we watch our first VTUAV-only squadron become a reality, we can already see that it will look vastly different than anyone ever imagined in 1911.

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Rotor Review # 119 Winter ‘13

Features:

Fleet Fly-In

Article by CDR Matt Bowen, USN, and Mr. Jay Cope

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elicopters from across the continent descended on Naval Air Station Whiting Field from 23 to 26 October for the 23rd Annual Gulf Coast Fleet Fly-In. Training Air Wing FIVE sponsors the event each year in conjunction with the Naval Helicopter Association to promote informational exchanges and to help enhance the learning of Student Naval Aviators.

Twenty-three helicopters from all three maritime Services and the Royal Canadian Air Force (RCAF) attended and served as static displays or flight platforms for student pilots.

The helicopters included Coast Guard MH-60T and MH-65D; Marine Corps CH-53E, UH-1Y, AH-1W, and MV-22B; Navy SH-60B, MH60R, MH-53E, MH-60S, and HH-60H; and for the second year in a row the RCAF CH-124.

The Fleet Fly-In served as both a training program throughout the week and a reunion for many of the pilots. As the home of all initial helicopter training for the Navy, Marine Corps, and Coast Guard, NAS Whiting Field is a logical location for the event. According to CDR Paul Bowdich, the Commanding Officer of HT-8 and the current president of NHA Region FIVE, the two-fold purpose of the FlyIn has tremendous value. The fleet pilots get an opportunity to exchange information with their peers and superiors while the students have a

Marine Aviators provide static displays of AH-1W Cobra.

chance to experience a fleet helicopter and interact with people who are already where they wish to be.

“For many of the pilots who trained here, this event is sort of a homecoming. It’s exciting to see them come back and share their stories with the students and get them excited about

Industry contractor displays from DART Helicopter Services gave insight into current and upcoming technology.

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the Fleet,” he said. “It kind of puts the light on at the end of the tunnel for them.”

Students in all phases of flight training had an opportunity to sign up for fleet aircraft flights where they not only got to fly in the helicopter, but were able to work the controls.

This year, thanks to the participation of the fleet squadrons and of NAS Whiting Field, 379 flights were conducted for student aviators and aircrew.

The Fleet Fly-In also provided social activities designed to foster the interaction between the students and the pilots. The 5K run around the runways at South Field, golf tournament, cookout, and other events helped maintain a relaxed atmosphere where students could ask questions to help direct their future career choices. A senior officer panel including all four Navy Helicopter Wing Commanders, CAPT Tom Maine from ATC Mobile, and Col Robert Sherrill from MATSG-21 included frank discussions about the future of the helicopter community. Additionally, industry displays from several of the top companies in helicopter aviation and the military provided insight for both students and seasoned aviators about the equipment now available and coming down the pipeline.

Make your plans now and we hope to see you at the 24th Fleet Fly-in in October 2013!

Features

Ospreys Rain Metal Death Article by Cpl John Suleski, USMC

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mounted it on an Osprey ramp and took off down the runway with 2,400 rounds of 7.62 mm on board.

They set out to find the perfect target: an old boat affectionately known as “the barge.” “It’s a big rusty ship in the middle of nowhere,” said Hart. “You can’t miss it! Well, you could, but you can definitely see it and [shooting] it is what we’re doing.”

After clearing the area of any other ships, Hart demonstrated the proper way to engage a ground threat. He then traded places with Fuson, who then laid waste to the target with two-to-three second bursts. According to Hart, firing a weapon out the back of an MV-22B is not as easy as point and shoot.

Many variables affect projectiles as they pass through the air, and it determines how the gunner he pilots flew a “dogbone” uses offset aiming. Shooting out the left side of the aircraft shaped pattern, turning makes bullets go left and low, around after every while shooting out the right pass... [It gives an] aspiring AO side makes them go right and high. the best opportunity to learn Hart said tracer how to control the weapon. rounds help the gunner see

ike users of other vehicles the Marine Corps has in its inventory, crews of MV-22B Ospreys need a means to protect themselves from harm.

For the Osprey, a ramp-mounted M-240D serves as the weapon of choice, said Sgt Shaun M. Hart, Marine Medium Tiltrotor Squadron 162 Osprey crew chief. The Golden Eagles trained to use the weapon efficiently in a training flight on Oct. 3, 2012.

This flight was the first time CWO2 Daniel E. Fuson, VMM-162 avionics officer training to be an aerial observer, had fired the machine gun in the air. Before the flight, Hart taught Fuson how to maintain the weapon, including breaking it down and applying lubrication at various points. With the weapon in firing condition, the crew

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where the rounds go. He added the rounds could also be used as a tool to calculate distance to the target because the illumination burns out at around 900 meters. The crew chief explained the maximum effective range of the M-240D is 1,200 meters; however, one’s skill and experience as well as day-to-day challenges can either lengthen or shorten that distance.

Fuson also experienced stoppages in the weapon, learned how to clear the weapon and changed barrels.

The pilots flew a “dogbone” shaped pattern, turning around after every pass, said Capt Scott R. Wood, VMM-162 Osprey pilot. This gave the aspiring AO the best opportunity to learn how to control the weapon, which Wood said was the goal of the flight.

Although Fuson said he was nervous before the flight, Hart said he did well for a firsttimer. This was his first tail-gun flight, but it will not be the last time he practices shooting the weapon. “It’s important for crew members to know how to defend the aircraft,” he said.

Rotor Review # 119 Winter ‘13

Feature

NHA Active and Retired Special Events Dinner Article by CAPT Vincent C. Secades, USN (Ret)

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he NHA Special Events Committee held its fall Active and Retired Dinner at the NAS North Island Club on 7 November 2012. The large group in attendance enjoyed the opportunity to meet old friends and service mates, reminisce about past adventures, enjoy an excellent dinner, and take pleasure in the very interesting and informative presentation

by CAPT Shawn Malone, USN, Deputy Commander, Helicopter Maritime Strike Wing Pacific (HSMWP).

CAPT Kevin Couch, USN, NHA Scholarship Fund Vice-President of Scholarships, opened the evening events with

helicopter aviation. Personius thanked NHA officers for their cooperation in reaching this agreement. He is looking forward to supporting and working with NHA to pursue their common goals.

NHHS has agreed to change its name in the near future to Naval Helicopter Association Historical Society (NHAHS).

Subsequently, Bill Personius presented this year’s Mark Starr Award to Tom Phillips, who had not been able to attend the original award presentation, made by NHHS at the NHA symposium.

This year NHHS awarded the Mark Starr Pioneer Award to George Galdorisi and

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been many. He made the Helicopter Ready Room exhibit at the USS Midway Museum a reality. He reached the necessary agreements to have the NHHS historical artifacts and memorabilia stored at the San Diego Air and Space Museum under the custody of professional archivists.

After Reber’s remarks, Bill Personius presented Lloyd Parthemer with a plaque inscribed with a citation celebrating his many achievements as President of NHHS, particularly the creation of the Ready Room. This plaque will be placed in the Midway Helicopter Ready Room. Personius also presented Parthemer with a copy of the headrest placed on the front chair of the

ur government recognizes the enormous strategic importance of the Pacific to United States interests, particularly as China grows in strategic power and our allies and friends in that region respond to that growth... DoD is rebalancing its priorities in the Asia-Pacific Theater [that] drive the decisions[of] the future [...]naval helicopter forces [...] taking an increasing role in the protection of our carrier task forces.

a short talk about the current status of the Fund and the plans for its future. Last year NHA awarded eighteen scholarships, amounting to more than $35,000.

Contributions, however, have remained flat throughout the last few years. The NHA Scholarship Fund’s directors aim at expanding the fund-raising operations by modeling them after those of large philanthropic foundations. With professional fund raising advice, the Fund is developing new strategic goals and marketing plans to promote future growth. The NHA Scholarship Fund is looking for volunteers, particularly from the retired community, to help with the implementation of the new fund-raising efforts.

The next speaker, Bill Personius, the new President of the Naval Helicopter Historical Society (NHHS), updated the audience on the progress achieved in the merging of NHHS into the NHA fold. While maintaining its independence as a 501 (C) 3 organization, NHHS officially joined forces with NHA to preserve the history of naval

Tom Phillips, the writers of the book Leave No Man Behind, a monumental work that relates the history of airborne combat search and rescue (CSAR) from its tentative beginnings to the present.

Galdorisi and Phillips wrote a brilliant account of the origins, development, and achievements of CSAR forces, particularly the rescue helicopter. Their award is well deserved.

Next, Mike Reber paid tribute to Lloyd Parthemer, the retiring President of NHHS. In his very eloquent remarks, Reber recounted Parthemer’s long history of service to the naval helicopter community. He highlighted Parthemer’s steadfast and continuous involvement in the affairs of the community, which Reber characterized with the phrase, “Lloyd is there!” Early on, Lloyd Parthemer made a commitment to naval aviation, and especially helicopter Naval Aviation, and ever since then, “he has been there,” and he has stayed and worked hard. His achievements have

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Midway Helicopter Ready Room, dedicating the chair to “CDR Lloyd Parthemer, NHHS President from May 1997 to November 2012.” Lloyd accepted the plaque and headrest and, in a few remarks, thanked all the people that helped him along the way.

After commenting about the success of this year’s symposium in Norfolk, VA, and the fly-in at Whiting Field, Milton, FL, Col (Ret) Howard Whitfield introduced the night’s guest speaker, CAPT Shawn Malone.

A Massachusetts native, CAPT Malone is a 1990 graduate of the U.S. Naval Academy. After obtaining his Wings of Gold, he served tours with HSL-45 aboard USS Antietam (CG 54) and USS Vincennes (CG 49); Cruiser-Destroyer Group Eight; staff duty with USS Eisenhower (CVN 69) Battle Group and USS Stennis (CVN 74) Strike Group; and HSL-47 as Officer in Charge of the detachment embarked aboard USS Constellation (CV 64). He was Commanding Officer of HSL-47, embarked aboard USS Abraham Lincoln (CVN 72). During his tour Continue on page 34

Rotor Review # 119 Winter ‘13

Click and Learn More Rotor Review # 119 Winter ‘13

33

Feature: Active & Retired Special Events Dinner old air and surface task force protection assets.

CAPT Malone gave a quick review of the restructuring of the Navy’s helicopter forces that began in 2005. The Helicopter Anti-Submarine Light Wings became Helicopter Maritime Strike Wings. Their HSL squadrons began to be re-designated Helicopter Maritime Strike (HSM) squadrons and to transition CDR (Ret) Lloyd Parthemer and CAPT (Ret) Bill Personius from the SH-60B to the (NHHS President) presents CDR (Ret) Tom Phillips with MH-60R helicopters. At the same time, Helicopter the 2012 Mark Starr Pioneer Award Tactical Wings and Helicopter Anti-Submarine Wings were Continued from page 32 with HSL-47, the Saberhawks earned the 2006 merged into Helicopter Sea Combat Captain Arnold J. Isbell Trophy for tactical Wings, combining the capabilities excellence and the 2007 “Golden Anchor” of the HS and HC squadrons, which and Battle “E” Award. Ashore he served as a were re-designated Helicopter Sea fleet replacement instructor with HSL-41; as Combat (HSC) squadrons. The HSC the section head for anti-submarine warfare squadrons began the transition from the aviation and unmanned systems requirements SH-60F and HH-60H to the MH-60S in the Surface Warfare Directorate (OPNAV helicopters. These new helicopters are N86); and as politico-military planner with Joint equipped to add Combat Search and Staff, Strategic Plans and Policy Directorate Rescue, Naval Special Warfare, Anti(J5). He is a 2005 graduate of the College of Surface Ship Warfare (with the Hellfire Naval Command and Staff, and a 2012 graduate missiles), and organic Airborne Mine of the Joint Forces Staff College’s International Countermeasures to the traditional Maritime Course. In September of this year, helicopter fleet support missions. With CAPT Malone reported to Commander, their vertical replenishment kit, they Helicopter Maritime Strike Wing, U.S. Pacific replaced the CH-46Ds. This reduction Fleet as Deputy Commander. of aircraft types simplified logistics, In his presentation, CAPT Malone maintenance, and training. discussed the Department of Defense (DoD) Next, CAPT Malone reviewed new strategic goals in the Pacific Theater. Our the current helicopter force structure government recognizes the enormous strategic and current and future re-basing and importance of the Pacific to United States deployment plans. When the transition interests, particularly as China grows in strategic to the new structure is completed, there power and our allies and friends in that region will be twenty HSM squadrons. Some respond to that growth. As the wars in the of these are expeditionary squadrons, Middle East come to conclusion, for now, DoD deploying detachments aboard cruisers. is rebalancing its priorities in the Asia-Pacific The others are carrier air wing squadrons.

Theater. This rebalancing drives the decisions Although the HSC community has regarding the structuring and deployment nearly completed its transition, the HSM of forces in the theater. DoD’s vision of the community will continue switching future in the Pacific and the emerging strategic aircraft and establishing new squadrons doctrine foretell the increasing importance for another two to three years. One of naval helicopter forces. The helicopter is squadron will be home based at taking an increasing role in the protection of Atsugi, Japan, with the sole purpose of our carrier task forces, replacing in many cases supporting the forward deployed carrier

Rotor Review # 119 Winter ‘13

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and its shotgun cruiser. HSM-35 will stand up in August of next year here at North Island, and will deploy three detachments to Singapore to support the Littoral Combat Ship (LCS) based there. Here, at NAS North Island, the old helicopter hangars will be replaced with new, modern hangars and facilities that will make this a master helicopter base.

In response to numerous questions from the very interested audience, CAPT Malone talked about future plans to install new, more capable weapons on the MH-60S helicopters, the newly envisioned tactics to combine the capabilities of the Romeo and Sierra models to optimize their effectiveness, and the planned deployments of the MQ-8B Fire Scout Unmanned Air Vehicles in support of LCS and Special Operations Forces in the Global War On Terror.

In his closing remarks, CAPT Malone expressed his optimism about the future of naval helicopter aviation. Helicopter pilots are being recognized for their professionalism and for the war fighting capabilities that they bring to the Fleet. The re-structuring of the helicopter forces is enhancing major command and flag promotion opportunities. In his words, “It is an exciting future as we move forward.”

Capping the evening’s events, Col (Ret) Howie Whitfield presented CAPT Malone with an NHA baseball hat as a small token of appreciation for his very interesting and informative presentation. We want to exhort those members of our community who have not joined us in these events to do so in the future. If you have not received past notices, please contact Arnie at akfieser@cox.net and ask to be included. Hope to see you at the next dinner.

CLICK

Read and blog to Phillips / Galdorisi on their book, LEAVE NO MAN BEHIND: THE SAGA OF COMBAT SEARCH AND RESCUE. You can purchase the book through NHA Stuff Store: (619.435.7139)

Historical THE FLEET ANGELS OF LAKEHURST The Roots of Naval Helicopter History Historical Review by Barbara Marriott, Ph.D.

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n 1 April 1948, the United States Navy took a monumental step that would affect Naval Aviation for all time.

It occurred at a small base in the pine barrens of New Jersey. Naval Air Station Lakehurst already had a reputation of sorts. It was the site of the Hindenburg crash in 1937 and was presently used by several lighter-thanair squadrons and an experimental helicopter squadron called VX-3. But on this day, it was to take on a role that would challenge the use of aircraft and introduce concepts that were almost unthinkable.

Initially helicopter development was assigned to the Army Air Corp, but on 15 February 1943 the Commander in Chief, U.S. Fleet gave responsibility for sea-going operations to the Coast Guard, which during wartime comes under the command of the Navy. The Coast Guard had a real interest in developing the helicopter for at-sea rescues and anti-submarine protection for convoys. After World War II, the Coast Guard returned to the Treasury Department, but the Navy continued its own helicopter program at Floyd Bennett Field, Brooklyn, New York.

In the Middle of the summer of 1946, the United States Navy established Development Squadron 3 (VX-3) at Floyd

Bennett. Two months later VX-3 moved out of the water. It was the first at-sea naval rescue ever performed by an aircraft in flight. to Lakehurst, New Jersey.

It was D. D. Viner who, in Viner went on to make four more rescues during 1947, demonstrated the versatility of the that deployment with the help of Lieutenant helicopter and opened the door to the Joe Rullo (helicopter pilot number 17) who had future of naval helicopter use and to the been assigned as an observer.

When a dive bomber making importance of the primary mission of the Fleet Angels. Viner proved to everyone a carrier landing spun out and crashed on a turn, the indisputable value of helicopters as Viner immediately maneuvered the helicopter a rescue aircraft when he made the first to the spot where the plane went in. At first there was no sign of the pilot, and then a head popped at-sea rescue.

At the time, Viner was the Continue on page 36 Sikorsky chief test pilot and was putting Sikorsky’s latest HOS model through sea trials n 1 April 1948... Captain with the fleet. Viner and his Clayton Marcy stood in front helicopter were conducting of the 300 mustered sailors the tests from aboard the and read the orders that established USS Franklin D. Roosevelt when Lieutenant Robert A. Helicopter Utility Squadron 1 (HU-1) Shields experienced engine and Helicopter Squadron 2 (HU-2): failure in his SB2C fixed “Deploy HU-1 to PACFLT at earliest wing aircraft and had to ditch shortly after takeoff practicable date for duty as unit of from the carrier the USS AIRPAC...Homeport HU-2 [to] NAS Leyte.

Lakehurst, effective 1 APR 1948.” And Within minutes, Viner had his helicopter and so, HU-2 ,[t]he Fleet Angels, [were] born. found Shields pulling him

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Historical: The Fleet Angels of Lakehurst—The Roots of Naval Helicopter History Continued from page 35

of its establishment, HU-2’s up. The downed pilot, Lieutenant Commander aircraft inventory consisted of George Stablin, was critically injured. He was 16 helicopters which included going under for the third time when Viner set the HOS-1, HRP, HOS-3 and the helicopter down in the water near him. HTL-3.

Rullo lowered the rescue hoist directly into Although just the pilot’s hands. Stablin, fighting for his life, given an official blessing desperately clutched the hoist cable. In his and designator, the squadron dazed state, he was unable to hook the rescue was already in operation belt harness. and piling up an impressive As Viner lifted up, and Rullo operated record. It had completed deployments and upwards of thirty or forty men in a the hoist to bring the 230 pound pilot into the to the Arctic and to the Marshall Islands Detachment. helicopter, then Stablin’s fingers gave way. for gathering atomic weapon data.

By 1949, the squadron had 63 pilots With a split second reaction, Rullo threw his Captain Marcy, a member of VX-3 and and 387 enlisted personnel manning and arm around the falling man while Viner made the first Commanding Officer of HU-2, maintaining 38 helicopters, over twice the a sharp turn to the right, tumbling the pilot into added to the helicopter’s growing list of original plane complement when established. the helicopter. accomplishments when he flew the first During these early years HU-2 racked up This scenario of simple and transcontinental helicopter flight from twenty rescues. By the end of the fifties extraordinary rescues set the formula that Lakehurst, New Jersey to San Diego, HU-2 had logged over 400 at-sea rescues. would become the traditional trademark of California.

During 1949 HU-2 developed Helicopter Utility Squadron 2, and justify

By January 1949 HU-2 had the first standardized flight procedures for their name, The Fleet Angels. clearly defined its areas of mission helicopters. Then helicopter operations On that demonstration cruise, Viner capability. Throughout the years it was were during daylight hours only, although performed ship to ship personnel there were rare exceptions based on transfers, including flying a surgeon need. It wasn’t until January 1952 from one ship to another to perform U - 2 d e v e l o p e d t h e f i r s t that helicopters were authorized to an emergency operation. Viner and standardized flight procedures fly night missions using visual flying his helicopter also delivered the rules (VFR), and HU-2 was the first for helicopters [...] during daylight helicopter squadron to do that. The guard mail to a dozen ships within hours only... [A]lthough there were rare capability for night instrument flying thirty-five minutes. It normally took a destroyer all day to complete exceptions based on need. It wasn’t (IFR) did not come until 1958. that task.

Initially, the squadron until January 1952 that helicopters trained new Actions like this created the helicopter pilots. This were authorized to fly night missions responsibility continued until 1950 template for helicopter missions in the future. Some of them might have using visual flying rules (VFR), and when a helicopter training squadron been classified as experimental, but [the squadron] was the first to do that. was established in Pensacola, Florida. they were all tasks that challenged On 4 December 1950, the the expectations and capabilities of Chief of Naval Operations requested helicopters, and with each new mission they added to, but never diminished. The HU-2 to send twelve pilots, eight helicopters stretched the envelope of the abilities of the squadron became involved in a multitude and a crew of twenty-five to Korea to join helicopter beyond the assumed performance. of duties including plane guard, cargo their sister squadron HU-1. Johnnie Thornton It was now obvious to the Navy Department transfer, personnel and mail transfers, was one of those pilots. In the course of that helicopters were going to be an important radar calibration, aerial photography, operations Thornton was shot down. He element of Naval Aviation. reconnaissance and torpedo tracking, and managed to evade the North Koreans for ten On 1 April 1948 the Navy took the scientific data gathering. The Lakehurst days before he was captured. He was the first definitive step to introduce fleet operational Fleet Angels operated all over the world, navy helicopter pilot to be a prisoner of war. helicopter squadrons. On that historical date including the Arctic and Antarctic, and At the end of the war he was one of the last Captain Clayton Marcy stood in front of the participated in several wars, including prisoners repatriated.

300 mustered sailors and read the orders that Korea and Vietnam.

Eventually, the demands on the established Helicopter Utility Squadron 1 The Fleet Angels operated with squadron became excessive and put a strain (HU-1) and Helicopter Squadron 2 (HU-2). detachments deployed aboard various on the system. On 1 July 1960, the squadron The orders read in part: “Deploy HU-1 to types of ships including carriers, ice- was split into HU-2 and a new squadron, PACFLT at earliest practicable date for duty breakers, and cruisers. In the early years Helicopter Utility Squadron 4. as unit of AIRPAC. Homeport HU-2 NAS a detachment was composed of one helo, By the end of the fifties, HU-2 Lakehurst, effective 1 APR 1948.” And so, two pilots and several crewmen. Later had logged over 25,000 flying hours and HU-2, The Fleet Angels were born. At the time years saw as many as four helicopters Continue on page 37

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Historical: The Fleet Angels of Lakehurst—The Roots of Naval Helicopter History Continued from page 36

For their work, 54 medals were technological changes brought additional presented to the officers and flight crews responsibilities.

Squadron detachments of HC-2 including 2 Distinguished acted as spotters in missile shots, recovered Flying Crosses, 16 Air Medals, and 29 astronauts, and flew night rescues. The name Navy Commendation Medals.

Helicopter Utility Squadron no longer reflected As the 1970’s rolled in, the their total mission. In July 1965, the squadron United States Navy made the decision was renamed Helicopter Combat Support that it would be more efficient, less Squadron 2 (HC-2). expensive, and more expeditious if the While most of the Fleet Angels work helicopter squadrons were based closer was aboard ships at sea, they also lent their to the home port of its ships. Orders rescue services on land to France and Brazil came down in 1973 that HC-2 was to when they experienced severe flooding, to move to Jacksonville Florida, ending the Greek government when ill civilians had its twenty five years at Lakehurst New to be medically evacuated from inaccessible Jersey. mountains, and to rescuing American military Without missing a beat, the behind enemy lines in war zones. home squadron, now disseminated In 1967 they retrieved and transported by detachments at sea, moved the wounded off of the USS Liberty. The Liberty squadron and its families down to had been attacked by Israeli sea and air forces Florida. Deployed units left Lakehurst which inflicted considerable damage to the and returned to Jacksonville in a smooth ship and its personnel. The severity of the damage made s the 1970’s rolled in, the landing impossible and the United States Navy made the rescue missions were carried out from a hover. The decision that it would be more squadron’s rescue count was efficient, less expensive, and more mounting and, by the end of expeditious if the helicopter squadrons 1968, the squadron recorded were based closer to the home port over 1,500 rescues.

Meanwhile back at of its ships. Orders came down Lakehurst their rescue work in 1973 that HC-2 was to move to continued. Helicopters were Jacksonville Florida, ending its twenty called out to save fishermen and sailors caught in storms five years at Lakehurst New Jersey. and sinking ships in the Atlantic coastal waters and to transport critically injured citizens to hospitals transition. After 25 years the Fleet in impossible weather conditions.

Angels of Lakehurst were no more.

Perhaps the biggest rescue mission Although its historical roots and the for the Fleet Angels came in 1972 when they Navy Helicopter Communities historical were called out to help victims in the Pottstown roots were in Lakehurst, it was never Flood. Tropical storm Agnes had dumped a about the base, it was, and is always deluge on the Pennsylvania country side. It about the mission at sea. was night, COMFAIR Quonset informed the The Lakehurst days were filled squadron that there was severe flooding and with experimentations, expectations, assistance was needed. Two helicopter crews and exasperation. Ship’s company had went out immediately in the storm and worked no idea what helicopters could do, or all night. As day broke several other HC-2 even how they did it. The Fleet Angels aircraft joined the rescue missions in Pottstown were constantly proving themselves, and the surrounding communities. In the end, and along the way teaching sailors and the flood took the lives of 44 Pennsylvanians, officers about helicopters, all with little destroyed thousands of buildings, one hundred appreciation and minimum cooperation. and twenty-six bridges, and left 1.5 billion They got through their days with dollars in damage.

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expertise, determination, and an off the wall sense of humor.

From Jacksonville, Florida the squadron eventually moved to Norfolk, Virginia, where on 30 September 1977 HC-2 was decommissioned. It took the Navy ten years to realize this squadron’s work had been an important component in the Navy’s Mission. On 1 April 1987, thirty nine years after its establishment, HC-2 was reestablished as the Circuit Riders, but soon renamed the Fleet Angels in honor of their history and their 2300 plus rescues.

Name changes and base changes have not diminished the importance of the Fleet Angels of Lakehurst and their primary place in the history of Naval Aviation.

B

arbara insatiable

Marriott’s curiosity

has sent her tumbling

into some unique adventures.

Her move to the west turned into several non-fiction history books including Annie’s Guests, the story of a territorial hotel and its guests, Canyon of Gold, a tribute to the Pioneers of the Santa Catalina Mountains, and Outlaw Tales of New Mexico which was awarded first place in the non-fiction book category by the Arizona Press Women, and a finalist by the National Association of Press Woman. Her recent non-fiction books include the award winning In Our Own Words, the Federal Writers’ project interviews with Arizona pioneer women, Images of America: Oro Valley, and Myths and Mysteries of New Mexico. Contact Creede, her latest book, is an historical fiction about a woman’s wild romp through the mining camps of Colorado in 1893, as she searches for a father who left her twenty years ago.

From University Professor, to Management Consultant and Trainer, to Creative Advertising Director, Barbara’s professional fields have allowed her to observe life.

However, it is her Ph.D. in cultural anthropology from the University of Florida that gives her the tools to get to the very core of her subject, and to satisfy her unquenchable need to know.

Barbara Marriott was elected to Who’s Who in American Woman, and has the distinction of flying with the Navy Acrobatic team, the Blue Angels.

The Historical Section continues on page 53 with a Tribute to naval helicopter aviation legend Dan McKinnon.

Rotor Review # 119 Winter ‘13

Focus

INTRODUCTION

We

dream.

what’s

We

possible

have

in

passionate

this

world.

ideas

Our

about

passions

lead us to create experiences and realities that expand our world and inspire those around us Nicholas Woodman, GoPro Founder and CEO

Rotor Review and GoPro Experience

F

or the past 32 years, Rotor Review has served as the face of the Naval Helicopter Association (NHA) and continues to act as a forum and

as a definitive history of the naval “rotary-wing” community. For the past 118 issues, Rotor Review

has embodied the experiences and passions shared by naval helicopter aircrews through words and imagery.

Rotor Review # 119 Winter ‘13

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This focus captures the life and passion of the naval helicopter experience through photos and videos — celebrated together. For this year’s contest, there were over 200 entries of still and live-action digital imagery submitted to visually represent all of the things you do in training or out in the fleet.

Collectively, the Rotor

Review Staff and the NHA National Officers have reviewed each entry and selected the “best of the best” that you will see on the next few pages. Congratulations to the following winners...

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Rotor Review # 119 Winter ‘13

FIRST PLACE

HSC-28 in Spring 2012

MH-60S Block III Armed Helicopter receives its final inspection prior to flight.

Photographer: LT Brad Clouse, USN

Rotor Review # 119 Winter ‘13

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(HSC-28)

Continue on page 40

Continue on page 41

Rotor Review # 119 Winter ‘13

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Focus: 2013 Photo Contest

SECOND PLACE

LIBERTY STILL STANDING STRONG

HM-14 checks out Ellis Island after Superstorm Sandy

PHotography

Photographer: LT Emory Miller, HM-14

Photography is thus brought within reach of every human being who desires to preserve a record of what he sees. Such a photographic notebook is an enduring record of many things seen only once in a lifetime and enables the fortunate possessor to go back by the light of his own fireside to scenes which would otherwise fade from memory and be lost.

George Eastman, Inventor and co-founder of Kodak

THIRD PLACE

FIERY WATER

Digital Imagery “Pictures, regardless of how they are created and recreated, are intended to be looked at.

This brings to the forefront not the technology of imaging, which of course is important, but rather what we might call the eyenology (seeing).”

Sunlight catches the rotor wash during MineHunting Operations.

Photographer: Chris Treacy

Henri Cartier-Bresson Father of Modern Photojournalism

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Rotor Review # 119 Winter ‘13

4.

Point Loma Lighthouse

Battlecat 700 on a Channel Departure coming around Point Loma.

Photographer: LT Jacob Lacey, USN

5.

A Saberhawk Sunset HSM-77 on deployment.

Photographer: LTJG Adam Amdt, USN

6.

HSL-60 SAR Jump

Aircrewmen of HSL-60 conduct SAR jumps in the St. Johns River.

Photographer: LCDR Cedric Patmon, USN

7.

Taxi

HSC-28 taxiing in after a staggering 322 days deployed onboard the USS Bataan (LHD 5), the longest deployment of an amphilbious ship/squadron since WWII. Photographer: YN2 Morgan Casselle, USN

8.

Rotor Review # 119 Winter ‘13

Paradise Found

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An HSC-21 DET 2 MH-60S flies over a deserted island after dropping off medical personnel and supplies in a remote location of Talaud, Indonesia, in support of Pacific Partnership 2012.

Photographer: LTJG Brittany Young, USN

Focus: 2013 NHA Photo Contest

9.

10.

Watching the Game

Marine Assault Support

Battlecat 700 next to Petco Park in downtown San Diego.

Two Australian Commandos steady USMC Cpl Ben Hockett of VMM-161 as a medical vehicle arrives. Corporal Hockett was shot in the arm as he manned the ramp gun on his MV-22, while extracting the Commandos from a “hot” LZ in Helmand Province, Afghanistan.

Photographer: LT Jacob Lacey, USN

Photographer: John “Bret” Hamilton

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Rotor Review # 119 Winter ‘13

FIRST PLACE

Pinky Time

Highlights from the HS-5 Nightdippers’ recent deployment aboard the USS Eisenhower (CVN 69) as the sun sets on the legacy aircraft.

Edited and produced by LT Mason Hoyt, USN and LTJG Issac Ostlund, USN

Cinematography “I want to tell a story and shape it all the way through to the end.”

Conrad Hall, American Cinematographer

Rotor Review # 119 Winter ‘13

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Focus: NHA Video Contest

Scan Code to View this Video

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Rotor Review # 119 Winter ‘13

SECOND PLACE HS-14 Last Ride: Day and Night

Scan Code to View this Video The Chargers demonstrate their wide variety of missions as an FDNF squadron.

Edited and produced by LT Scott Kellerman, USN and LTJG Patrick Griffin, USN

THIRD PLACE Deployment: DET III

Scan Code to View this Video Deployment through the eyes of a detachment maintainer.

Edited and produced AO2 David Miller, USN 48 Rotor Review # 119by Winter ‘13

Focus: NHA Video Contest

4.

1987

A look at the history of the HSM-77 Saberhawks from 1987 until now.

Edited and produced by HSM-77 Public Affairs Office.

Scan Code to View this Video

SAR Jumps

5.

The Search and Rescue (SAR) Swimmers from HSC-7 give an up-close and personal view of their training.

Edited and produced by AW2 Sean Green, USN

Scan Code to View this Video

Under Pressure

6.

HSC-6 goes through a normal routine on deployment from sunup to sun-down with no pressure.

Edited and produced by HSC-6 Public Affairs Office.

Scan Code to View this Video

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Rotor Review # 119 Winter ‘13

Rotor Review # 119 Winter ‘13

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Focus: NHA Video Contest Focus

Honorable Mention

Smarter, Better, Faster, Safer

Five HSC-28 Naval Officers took the command motto to the next level — specifically to the theme of popular music group Daft Punk’s hit song Harder, Better, Faster, Stronger.

Edited and Produced by LCDR Chaun Napolitano, USN

Scan Code to View this Video

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Rotor Review # 119 Winter ‘13

L-3com.com

Change of Command And Establishment

HSC-22

HSC-21

HSC-15

Sea Knights

Black Jacks

Red Lions

CDR Paul C. de Marcellus, USN relieved CDR Timothy E. Symons, USN on November 16, 2012

CDR Gregory J. Leland, USN relieved CDR Anthony M. Saunders, USN on December 6, 2012

CDR Mark Newkirk, USN relieved CDR Gabe Soltero on December 6, 2012

HSC-6

HMLA-469

Vengeance

Lt Col Richard D. Joyce, USMC relieved Lt Col Stephen J. Lightfoot, USMC on December 12, 2012

HSL-60

HSCWSP

Screamin’ Indians

Jaguars

CDR Brian J. Miller, USN relieved CDR Matthew R. Niedzwiecki, USN on December 13, 2012

CDR David Burke, USN relieved CDR Steve Nassau on January 16, 2013

CDR William Maske, USN relieved CDR William Howey, USN on January 25, 2013

HSM-77

VMM-165

Saberhawks

White Knights

CDR Richard W. Whitfield, USN relieved CDR Brent C. Gaut, USN on February 15, 2013

Lt Col Kurt J. Schiller, USMC will be relieving Lt Col Jan. M. January, USMC on February 21, 2013

HSL-48

Vipers

CDR Eric Bower, USN will be relieving CDR T.T. Simpson USN on February 22, 2013

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Rotor Review # 119 Winter ‘13

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Online Copy Version 2013

Farewell to a Patriot. A Tribute to Dan McKinnon’s Life

Historical

By CAPT Vincent C. Secades, USN (Ret)

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n the 22nd of November 2012 the naval helicopter community lost one of its most distinguished and prolific members. That day Dan McKinnon died from neuroendocrine cancer. This cruel disease took him away from us too soon. But, in his 78 years with us, this extraordinary man lived a full life, replete with accomplishments, and adorned with his immense generosity and willingness to give of himself to serve his fellow men, his community, and his country.

Clinton Daniel McKinnon was born on 27 January 1934 in San Bernardino, California.

His father, Clinton Dotson McKinnon, a native Texan, had moved to California at a young age. He and his wife Lucille had three children: Daniel, Michael, and Connie. Young Dan attended Point Loma High School. In 1948, his father, a leading Democrat, was elected to the House of Representatives, representing the San Diego district. Dan moved to Washington, D.C. and served as a page in the House of Representatives until he graduated from the Capitol Page School. During his service as House page he had the opportunity to serve the legendary Speaker of the House Sam Rayburn. His high school diploma was signed by one of his idols, President Harry S. Truman. He then entered the University of Missouri, where he joined the NROTC program. While a student at the university, he began his illustrious flying career by obtaining his private pilot license. Upon earning his Bachelor of Arts degree, in 1956 he received his commission as Ensign in the U.S. Navy and began active duty service as a Student Naval Aviator. Upon earning his Wings of Gold, he reported to HU-1 at NAAS Ream Field, California. During his HU-1 tour, flying the Piasecki HUP helicopter, he had the opportunity to perform 62 at sea rescues, an amazing achievement that is still a Navy record.

His outstanding performance earned his selection as the personal helicopter pilot for the Commander, U.S. Seventh

Fleet. After leaving Active Duty, McKinnon became the publisher of the small newspaper La Jolla LightJournal, in La Jolla, California.

In 1962 Dan and his brother Mike bought the radio station KSON AM and FM in San Diego.

The station was facing bankruptcy.

Dan changed the programming format to country music. The change in programming immediately increased KSON’s ratings. In a couple of months the station began to show a profit. Dan was a great aficionado of country music, so much so that in 1977 he was named President of the Country Music Association in Nashville, Tennessee.

He was also inducted into the Country Music Radio Hall of Fame in 2003 for his “vision, leadership, and dedication” to the country music community. Dan became a member of the Board of Directors of the National Association of Broadcasters. When he sold the station, 23 years later, it was a seven million dollar enterprise.

A deeply religious man, in 1976 Dan served as General Chairman of the Billy Graham Crusade, which was held for a week at the then Jack Murphy Stadium. Dan treasured this experience as one of the great accomplishments of his life. He used to comment, “That

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was the greatest thing I was ever involved in; it truly affected lives forever.”

Perhaps, Dan McKinnon’s deepest imprint in history is his contribution to the deregulation of the airline industry in this country. In 1980 Dan ran for Congress unsuccessfully in the November general elections that brought Ronald Reagan to the White House. Edwin Meese, who was leading Reagan’s transition team, recommended Dan as the new chairman of the Civil Aeronautics Board (CAB). Dan took over the CAB early in 1981. His assignment, however, was unique and unprecedented. He was to complete the airline Continue on page 56

Rotor Review # 119 Winter ‘13

Historical: Farewell to a Patriot Continued from page 55

deregulation program initiated by Jimmy Carter, break up the federally sanctioned cartels that controlled U.S. air travel, and then disestablish the CAB. The CAB administered the regulatory structure that controlled airline route assignments and ticket prices. The established airlines were guaranteed a fixed profit above operating costs.

Therefore,

power, he endeavored to expand the deregulation experiment and extend it to other industries. A firm believer in the virtues of a free market economy, Dan McKinnon was well suited for the huge job of completing airline deregulation and closing the CAB. After three and a half years, in December 1984, during a simple ceremony in the Oval Office Dan McKinnon handed the key to the door of the closed CAB building to the President, and with a hand salute declared, “Mission accomplished, Mr. President.” In a personal letter

talk much about, except to admit that he had the opportunity to fly the Lockheed U-2 high altitude reconnaissance airplane.

In 1989 Dan partnered with El Al, the Israeli airline, and used money from the sale of the San Diego radio station to establish a charter airline based at Kennedy International Airport in New York. North American Airline would be a “feeder” airline, flying passengers from airports throughout the country to Kennedy, to connect to the El Al flights to Tel Aviv. He started with a single B757. The plan was successful. The North American fleet grew to five B757s and three B767-300ERs flying worldwide. The airline outgrew its feeder role. n 1956, [McKinnon] received his It expanded commission as Ensign in the U.S. Navy its charter and began Active Duty service as a a n d Student Naval Aviator. Upon earning his scheduled airline Wings of Gold, he reported to HU-1 at NAAS service Ream Field, California. During his HU-1 to resort tour, flying the Piasecki HUP helicopter, locations all over he had the opportunity to perform 62 at the world. sea rescues... that is still a Navy record.

Its charter His outstanding performance earned his business f l e w selection as the personal helicopter pilot soldiers for the Commander, U.S. Seventh Fleet. to oversea

I

airline executives easily buckled to union demands and passed the increased labor cost to the consumer. CAB rules protected them from competition. In the 1970s a truly bipartisan consensus emerged to lower the cost of air travel.

Pacific Southwest Airlines, a small airline operating inside California, and, thus, exempted from CAB regulations, was driving fares down and providing better service. It is paradoxical that California, today the leader in piling regulation upon regulation on the shoulders of businesses in the name of consumer protection, was the cradle of airline deregulation. President Jimmy Carter had named economist Alfred Kahn to head the CAB and design a deregulation plan. Senator Edward Kennedy sponsored the 1978 Airline Deregulation Act that implemented Kahn’s plan. When Reagan came to

to Dan, President Reagan wrote, “I’ve occasionally said in my speeches that a government agency is the nearest thing to eternal life that we’ll ever see on the Earth. Well, I’m happy to say that you’ve proved me wrong in at least one case. Your stewardship of the Civil Aeronautics Board was capped by one of the most unusual conclusions ever to a government career: you closed the agency you worked for.” Air travelers today enjoy the freedom to choose among the many routes and fares available and accrue vast savings, a freedom that Dan McKinnon helped to deliver.

After his departure from the CAB, Dan was asked by William Casey, the Director of the Central Intelligence Agency, to help with some special projects. For his service he was awarded the Agency Seal Medal. This is one aspect of Dan’s life that he didn’t

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assignments. It provided a B757 to the George W. Bush campaign during the Governor’s successful 2000 presidential race.

In 2005 Dan sold his airline to World Airlines.

North American was profitable on each of the sixteen years of McKinnon’s stewardship.

Upon returning to San Diego, Dan was tapped by the Chairman of the House Armed Forces Committee, Duncan Hunter, to serve in a commission created by the Congress to seek improvements in the management and utilization of National Guard and Reserve Forces. The commission studied the issues for over two and a half years, and submitted several reports to the Congress recommending more than a hundred changes to improve the Department of Defense effectiveness in its prosecution of the Global War on Terror. The Congress adopted 82 of the 95 Continue on page 57

Historical: Farewell to a Patriot Continued from page 56

recommendations in the commission’s final report.

A prolific writer, Dan McKinnon penned several books, starting with The Good Life in 1973.

The list includes: Everything You Need

his Wings of Gold. In spite of his affluent upbringing, he chose to become a Naval Aviator. He was inspired by the words of Admiral Tarrant in the final scene of the movie The Bridge over Toko-Ri. Reflecting upon the courage of

U

Aviation, it added a HUP helicopter with Dan McKinnon’s name stenciled on the pilot’s door to its array of displayed aircraft. This was the helicopter model that Dan flew in the fleet.

Additionally, the museum’s Helicopter Ready Room contains a display dedicated to Dan’s

nder [President] Ronald Reagan ... Dan [served] as the new chairman of the Civil Aeronautics Board (CAB)...[in which] he was to complete the airline deregulation program initiated by [President] Jimmy Carter, break up the theretofore federally sanctioned cartels that controlled U.S. air travel, and then disestablish the CAB. After three and a half years, [he] handed the key to the door of the closed CAB building to the President, and with a hand salute declared, “Mission accomplished, Mr. President.”

Air travelers today enjoy the freedom to choose among the many routes and fares available and accrue vast savings, a freedom that Dan McKinnon helped to deliver.

Naval Aviator, who operate from small flight decks floating in the middle of the to Know Before You’re Hijacked (June immense ocean, the Admiral poignantly 1986), Bullseye One Reactor (March asks the rhetorical question, “Where do 1987), Words of Honor (1996), Safe we get such men?” Dan was determined Air Travel Companion (January 2002), to be one of such men. He wrote his and Rescue Pilot (April 2002). His Navy memoirs in the book Rescue most successful book was Bullseye Pilot. Two chapters from this book One Reactor, a pilot’s spellbinding were adapted and published in Rotor story of the June 7, 1981 Israeli air raid Review (issues 99 and 102). Dan was to eliminate Saddam Hussein’s Osiris also an occasional contributor of articles nuclear reactor plant near Baghdad. A to our magazine. He was a sponsor and second edition titled Bullseye Iraq was supporter of the USS Midway Museum published in December 1988. in San Diego. He was particularly A Navy man to the core, generous with his contributions to the throughout his life Dan remained establishment of a Navy Helicopter faithful to his naval aviation roots. He Museum and a Helicopter Ready Room was particularly proud of having earned as part of t h e M i d w a y Museum’s array of exhibits. prolific writer, Dan McKinnon His contributions these projects penned several books, starting to are recognized with The Good Life in 1973. His in the Helicopter most successful book was Bullseye M u s e u m One Reactor, a pilot’s spellbinding d i s p l a y s .

In 2011, as the story of the June 7, 1981 Israeli air raid Midway Museum to eliminate Saddam Hussein’s Osiris celebrated the nuclear reactor plant near Baghdad. first centennial of the birth of Naval

Navy accomplishments. On 17 November 2012 the San Diego Air and Space Museum honored national and international air and space legends at its 49th Hall of Fame Induction Celebration.

Dan McKinnon was one of the eight individuals honored. His advanced illness prevented him from being present at the ceremony.

This generous man’s charitable work is too extensive to be faithfully recounted here. The numerous faith-based charities he supported include Hume Lake Christian Camp, Chuck Colson’s Prison Fellowship, Youth for Continue on page 58

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Dan McKinnon with CAPT Rich Dann at the USS Midway Museum’s Centennial of Naval Aviation Celebration Rotor Review # 119 Winter ‘13

Historical: Farewell to a Patriot

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n 2011, as the Midway Museum celebrated the first centennial of the birth of Naval Aviation, it added an HUP helicopter with Dan McKinnon’s name stenciled on the pilot’s door to its array of displayed aircraft. This was the helicopter model that Dan flew in the fleet. Additionally, the museum’s Helicopter Ready Room contains a display dedicated to Dan’s Navy accomplishments. On 17 November 2012 the San Diego Air and Space Museum honored national and international air and space legends at its 49 th Hall of Fame Induction Celebration. Dan McKinnon was one of the eight individuals honored.

His advanced illness prevented him from being present at the ceremony.

Continued from page 57

There I Was

Christ, San Diego Christian College, and many others.

Dan’s interests in life were many and varied. But his love for aviation, broadcasting, and the sea were preeminently manifested throughout his extraordinary life. He is survived

by his wife of thirty years, Janice; his four children, Holly McKinnon, Sherri Orr, Clint McKinnon, and Lisa McKinnon; his mother, Lucille McKinnon; his siblings Mike McKinnon and Connie McKinnon; and eleven grandchildren.

He was laid to rest at the Miramar

National Cemetery on 29th November 2012.

On November 22nd, when Clinton Daniel McKinnon lost his battle with cancer, this country lost one of its best sons, a true patriot who dedicated his life to serve his country, to follow his Christian faith, and to do what was right.

through the narrow passageways and up the single ladderwell to the Flight Deck.

Bursting into the sunlight outside, I viewed a rainbow of flight deck jerseys covering the aircraft as it waited patiently to be pulled from the “helo hole.” The members of the Alert 30 crew – LT Spence, HM1 Walsh, AWS3 Child, and myself – stood to the side, anxiously watching the aircraft pulled and positioned on Spot 5. The moment the linemen installed chocks and chains, we attacked the aircraft’s open doors, readying equipment and

fastening into our seats. Checklists flew by, moving quickly onto engine start and then rotor engagement. At the release of the rotor brake, the aircraft blades spun to life with enthusiasm, eager as we were to be in the air. During PostEngagement Checks, a runner entered the rotor arc and delivered datum information. LT Spence and I were surprised, however, when the LSE motioned a second person transiting the arc. Suddenly, my cockpit door opened and outside stood my CAG—CAPT Bull.

Before my shock could register, he shouted: “Fly at 300-feet and below and keep

Just Another Day Article by LTJG Leah Jordan, USN

0908

– “Man Overboard.

Man Overboard,” the 1MC announced to Ready Room Four.

I raced to the paraloft to grab my gear, wading against the flow of mustering ship’s company, the words of “Man Overboard” suspended in the air. Laden with my helmet, helmet bag and vest, I rushed back to find the Eightballer pilots assembled and occupying all available standing room around the SDO’s desk. Before I could even set down my gear, they urged me to dress out and head to the aircraft. Verifying I had obtained all the essentials between my helmet bag and flightsuit pockets, I sprinted the short distance

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Continue on page 59

There I Was: Just Another Day

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the datum.

0943 – “I he moment the linemen installed have smoke in the chocks and chains, we attacked the water!” aircraft’s opened doors, readying Our heads equipment and fastening into our seats. collectively turned Checklists flew by, moving quickly onto in the direction of call. Over the engine start and then rotor engagement. the dashboard, a rescue At the release of the rotor brake, the smoke billowed a aircraft blades spun to life with enthusiasm, white cloud against eager as we were to be in the air. the emerald water.

LT Spence initiated a descent, spiraling around the mark for a 360-degree Continued from page 58 view. As he reported “on scene” to to the wake. We’re right next to the airport Strike, three – if not four – sets of eyes airspace. Talk to Singapore Approach when surveyed the murky water for any sign you’re airborne and deconflict with them. of the survivor.

“Anything?”

We’ll get you more information when we “Negative,” the reply can.” resounded.

All our eyes scanned above 0936 – CAG disappeared as quickly and below the water, straining to conjure as he had appeared. Following the issuance a person. of his final instructions, Tower cleared our The aircraft circled once more aircraft – Loosefoot 617 – to depart. LT Spence before LT Spence departed the smoke gracefully lifted the aircraft into a hover, and picked up the sector search pattern. departed, and after tightly arcing toward the Receiving the controls, I divided my stern, we nosed over and accelerated in the attention between the surface of the direction of the vanishing wake. choppy water and the resolute point of “Automatic approach checklist, the magenta navigation needle. Only crew rig for rescue,” he called over ICS, seconds later on the search leg, AWS3 though the eagerness of the crew had already begun the process in earnest. As HM1 Child called, “Life-ring in the water!”

Walsh and AWS3 Child readied the cabin, With it closer to his side of the aircraft, I feverishly reviewed the SAR Checklist, LT Spence assumed the controls to inputted a fly-to waypoint and completed the tighten the turn and maintain eyes on steps of the Automatic Approach Checklist. the fluorescent orange ring drifting in My head down, I barely noticed the scenery the water. of the Straits flashing by as we bustered to

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he aircraft circled once more before LT Spence departed the smoke and picked up the sector search pattern. Receiving the controls, I divided my attention between the surface of the choppy water and the resolute point of the magenta navigation needle... Manipulating cyclic and collective in concert, I slowed and descended, watching the radar altimeter tape tick down to 70-feet. Arresting the motion of the aircraft, I held the controls lightly and concentrated on maintaining a manual hover...What do you see? I asked tentatively — No survivor, the aircrewmen replied...

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After the maneuver, he returned the controls and directed, “Bring us to a 70-foot hover over the life-ring.”

Manipulating cyclic and collective in concert, I slowed and descended, watching the radar altimeter tape tick down to 70-feet.

Arresting the motion of the aircraft, I held the controls lightly and concentrated on maintaining a manual hover.

“What do you see?” I asked tentatively.

“No survivor,” the aircrewmen replied, energetic albeit with a tinge of disappointment. LT Spence concurred and we departed the hover to resume the search pattern.

“Alright. Leaving 70 for 150-feet,” I said.

0945 - Mid-climb, AWS3 Child shouted, “Survivor in sight, 4 o’clock!”

Reflexively, my right hand tossed the cyclic right. Had he really seen someone?

I wondered, trusting yet disbelieving. My eyes scanned ahead of the turn, and suddenly, there he was! I checked my HSI and was shocked to find the wind already aligned with the aircraft for the approach.

Wasting no time, my voice recited, “Survivor in sight, 12 o’clock. Commencing manual approach to a 10-10.” Reality had finally set in when a head and waving arms appeared in the center of the windscreen.

Training engrained from past and present instructors took over, directing my hands to descend and slow the aircraft and my eyes to scan my groundspeed and altitude as the aircraft neared the water.

“30-feet, standby to deploy swimmer,” I announced, passing through 30feet. I imagined the rehearsed motions in the cabin: Walsh tapping Child on the shoulder to unstrap his harness. Child positioned at the cabin door, feet dangling in space. The excited anticipation building as they waited for the signal to jump.

“I have 10-feet, 10-knots. Jump, jump, jump!” With three succinct taps, AWS3 Child leapt from the aircraft and vanished into the murky channel water.

“Swimmer away!” HM1 Walsh called over ICS, followed shortly thereafter by, “Swimmer’s okay!” when Child bobbed to the surface.

Acting on cue, the aircraft ascended responsively away from the churning water Continue on page 60

Rotor Review # 119 Winter ‘13

There I was: Just Another Day opposing traffic, the horizon boasting responded, providing “green deck” and and drifted aft and left to where the hoist silver skyscrapers of nearby Singapore clearance to land. operator and I were able to monitor the and the sky dotted with white airliners “On final, right seat, starboard to swimmer. LT Spence engaged Hover mode closer to shore. How had we managed to port,” LT Spence relayed to the HCO. and reviewed the Hover Checks, announcing avoid all these ships? Or them avoid us 1015 - This is the easy part, I torque, TGT and other familiar parameters. for that matter, I thought uncomfortably. reassured myself, as the aircraft decelerated With the Checks complete, I passed verbal Turning to avoid a tanker off the nose, I and descended on short final to the landing control to HM1 Walsh. circled in the gaps between ships while platform. I monitored my closure, glancing HM1 provided regular updates of LT Spence coordinated with Singapore outside and inside the aircraft to compare the swimmer’s position and his procedures to Approach and Strike. Half-listening, I numbers with the feel of the approach. assist the survivor. His directive calls aimed heard a Strike controller relay that we The voices of LT Spence and HM1 Walsh to position the aircraft and compensate for the would drop off the survivor at a nearby alternated on ICS, metering groundspeed current tugging at the two men in the water. naval supply ship. In between radio and altitude from the respective vantages as At intervals, they floated into view through instructions, I listened on ICS as HM1 the helo neared the deck. Pulling in power, my chin bubble, Child supporting himself provided a medical assessment of the the rotor noise increased, the blades taking and the wearied survivor with every stroke. survivor. Severely dehydrated and sun- larger and larger bites of air. The aircraft LT Spence and I remained engrossed in our burned, he summarized. “Where do we floated the last few feet to a hover. separate tasks in the cockpit; As soon as cting on cue, the aircraft ascended HM1 called “tail clear,” I executing our responsibilities, as the aircrewmen performed responsively away from the churning water lowered the collective and their jobs. the aircraft soundly and drifted aft and left to where the hoist planted on deck. With the aircraft 0954 – “I have operator and I were able to monitor the swimmer. I chained and secured, the a pick-up signal!” HM1 relayed on ICS. departed, passed verbal control to HM1 Walsh, [who] provided aircrewmen The call was a carrying the survivor on the regular updates of the swimmer’s position and his welcome interruption in the litter toward the shadows of procedures to assist the survivor. His directive calls the open hangar. Though cockpit. As he announced the positioning calls, finite aimed to position the aircraft and compensate for the aircraft sat immobile, adjustments gradually the current tugging at the two men in the water. for the first time the entire brought the aircraft closer flight, I could feel my to the swimmer. LT Spence and I waited head now?” I asked LT Spence. heart racing with adrenaline. My fingers expectantly for the next sequence of comms.

“We’re going to drop off the ached with the grip that had held the flight “Hoist going down…hoist halfway survivor at a supply ship nearby.” He had controls. I glanced casually at the time; down…hoist in the water.” already input a new TACAN frequency, unconsciously, my body slumped slightly Steady, I repeated quietly to myself. the needle fixed in the direction of the in my seat and my lungs released the breath Steady. source. “I’ll continue to handle comms I had held, relieved and amazed at what had “Swimmer and survivor hooked and you get us there.” transpired in an hour’s time. There was little up…I have a hoist signal…swimmer/survivor “Roger that. Coming easy left,” time to reflect, though. The aircrewmen clear of the water.”

I replied, leaving the orbit to follow the returned to the aircraft, I called to Tower for “I have control,” I responded TACAN needle. Vessels of all colors, “breakdown and launch,” and LT Spence automatically. Keep it steady, I repeated. My shapes and sizes prevented a direct route, signaled to pull chocks and chains. right hand tensed and relaxed on the cyclic.

I would like to think the crew felt but the aircraft weaved agilely between “Swimmer/survivor halfway up…at them and gave each a comfortable berth. the same rush, the same wide-eyed wonder the cabin door…aboard.” Despite the noise The DME gradually counted down as and sense of accomplishment in the hours of the spinning blades, the background radio we sped along the strait, searching for of study, training and rehearsal that had static, and the vibrations of the aircraft, my the supply ship. Meanwhile, HM1 culminated in the successful rescue of a ears heard a thud of weight on to the cabin Walsh reassured us with active updates human life. Sweat-soaked, sea-soaked floor. The cabin door slid along its rail and of the survivor’s condition as he and and more alert than after drinking an entire slammed shut. “Cleared for forward flight!” AWS3 Child transferred him to a pot of coffee, the crew of Loosefoot 617 HM1 Walsh shouted. litter. The eyes in the cockpit scanned had been reminded why they had chosen “Departing,” I announced, clicking outward and when the DME indicated their profession in rotary aviation. As the “Depart” button twice. As the aircraft half a mile, LT Spence called visual the aircraft climbed safely away from the ascended to 150-feet, my eyes viewed the on the ship. Following the point of the supply ship and joyfully accelerated back to world beyond the windscreen saturated needle, a familiar tan superstructure and the carrier, each of the crew, in their own with activity: the verdant water spotted red hull emerged amongst the mélange way, thought and felt similarly as our past with massive, transiting cargo-tankers of transiting craft. LT Spence hailed rotary counterparts had before us: it was and interspersed with tiny, darting dhows the supply ship; the HCO quickly just another day.

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There I Was

Arabian Nights and Computer Gremlins Article by LT Grant Irwin, USN

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t was another typical day in to this area made horizon-less IMC the of taking controls, however, his attitude Bahrain. Winds were light, skies standard. indicator, HSI and mission display froze as were clear and the visibility was “Swimmer out the door… well and, noticing that my attitude indicator reported as a dusty 2 to 3 statute swimmer halfway down… swimmer in was still working, he passed controls back to miles. Despite the setting sun, it was still a the water,” the Crew-Chief-in-training me. I announced that I would be climbing to warm 95 degrees Fahrenheit. In the absence of pretended. We simulated the rescue of 1000 feet and began to turn towards Bahrain tasking from CTF-53, we were using our flight three personnel and were sliding over to as the HAC and Crew Chief pulled out their hours to hone crew proficiency with a useful the fourth when the HAC started making checklists to troubleshoot the frozen screens. night Search and Rescue Exercise (SAREX). a much-anticipated “pop, pop, pop” Passing through twenty degrees of turn, I The flight was briefed and the decision was noise, indicating a compressor stall was looked down to my GPS navigation (TNAV) made to leave the 30 NM Bahrain airspace to being simulated. I announced to the crew needle for the steer to home and realized practice our SAR procedures near a small and that I was departing and began working that none of the navigational information on familiar Saudi Arabian island about 100 NM through the critical memory items of the flight display was working. Although I to the northwest. Not only would this give us the emergency procedure. Introducing had valid airspeed, altitude, and an artificial more flight time, but given the light conditions emergency procedures are routine in horizon, I’d lost my base reference needle, my and visibility, it would also provide us a much these types of scenarios, so I had been TACAN needle, my TNAV, my GPS tactical better visual reference for display – everything. e simulated the rescue of three personnel The only useful hovering than any buoy could.

We were also very familiar with and were sliding over to the fourth when the navigational instrument the route of flight and the island HAC started making a much-anticipated I had available to since it was a regular checkpoint me was the backup “pop, pop, pop” noise, indicating a compressor stall magnetic compass that used in our frequent flights to was being simulated. I announced to the crew that typically sat neglected Kuwait. Our flight computer data transfer cards were permanently I was departing and began working through the and unused atop our “slicked” with this route. dashboard.

“Saudi critical memory items of the emergency procedure Arabia is over there; Iran The 50-minute flight [...] ready for anything the HAC might throw at is over there,” I thought, to the position of our simulated fishing vessel in distress was me. As we departed [...] I wasn’t shocked or as the troubleshooting spent preparing for the SAR “Southeast disoriented to see my mission display go black and continued. with the saltier crewmembers should keep me out of an unfamiliar “Computer Video Frozen” notification their airspaces.” quizzing the newer guys and imparting plenty of useful lessons Our NATOPS appear. My first thought was — “how did he?” learned. Amidst the discussions, manual mentions in the most benign of advisory lights popped on in a standard student defense mode the Computer Video Frozen emergency our flight displays. Almost unconsciously, the - ready for anything the HAC might procedure, that “Software anomalies may Aircraft Commander (HAC) mentioned we had throw at me. As we departed, therefore, cause the graphics processor in the Flight an “ECS PRESS HI” advisory, and we flipped I wasn’t shocked or disoriented to see Mission Computer to stop interacting with the Environmental Control switch from HIGH my mission display go black and an the Flight Management Program,” and “when to NORM. Normally, we’d merely “Note unfamiliar “Computer Video Frozen” this condition occurs, the affected mission condition” and leave the switch where it was, notification appear. My first thought display will stop updating or ‘freeze;’” but I but tonight’s 95 degrees was a bit cooler than was not “this is unusual” or “I’ve never had never really considered what that would normal and crew comfort wasn’t impacted by seen this before;” my first thought was, mean to me in an operational environment. the high to normal switch. We continued to “how did he…”

In this case, it meant that in the time it fly, arrived “on station,” conducted a standard A moment after the caution took to troubleshoot, we had no means of expanding square search pattern, and with the appeared, I noticed that in addition to determining exactly where we were. I had Crew Chief calling us around to an empty chunk my mission display freezing, my flight an airspeed indicator, a magnetic compass, a of water about a mile south of our island, we display’s HSI was no longer moving. clock and a general idea of where we had been came into a 70-foot hover with our simulated I also realized that there was no way when we’d lost our navigation capabilities. survivors outside of the right side of the aircraft. the HAC could have simulated this. I Having had no luck in contacting the local air Besides our island and a few fishing vessels in announced the condition and the HAC traffic control capable authority (Crown), the the vicinity, there was nothing to see through took controls as we continued to climb only navigational option I had available to our night vision goggles. The dusty haze typical away from the water. Within seconds Continue on page 62

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There I Was: Arabian Nights and Computer Gremlins Continued from page 61

me in the short time that our video screens were frozen was dead reckoning.

Although troubleshooting only took 15 minutes, a quick cycling of the ECS switch to HIGH (we had intuited that our avionics had overheated), and a resetting of the primary computer to make everything come back; the night’s adventure brought forth a lot of food for thought.

One of the first lessons I learned from the experience is to always be aware of our aircraft’s limitations. The MH-60S is a highly capable aircraft that employs a vast suite of fancy gizmos and gadgets. It was also one of the first of our helicopter fleet to employ a completely glass cockpit.

The jump in technology has increased our mission capabilities, but those jumps have also brought new sets of problems to the table. Routing all of the aircraft systems, signals and sensor information through two computers and consolidating the computer information into two display screens per pilot makes information easy to access and quick to process, but it also leaves us completely dependent upon those two computers and those two displays.

Our computers are designed to provide complete redundancy for each other, but (as our flight demonstrated) all computer systems have their gremlins. Software bugs and overheating components can hurt an airborne computer as much as a land-based computer. I have had frozen computers at home, but this was the first airborne one I had every encountered. It was a small wake

up call. Trust the systems, but be aware of their limitations and think through how we’d operate without them.

This leads to another valuable lesson learned from that night’s flight.

Always remember our training and seek to keep it fresh. As Naval Aviators, we dedicated a great deal of our Primary and Advanced Training to VFR and IFR Navigation. We practiced various partial panel and degraded equipment navigation. On low level routes, we practiced dead reckoning to find various visual checkpoints. Having graduated to the rotary-winged operational fleet, however, I have found there to be a general reliance on GPS navigation.

With the lack of usable NAVAIDS and visual navigation points inherent to blue water operations – and even, to a degree, Arabian Gulf operations – this reliance is understandable. Like any reliance, however, we need to be aware of it and be prepared to fall back to other navigational methods if the primary fails.

In my tenure in Bahrain, the only map studies I had conducted were studies on a tactical air chart that we had posted on our duty office wall. I was aware that we had several different charts in each of the navigation bags that made a home in our aircraft, but apart from checking that the charts were there, I had never pulled one out. I am also fairly certain that the aircrewmen, who would be responsible for finding

the correct chart to pass forward, would also be as unfamiliar with the charts as I was.

If the troubleshooting had not brought our screens back, and we had been required to dead reckon ourselves back to Bahrain, it would easily have taken ten minutes or more just to find the correct chart and pick out our estimated position. Navigating from there would have been smooth, but my calculations would have been slow since they had been unpracticed. We need to be familiar with the resources we have in our aircraft – even the forgotten nav bag. We need to consistently practice utilizing those resources and we need to hone those navigational skills that were drilled into us in years past.

Our “emergency” turned out to be benign, but it brought to light several great learning points for a young aviator. The systems and aircraft provided to us by our taxpayers are highly reliable and effective, but no system is perfect. We need to know their limitations and be prepared for them to fail. We also can’t forget our fundamentals.

Amidst all of the mission specific and tactical training exercises we do, we can’t neglect those fundamental skills that got us to where we are. Hope for the best, prepare for the worst, and watch out for gremlins.

Canvas 614, On Final, Boost Off Article by LT Joseph “Weeman” Navarre, USN

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here I was…it was 1800, the night before our Strike Group was scheduled to pull into Rhodes, Greece. Our Air Wing Commander and Commanding Officer had been boasting about Rhodes for weeks, and we were more than excited for the upcoming port visit. I glanced at the next day’s flight schedule and saw that I was on for a logistics flight as the Helicopter Aircraft Commander (HAC) briefing at 0445 to fly three personnel from Rhodes to our aircraft carrier. I had flown at least a dozen of these flights, so I generated a list of mission

planning tasks for my copilot who is a Pilot Qualified in Model, and I to include airfield diagrams, diverts, frequencies, personnel, ship position, Mission Data Loader (MDL) information, and Portable Flight Planning Software (PFPS) charts.

After about an hour, we completed all of our tasks and were prepared for the early brief.

At 0445, I gave the NATOPS brief delineating our crew and mission responsibilities for the flight.

As we walked to the flight deck, it was a glorious sight: a beautiful sunrise

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with the mountains of Greece silhouetting the background. I was excited to realize I would be the first of thousands aboard the carrier to touch down on the stunning sight before me! Fifteen minutes prior to takeoff, we conducted our pre-takeoff checks and realized that our GPS system was inoperative after multiple attempts of troubleshooting.

At this point the ship was 15 nautical miles southeast of Rhodes and proceeding towards land to the anchorage point. Since we had our Visual Flight Rules (VFR) chart out, I told my copilot that he was going to get Continue on page 63

There I Was: Canvas 614, On Final, Boost Off Continued from page 62

some practice at VFR navigation. We were able to take off on time and proceeded toward our destination of Maritsa Airfield. After our Air Traffic Controller directed us to switch to Maritsa Tower Control, I began my approach into the landing environment complying with Tower’s instructions. We completed our landing checks, and I began my final approach with our Landing Signalman Enlisted (LSE) directing us toward the landing area. Descending through 100 feet, I began to increase power to set up a textbook landing to the taxiway, which is when things started to get interesting. At 40 feet, I felt the nose of the aircraft kick and observed a Christmas tree of lights on the Master Caution panel. Recognizing that I was now flying boost off, I directed my copilot to pull out the pocket checklist and my crewman to assist with the NATOPS reading out all notes, warnings and cautions.

I continued a slow hover taxi over the taxiway and within a span of 10 seconds had multiple thoughts going through my head: Our emergency procedure dictates that we are in a “land as soon as practicable” scenario. NATOPS states: “Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command.”

I have the LSE in plain sight. Should I stay here or should I proceed back to the ship?

If I land, the aircraft will be in a down status, meaning I will be unable to fly it until maintenance personnel inspect and repair the aircraft.

I can’t land and fly boost off with the three passengers aboard who are expected to arrive at 0745 on the aircraft carrier.

If I proceed back to the ship eight miles away, with all of our maintainers aboard, I can swap aircraft and fly back to pick up the personnel.

After processing these considerations in my head, I asked my two crewmembers if they were comfortable proceeding back to the ship, to which they all replied “yes.”

I decided to wave-off the landing and proceed southbound to return to our carrier. Since the ship was within plain sight, I felt comfortable flying boost off, and more importantly had the comfort and concurrence among the entire crew. During training flights, we often practice boost off flight and landings to prepare ourselves for situations like the one we had just encountered, so our decision to safely return and land on the ship was understandably well within our comfort zone. Once we were five miles away from the carrier, I notified the Air Boss of our situation and requested Spot Nine for landing, to give us a long straightaway without any obstructions.

At the time, Tower offered us Spot Four, which I respectfully declined since we had an aircraft directly in front on Spot Three. If I had to wave off for any reason I wanted to ensure I had a clear path free from any aircraft or obstructions.

After 10 minutes, the area was cleared, and I set up an approach landing directly over the spot without any issues. After an hour, we swapped aircraft, flew back to Maritsa, picked up the passengers, and landed back at the ship just in time to make liberty call!

On this eventful Friday the 13th, I learned a lot as a senior aircraft commander in the squadron. Throughout the HAC process we go through numerous scenarios and emergency procedures, but you can always be faced with something that you haven’t seen or heard of before. Some people may argue that I should have landed at the airfield, but as NATOPS states, the decision ultimately rested with me, and I have to be able to justify my decision to the Commanding Officer, which I did. I compiled all of the inputs from my copilot (who has been in our squadron just over four months), and my senior crewman (who has been in the squadron over three years), and decided to fly back to the ship, which was within plain sight. If the ship was fifty, or even one hundred miles away, landing at the airfield may have been the best decision. In the end it was determined that the No. 2 hydraulic pump had failed, and the leak detection isolation system worked as advertised, “securing pressure to the pilot assist servos requiring a boost off landing,” as stated in NATOPS. This flight was a great scenario for my junior copilot, which gave him a realtime look into a situation that he could be faced with as an aircraft commander.

There’s Time to Do it Right Article by LT Monica Mondloch, USN

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s a brand new PQM at my first fleet squadron, I was really excited for my first non-training flight. No grade card today, just a nice tour of Guam for a VIP and some of our maintainers. The weather was fine, with just the usual pop-up showers, and our plan was to do a slow lap of the island, circling over important features relating to the future Marine Corps buildup. I was in the right seat doing most of the flying while our HAC and squadron Maintenance Officer, LCDR Dupin De Saint Cyr, was narrating the tour and working external comms.

We toured the east and south coasts before heading up to the Naval Magazine to show off the infrastructure and LZs there. Suddenly the call came: “Knightrider 06, Base, where are you?”

I rolled out to the north as the HAC answered, having a pretty good idea of what would come next. “06, Base, we need you to buster home for a medevac.” All right, I thought. My first call! I concentrated on aviating as the HAC started coordinating with Agana International Tower, whose approach paths we would soon have to

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cross. I reached over to the OCP to turn up the volume on base and inadvertently turned receive off on my side instead.

I was expecting to hear the thud of the doors closing right away, but instead heard our second crewman, AWS3 Difusco, say: “Hey, the passengers can’t get the door closed, I’m going to have to get in a gunner’s belt and do it.” In the max pax configuration, the only way for our crewmen to get to the door to shut it is to stand in the Continue on page 64

Rotor Review # 119 Winter ‘13

There I Was: There’s Time to Do it Right Continued from page 63

Squadron Update

open doorway and reach back. It took some time to do this safely, as he had to get into a gunner’s belt and unstrap.

The first time I really thought about what this project entailed was when AWS3 Difusco said, “Ma’am, I need you to hold it nice and stable right now.” At that point, maybe it was a good thing that I had turned off base, as I was able to focus on maintaining a stable platform, traffic avoidance as we neared the approach paths for the international airport, and obstacle avoidance as we left the jungle and approached a populated area.

The door issue seemed to be taking forever, but I knew that trying to hurry the process or asking for updates was only going to hurt the situation and possibly step on an important message

from base or tower. What was probably a minute seemed like an eternity. Finally, the call came: “Door’s secured.” I smoothly pushed the cyclic and pulled collective to max blast to buster home.

All right, I’m ready for action now.

I noticed the HAC was talking but couldn’t hear him, so I checked the OCP and realized I was not receiving base. As I was fixing that, I heard AWS2 McNulty say, “Uh, are we going to be slowing down any time soon?” Wait what? What’s going on? I gave the HAC a confused look and he said “The other bird is going to take the MEDEVAC.” “Oh. Ok, I’m slowing down and coming left to head back down the coast then.”

False alarm. We continued the tour and the flight ended uneventfully about a half hour later.

So maybe this is the least exciting Rotor Review article you’ve read, but that’s ok. Because you’re not reading a mishap report about how our crewman fell out of the helicopter trying to close the door in a hurry.

Despite all of the excitement of getting the call, despite the immediate surge of adrenaline and get-there-now-itis, the guys in the back did it right. They immediately brought up a critical safety issue and worked through it the right way, with no shortcuts. Yes, it took us about a minute to close the door. But a minute at 85 KIAS is not really that much time lost. Even when bustering, there’s time to do it right.

HSL-51 Warlords Win the Inaugural HSM Weapons School Pacific’s Honey Badger Award Article by LT Blake J . Shaffer, USN

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n February of 2012, HSL-51 Warlords sent four aircrews to the Helicopter Maritime Strike (HSM) Weapons School Pacific’s Helicopter Aircrew Readiness Program (HARP). As one of the Helicopter Second Pilots (H2Ps) sent to participate in HARP, from the start, I really had no idea what to expect. All I knew was that HARP existed to ensure combat aircrews deployed with the most current tactics and reached their highest state of training readiness. My basic understanding was that it would be the final opportunity to hone our AntiSubmarine Warfare (ASW) and AntiSurface Warfare (SUW) combat skills before deploying against real-world threats.

As the Administrative Officer for HSL-51’s HARP detachment, I coordinated the transport of eight pilots, four aircrew, and two Seahawk Weapons and Tactics Instructors (SWTIs) halfway around the world to San Diego, California. The HSM Weapons School

and HSL-49 Scorpions provided the support we needed for our aircrews to operate and fly successfully while at HARP. The Scorpions provided the aircraft and flight gear for our flight crews to fly the training missions. Since most of our aircrews were completely unfamiliar with Naval Air Station North Island and the surrounding area, and had never seen San Diego course rules, we relied heavily on the Weapons School and Scorpions to get us up to speed on West Coast flight operations.

Once we arrived in San Diego, I thought the hard part was already over.

However, on the first day of HARP, I found myself surrounded by SWTIs that knew a lot more about tactics than I did. As the instructors went over the schedule of events, things didn’t look like they would get any easier: long days of classroom study, hours for preparing whiteboard briefs, PowerPoint presentations, simulator events, integrated events with other squadrons, and a two week weapons detachment on San Clemente Island firing live ordnance. While a little overwhelming

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at first, we soon acclimated to the new time zone and heavy workload.

As the first two weeks of HARP flew by, we completed most of our academics and simulator events and the instructors continued to instruct us on new and emerging tactics in the HSM and other helicopter communities.

The instructors tailored training to different squadrons at HARP by focusing on threats in our respective Areas of Responsibility (AORs). The ASW and SUW simulator events we completed required highly detailed white board briefs necessitating hours of preparation. I found this new experience to be one of the hardest aspects of HARP. The most challenging event before relocating to San Clemente Island was an integrated ASW exercise with the helicopter crews of HSM-75 Wolfpack. Our aircrews flew two SH-60B’s alongside a Wolfpack MH-60R in what was my first flight alongside my HSM brethren.

During the event, I learned a vast amount of information about the tactics of the HSM community and the enormous capabilities of the MH-60R. When we arrived at San Clemente Continue on page 65

Squadron Update: HSL-51 / HSM-35 /HS-5 Continued from page 64

Island, all of the aircrews were excited to finally fly onto the range to fire live ordnance. I finally fired my first Hellfire missile, an experience I had been looking forward to for a long time. It was also my first time releasing live chaff and flares. A ship with surface to air missiles and ground based radar threats targeted our aircraft in order to expose the helicopter crews to inaircraft threat indications and allowed us to implement counter procedures. With minimal live firing ranges in Japan, we were excited for any opportunity to fire live ordnance. The instructors taught us how to conduct in-depth briefs to include ground procedures for preflight, arming, emergency procedures, in-flight CRM

requirements, shot validity, and range conduct. Hours of preparation were required for what sometimes boiled down to an exciting three to four minute evolution.

At the conclusion of HARP, the HSM Weapons School Pacific Commanding Officer, CDR Robert Kenyon, presented the inaugural “Honey Badger Award” to my flight crew, LT Richard Hess, AWR2 Jeffrey Pearson, and me, for being the top performing flight crew in our class. The award meant a lot to us and made me feel like all of our hard work paid off in the end. When all was said and done,

the Warlords completed four Hellfire missile shots, four torpedo drops, Low Slow Flyer (LSF) events, Surface Attack Counter Tactics (SACT) events, gun shoots, and multiple ASW and SUW flights. Most importantly, we returned to Japan with a better understanding of helicopter tactics and an improved ability to fly and fight in our aircraft.

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The Magician and Wildcat Battalion Meet in Tucson Article by LT Shaun Turner, USN

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ecently, the University of Arizona Naval Reserve Officers Training Corps Wildcat Battalion had the unique privilege of hosting a helicopter crew from Naval Air Station North Island, San Diego, California.

On 23 October, the World Famous Magicians of Helicopter Maritime Strike Squadron THREE FIVE (HSM-35) arrived in Tucson via their MH-60R - the Navy’s newest and most technologically advanced helicopter in the Fleet.

The flight crew was led by CDR Chris Hewlett, Commanding Officer of HSM-35 and a proud Wildcat NROTC alumnus. His crew included copilot LCDR Banz, Navy SAR Swimmers AWRC Freenor and AWR3 Carpenito, and Plane Captain AM2 Lindsey.

During their visit, CDR Hewlett presented Naval Aviation pipeline and HSM Rotary Wing Aviation Community overview briefs to the Midshipmen. The pipeline brief outlined the path to becoming a Naval Aviator.

The Midshipmen also had the opportunity to get hands-on time with the aircraft, as the Magicians

hosted a static display of the helicopter.

The tour provided aviation-curious Midshipmen the chance to ask questions of the pilots, rescue swimmers, and mechanics.

Upon its commissioning in May 2013, HSM-35 will be the Navy’s first HSM Composite Expeditionary Squadron, employing the most CLICK AND LIKE HSM-35 ON

technologically advanced helicopter - the Sikorsky Multi Mission MH-60 Romeo and the MQ-8B Fire Scout, a Vertical Takeoff Unmanned Aerial Vehicle System. Both assets will embark the U.S. Navy’s premiere Littoral Combat Ship (LCS) Class recently introduced to the THIRD Fleet.

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The Magicians’ recent engagement with the Wildcat Battalion marks the beginning of a relationship between the commands; HSM-35 is the assigned cosponsor squadron for University of Arizona NROTC in accordance with the Commander Naval Air Forces Command Sponsorship Program. The program’s intent is to aid in developing and maintaining long-term Naval Aviation ties, which ultimately communicate the importance of Naval Rotary Wing Aviation and its role within the mission set of deployed Naval forces. This week marks the first of many outreach opportunities with the sponsored NROTC unit.

Special thanks to Col Joseph Smith, USMC, Commanding Officer of the Wildcat Battalion for hosting the Magicians.

Rotor Review # 119 Winter ‘13

Squadron Update: HS-14

Chargers Last Ride, 1994-2013 Article by LTJG Kyle Huff, USN

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he Chargers of HS-14 recently completed their final deployment prior to their upcoming transition to the MH-60S. Embarked onboard USS George Washington (CVN 73) as part of Carrier Air Wing FIVE (CVW-5), the Chargers departed Japan on 20 August 2012 in support of a regularly scheduled deployment. The Chargers’ “Last Ride” was full of highlights.

In addition to plane guard and logistics requirements, HS-14 took advantage of opportunities to hone Anti-Submarine, AntiSurface, and Naval Special Warfare skills on multiple occasions. While expertly supporting strike group requirements, the Chargers simultaneously supported a three-aircraft, 46-person detachment to Andersen Air Force Base in Guam. Focusing on the Personnel Recovery (PR) and Special Operations Forces (SOF) mission sets, HS-14 worked with external assets to provide training to aircrews in a realistic environment. Two pilots, LT Evan Cook and LT Amanda Cullen, were able to receive their PR/SOF Level III qualifications during the detachment.

Anti-Submarine Warfare readiness was put to the test during International Exercise KEEN SWORD. A large bilateral exercise with Japan, the Chargers had the opportunity to participate in both ASW and ASUW. Fitting for a “last ride,” fall deployment capped off a 4500+ flight hour year with a 99.1% sortie completion rate. With this spectacular maintenance effort, the Chargers earned the coveted CVW-5 third quarter “Golden Wrench” maintenance award.

The Chargers conduct a fly-by of the USS George Washington (CVN 73) after fly-off. Photo courtesy of HS-14 Public Affairs Office.

HS-14 thoroughly enjoyed port calls in Guam, Kuala Lumpur, Malaysia, and Manila, Philippines along the way.

Before the conclusion of deployment, HS-14 qualified new H2Ps LTJG Tyler Donati, LTJG Kyle Huff, LTJG Sam Southerland, and LTJG Matt Rusinak, who are now progressing into the HAC syllabus. The Chargers departed USS George Washington for the final time in beautiful fashion, flying off all ten aircraft at once and arriving at NAF Atsugi as a flight of ten, an impressive testament to the dedication of the entire organization.

The Chargers are now enjoying time with family and friends while maintaining readiness at the highest

levels required of the Forward Deployed Naval Forces. HS-14 welcomes their replacements, HSC-12 and HSM-77, in early 2013, with the Chargers saying sayonara to Japan after nearly two decades. Switching homeports to San Diego, CA, HS-14 will begin the transition to the MH-60S and carry on our legacy, albeit without sonar domes, as HSC-14. “DAY AND NIGHT, LIGHTNING STRIKES!”

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HS-5 Squadron Update

Article by LTJG Lynda Pearl, USN

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he Nightdippers of HS-5 provide the USS Dwight D. Eisenhower (CVN 69) with around the clock combat readiness in mission areas including AntiSubmarine Warfare (ASW) defense of the vital area, Naval Special Warfare (NSW) support, Anti-Surface Warfare (ASUW), and Combat

Search and Rescue (CSAR) while deployed in the FIFTH Fleet Area of Operations.

Since departing the pier in June, HS-5 has completed over 530 sorties with more than 1,500 hours flown through October. The Nightdippers have

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completed a detachment to Masirah, Oman as well as several flights at the Udairi Range in Kuwait in order to satisfy both pilot and aircrew training and currency. These training opportunities have allowed the squadron to qualify one Helicopter Aircraft Commander Continue on page 67

Squadron Update: HS-5 fitness, educational, and command goals. “Our Sailors have been losing weight, building muscle, taking college classes, learning foreign languages, as well as working on or developing numerous other skills or hobbies,” said CDR Dennis Vigeant, HS-5 Commanding Officer. The Morale Welfare and Recreation (MWR) committee raised over $850 in a squadron-sponsored A Nightdipper chock and chain free aboard the Helo Wash where command Eisenhower. members could donate money Continued from page 66 to the name of an individual they wanted (HAC) as well as four Helicopter Second to see scrub the dirt and dust off of Pilots (H2P) since deploying, numbers that will Canvas 617. The squadron also enjoyed increase as the squadron begins the second half sun on the flight deck during a steel of their nine-month deployment. HS-5 was also beach picnic where Sailors participated the first squadron in Carrier Air Wing SEVEN to in a swim call with food, refreshments, receive the Enlisted Aviation Warfare Specialist and entertainment. The help of HS-5 pennant for having over 75% of the command rescue swimmers allowed the ship Aviation Warfare qualified, and our Sailors to enjoy hours of swimming which have earned more than 120 qualifications such contributed enormously to the success as Collateral Duty Inspector, Quality Assurance of the day. Nightdipper generosity was Representative, and Plane Captain among many further demonstrated as we closed out our Combined Federal Campaign drive others.

In addition to maintaining tactical and raised nearly $18,000 for local and proficiency the Nightdippers continue to take national charities. advantage of opportunities to set and achieve

As Carrier Task Force (CTF) 50 continues participation in the joint service and multi-national exercise SHAMAL, the Nightdippers look forward to demonstrating their CSAR, Close Air Support (CAS), and ASW prowess. These events will roll the strike group into the second half of deployment as the squadron readies itself for continued success on and off the flight deck.

So far the Nightdippers have enjoyed liberty in Spain, Greece, Bahrain, and Dubai and look forward to the journey home as carrier presence rotates in FIFTH Fleet. Upon its return to Norfolk, HS-5 anticipates a smooth and successful transition to the MH-60S, which will provide technological improvements in the cockpit as well as tactical improvements in the CSAR and ASUW mission areas. The Nightdipper airframe may be evolving, but the squadron will continue to professionally, reliably and enthusiastically live by our motto We Rescue, We Protect, We Deliver.

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HSL-37 Easyriders 37th Anniversary A Heritage of Excellence

Article by LT Barrett Sleeper & LTJG David Indiveri, USN

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n July 3rd, 2012, the ‘Easyriders’ of HSL-37 celebrated the squadron’s 37th Anniversary at Hangar 103 on Marine Corp Base Hawaii, Kaneohe.

CAPT David W. Bouvé, Deputy Commodore, Helicopter Maritime Strike Wing, U.S. Pacific Fleet presented HSL-37 with the 2011 Battle “E” Award, and awarded the 2011 Naval Helicopter Association “Aircrewman of the Year” for Region 1 to Petty Officer First Class Cody L. Berg. “With a full plate of deploying detachments, work ups, and exercises it is difficult to carve out time for reflection” said CDR Scott Thoroman, Commanding Officer, HSL-37. “However, this year’s 37th anniversary was a key milestone in the history

The Easyriders’ 37th Anniversaary patch designed by LT Dan Robertson, USN

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of the Easyriders of HSL-37 and worthy of taking some time to reflect on our command and helicopter community heritage and those who have come before us.”

Helicopter Antisubmarine Squadron Light T H I R T Y- S E V E N (HSL-37) was established on 3 July, 1975 aboard Naval Air Station, Barbers Point, Hawaii and remains the Navy’s oldest operational Light Airborne MultiPurpose System (LAMPS) squadron. HSL-37 was the only U.S. Navy Helicopter squadron to transition from the SH-2F Seasprite (LAMPS MK I) to the SH-60B Seahawk (LAMPS MK III) on 6 February, 1992. Continuing the Continue on page 68

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Squadron Update: HSL-37 / HSL- 49

Continued from page 67

tradition, the Easyriders are preparing for the transition from the SH-60B to the MH60R in late 2013.

Most recently HSL-37 celebrated and supported the return of Detachment’s ONE and TWO from deployments on the USS Chafee (DDG 90) and USS Sampson (DDG 102), respectively. During their deployment, Detachment ONE supported Joint Special Operations Task Force – Philippines (JSOTF-P), International Naval Exercise COBRA GOLD and Operation PERSISTENT PRESENCE, in addition to COMREL support in countries varying from Apia, Western Samoa, to Pyontaek, South Korea.

Detachment TWO returned on August 22, 2012. Operational support included Carrier Strike Group and Expeditionary Strike Group support, Counter Piracy Operations off the Horn of Africa, Cooperation Afloat, Readiness and Training (CARAT) exercises in Singapore, and operations in the East and South China Seas.

While HSL-37 was happy to celebrate their achievements of the past 37 years in the LAMPS community, the

Commodore, Helicopter Maritime Strike Wing, U.S. Pacific Fleet, CAPT David W. Bouvé with HSL-37’s Commanding Officer, CDR Gregory S. Thoroman. work does not stop. Detachment THREE is returning soon from their deployment with USS Vandegrift (FFG 48) and Detachment FOUR recently got underway aboard USS Reuben James (FFG 57). HSL-37’s mission continues to prepare combat ready detachments for deployment on board U.S. Pacific Fleet air-capable ships.

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25,000 Mishap Free Flight Hours

Article by LTJG Adam D Manley, USN

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n September 4th the HSL-49 Scorpions surpassed 25,000 mishap free flight hours. LCDR Case Garrison, LTJG Francis Horohoe, and Petty Officer Bradford Hartman were conducting training in preparation for their upcoming detachment aboard USS Gary (FFG 51). Chief Petty Officer Wilfred Quejada,

Petty Officer Joseph Young, Petty Officer Jessica McHargue, and Airman Jennie Garcia conducted the necessary maintenance and inspections to deliver the SH-60B Seahawk helicopter safe for flight. The command’s mission is to provide combat-ready pilots, aircrewmen, and technicians to Pacific Fleet warships. This milestone is a

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testament to the squadron’s continued tradition of excellence and teamwork.

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Squadron Update: HSC-23 / HSC-4

HSC-23 Squadron Update Article by LTJG Kenny Kuhl

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he Wildcards of HSC-23 were busy over the Summer as usual.

Detachment THREE returned home after supporting RIMPAC 2012 onboard the USS Essex (LHD 2) from June 18th to August 14th and Detachment FOUR completed workups and departed on deployment onboard the USS Peleliu (LHA 5) on September 17th.

This year’s RIMPAC was the largest yet and encompassed over 20 nations, 40 ships and 200 aircraft.

The schedule of events included a wide variety of missions, enabling the Wildcards to display the pride and professionalism they are known for.

DET THREE logged over 200 mishapfree flight hours covering more than 50 operational missions including three MEDEVACs, one Search and Rescue, and countless hours of logistics. The Wildcards displayed fine airmanship when the crew of Bullet 54 was called upon to rescue a Marine who had fallen overboard. In less than five minutes they deployed their swimmer, stabilized the victim, and worked

closely with the ship’s recovery boat to rescue the survivor. Saving a life is a quintessential helicopter mission and more gratifying than anything else we do. The Wildcards were also selected for their professionalism and reliability to transport multiple VIPs during RIMPAC 2012, to include his CLICK AND LIKE HSC-23 ON

Excellency, The Governor General of Canada, THIRD Fleet, and numerous other distinguished visitors from all the participating countries. In addition, DET THREE conducted a VERTREP evolution moving over 120,000 pounds of ordnance in a single day. None of this would have been possible without the outstanding maintenance personnel who contributed a combined 1,200 maintenance man-hours during the exercise. Their relentless work schedule encompassed 2,445 maintenance

actions, which yielded a continuous 24-hour SAR Alert status utilizing two aircraft and achieving a 100-percent mission completion rate. Well done DET THREE! Detachment FOUR’s workups were interesting as well. HSC-23 DET FOUR conducted the first ever Proof of Concept for a three-aircraft H-60 Expeditionary Detachment onboard an L-class ship. The Purple Pandas of DET FOUR started integrated work with the 15th MEU during Maritime RUT at Point Mugu back in April with resounding success and never looked back! Over the course of PMINT, COMPTUEX, and CERTEX the Purple Pandas racked up nearly 500 flight hours, integrated with the Marines and conducted numerous training missions ranging from HVBSS, Long Range Raids, ISR, and Defense of Force resulting in a highly successful workup cycle and Proof of Concept. Maybe soon we’ll see more Navy Helicopters on L-class ships! DET FOUR is now doing great work taking the fight to the enemy overseas and will be for several more months. Godspeed to all our brothers deployed and we hope to see them home safe soon.

RIMPAC 2012

Article by LTJG Jeff Lindstrom, USN

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he rising sun had barely begun to turn the sky a beautiful hue of orange before the whir of rotors started to envelope me. I was sitting on spot 1 on the USS Essex (LHD 2), looking straight out over the glimmering Pacific Ocean when six Cobras and Hueys from the HMLA-169 Vipers made their run down the flight deck and started to climb into the fresh Hawaiian air. As the last Cobra took off, we lifted up, slid out to the right, and raced to form up as Dash-7. While we were not providing CSAR support to Marines crossing into enemy territory, we were providing logistics support

for a critical aircraft part from Kaneohe Bay, Hawaii. This crucial part would allow the Vipers to get their last Cobra off the deck of the Essex so they could continue to participate in the Rim of the Pacific Exercise 2012.

RIMPAC is the world’s largest international maritime exercise with 22 nations, 42 ships, six submarines, and more than 200 aircraft and 25,000 personnel participating. The exercise promotes cooperation with countries across Asia and the Pacific, strengthening relationships that are critical in a strategic environment, which has increasing emphasis in the region. For a newly

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transitioned HSC squadron, RIMPAC 2012 offered HSC-4 it’s first operational experience in its new airframe; as a new member of the squadron fresh from the training pipeline, it would be my first experience executing operational tasking.

The Black Knights supported the Combined Task Force throughout RIMPAC as a shore-based VIP/DV transport and logistics asset at Hickam Air Force Base. Following a weeklong transit on the USS Essex, HSC4 established an ashore operational planning center and maintenance spaces. As a CVWbased HSC squadron, the command knowledge and experience with operating out of an Air Continue on page 70

Rotor Review # 119 Winter ‘13

SQUADRON UPDATES: HSC-4 / HSC-12 Continued from page 69

Force base was limited. While working out of Hickam for the summer had its advantages—close proximity to the Combined Air Operations Center (CAOC), a flight operations center a stone’s throw from the flight line, and Hickam’s location in the virtual center of all operations around Hawaii—there were obstacles to overcome before we could begin to execute tasking.

Challenges included the maintenance hangar located over a mile away on the opposite side of the flight line, having zero network capability for the first several weeks while our computers were reimaged and accounts made compatible with the Air Force network, and coordinating aircraft wash at the nearby Coast Guard Station.

In order to coordinate with the different operational players, the squadron duty officer and operations department utilized CENTRIX (Combined Enterprise Regional Information Exchange System) as a direct line with the CAOC, Helicopter Element Coordinator (HEC), and the participating vessels. The coordination provided by CENTRIX allowed for real-time changes to the flight schedule and enabled the Black Knights to efficiently complete their mission.

Flight operations required close cooperation between Hickam Base Ops, Hickam Ramp control, and Honolulu ATC to successfully navigate the busy Class Bravo airspace. RIMPAC specific course rules, designed by Honolulu ATC, allowed HSC-4 to navigate HNL airspace efficiently and provided

aircrew the opportunity to reflect on the historical importance of Pearl Harbor by having the Arizona Memorial as one of the primary checkpoints along the route.

As the meet and greet portions of the Harbor Phase of RIMPAC came to conclusion, HSC-4 went to work. After completing the requisite familiarization flights of the area, the Black Knights provided VADM Gerald R. Beaman, Commander of the Combined Task Force, and RADM Fumiyuki Kitagawa of the JMSDF, Vice Commander of the Combined Task Force, an opportunity to observe all the ships and submarines in port at Pearl Harbor and Honolulu for the exercise. Throughout the next four weeks the Black Knights executed their primary mission by transporting 320 Distinguished Visitors (DVs) and passengers, as well as delivering priority parts to 22 ships and one submarine.

Several of the highlight missions included hoisting New Zealand Defense Force Maj. John Gordon onto the flight deck of the Royal New Zealand Navy fleet oiler HMNZS Endeavour (A11) and the hoisting of priority repair parts to the Royal Canadian Navy Submarine HMCS Victoria (SSK-876).

The Black Knights also participated in a Humanitarian ASSISTANCE Disaster Relief (HADR) exercise after a simulated Tsunami.

The exercise involved coordination with the Healthcare Association of Hawaii, Tripler Army Medical Center, American Red Cross, USAID, UN role players, and numerous other civilian and military organizations. Over the course of two

days, the Black Knights assisted by flying simulated MEDEVAC scenarios to the local hospitals across the island of Oahu.

Throughout, the detachment the squadron logged 327 hours in support of the logistics mission in Hawaii, achieving a 100% success rate on assigned tasking. The other 25 flights hours were spent training for the remaining MH-60 PRIMARs, including antisurface warfare, Special Operations support, and personnel recovery (PR). Being stationed at Hickam afforded us the opportunity to conduct Joint Operations with the RQS-129 Rescue Squadron and the Air Force Pararescue Jumpers (PJs) on PR events that included live coordination with the Joint Personnel Recovery Center (JPRC) using the CSEL radio. The squadron also supported fast rope training for U.S., Canadian, and Australian EOD forces at Kaneohe Marine Corps Air Station.

The central geographic location of the Hawaiian Islands in the Asian-Pacific Theater has allowed RIMPAC to grow and have increasing focus on Joint Operations with the different militaries of the region. The summer’s exercises promote the shift in focus of foreign policy to this theater. From that first sunrise flight to the final deck hit, the Black Knights achieved excellence through cooperation with other squadrons, services, and countries. HSC4 displayed the flexibility to change tasking on a moment’s notice throughout the exercise and a commitment to provide support to any and all of the different forces participating in RIMPAC 2012.

CLICK AND LIKE HSC-4 ON

Nothing but Success for HSC-12

Article by LT Amanda McNally, USN

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ince HSC-12’s return from deployment in August, the Golden Falcons have been hard at work prepping for the fast-approaching move to Japan.

At the end of September, a Material Condition Inspection (MCI) kicked off the first of many evaluations for the command. Fresh off the flight

deck, the aircraft required an extensive amount of tender-loving-care from the maintenance department. The teamwork dedicated to getting the aircraft prepped for MCI surpassed all previous efforts from the maintenance team. After an exhausting four weeks, HSC-12 presented an immaculate helicopter for inspection and passed without fault.

Rotor Review # 119 Winter ‘13

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The Search and Rescue (SAR) evaluation was up next for the pilots, aircrew, and PR shop. The assessment was standard with the triage scenario being the most interesting aspect. The aircrew’s response to the simulation was phenomenal and enabled them to successfully complete the evolution.

Continue on page 71

SQUADRON UPDATES: HSC-12 Continued from page 70

Exiting the evaluation with an overall grade of “On Track” and only one discrepancy, HSC-12 could proudly place another check in the box.

HARP was the next hurdle for the squadron to overcome. The weather during the first week of flight events presented quite a challenge and truly tested the flexibility of the squadron.

Operating jointly with HSM-77 for the ASUW events offered an opportunity for

some friendly competition. With every missile shot from the Golden Falcons validated, the final two missiles sealed the deal. A dual-ship simultaneous engagement of two targets impacted within nanoseconds of each other and wrapped up a phenomenal week.

A NATOPS evaluation and Maintenance Program Assist (MPA) are the last two events to conclude our time in San Diego. The successes of the squadron since our return have been

astonishing and truly speak to the drive and dedication of the Golden Falcons. Good bye San Diego, we’ve set the bar high. Konnichiwa Japan!

CLICK AND LIKE HSC-12 ON

Article by LCpl Martin R. Egnash, USMC

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he Marine Corps has been training with the MV-22B Osprey for more than 10 years. In 2005, the Marine Corps began transitioning from CH-46D Sea Knight to the Osprey, a transition that is still going on today.

The Marines who fly and work on the Osprey began at Marine Medium Tiltrotor Training Squadron 204.

“It all starts here,” said Maj Jason N. Myers, VMMT-204 operations officer. “Anyone who flies an MV-22B Osprey in the Marine Corps has come through our doors.”

VMMT-204 trains pilots and crew chiefs to operate the Osprey.

Myers estimates 120 pilots are trained by the squadron each year.

“It is paramount to provide the Marine Corps with well-trained Osprey pilots,” said Myers. “That’s why we train all the time.”

Myers said the dedicated Raptors instructors routinely train students on weekends and holidays to ensure mission success. The Raptors furthered the training of two pilots and two crew chiefs during a routine flight May 3.

“We’re doing multiple scenarios during this flight,” said Capt Matthew T. Dwyer, VMMT-204 instructor pilot. “We will also be calling out emergency procedures along the way for the students and crew to react to.”

While en route to a confined area landing scenario, they reacted to a simulated external load suspension systems failure, to train the students to make sound decisions in a stressful environment.

“We ask our crew chiefs and pilots to make decisions in various situations on every flight,” said Dwyer.

“After a month or so of daily emergency procedures, the students cover a wide variety of topics.”

While Dwyer trained the future Osprey pilots, the crew chiefs trained in the back of the aircraft. The crew chief students familiarized themselves with pre-flight inspections, in-flight procedures and post-flight checklists.

Crew chiefs also make use of night vision goggles and other equipment essential to working in the back of an Osprey.

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“The crew chiefs go through a lot of training,” said Sgt Charles R. Bishop, VMMT-204 instructor. “After almost two months of ground training, we take them up on flight after flight to get them used to different missions.”

Bishop said that by the time most students graduate, getting their aircrew wings is one of the highlights of their careers.

“We’re extremely proud of them,” said Bishop. “They go off to fly around the world and do great things, and we know that we helped make that happen.”

USMC Update

VMMT-204 Trains Future Osprey Crews

Rotor Review # 119 Winter ‘13

USMC UPDATES: HMH-461& HMH-464 / VMM-162

Ironhorse, Condors Fly Together

Article By LCpl Ryan Joyner, USMC

Night vision view of CH-53E HMH gunner at ready

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arines of both Marine Heavy Helicopter Squadron 461 and 464 worked together to ensure combat readiness of both squadrons, Oct 3, 2012.

The flight was designed to simulate a combat environment at night for co-pilots of HMH-461 that are coming up through the CH-53E syllabus to earn their division leader certification.

A division leader is able to lead flights of three to four aircraft, said Capt Jeremy Williams, HMH-464 pilot.

HMH-461 provided two aircraft and HMH-464 provided the third.

“We worked together to enhance training for both squadrons. There was no way for just us to do it and there was no way for them to do it with just them,” said Capt Justin Smith, HMH-461 pilot.

“The Marines flew the simulated tactical mission at night taking a platoon size

element from Camp Davis to insert at landing zone Bluebird in attempt to capture or kill insurgents located in the area,” said Smith.

After the insertion was complete, the Marines were to provide extracts or casualty evacuations if needed.

“As soon as we took off, we got an update saying the Marines were taking contact in the original pickup zone and second the platoon had disengaged the enemy and made westward movement to an alternate landing zone,” said Smith.

The series of updates required the co-pilots to change the entire plan on the fly.

“We knew we weren’t going to Camp Davis the only people who did not were the co-pilots to make the training more realistic,” said Smith.

At the new pickup zone, the co-pilots were told they had to add a machine-gun squad from weapons platoon and increase the number of Marines from 48 to 60. Because of this they had to immediately change the plan again.

“We use all these friction points so the co-pilots and the aircrew getting their training have to work as a crew developing new courses of action on the fly and executing them safely,” said Smith.

With the simulated insertion occurring at night, the flight became more of a challenge do to the use of night vision goggles.

“Instead of having all your peripheral vision you have during the day, you are looking through a tube so it requires harder work to maintain situational awareness,” said Williams.

For both squadrons, working and training together provided an even greater amount of training and experience.

“It is always good to get the opportunity to work with the other squadrons.

We train a lot as a squadron flying together, but any time we can go brief with another squadron and interact with those pilots is a good experience,” said Williams.

“It is really critical for the HMH community to work together because there is such a shortage of aircraft. To get the training required to be combat ready, we have to team up and the individual squadrons have to make sacrifices to help out other squadrons,” said Smith. “We do that extremely well because we all understand the importance of maintaining the community’s proficiency and level of standardization.”

SCAN AND LIKE ON HMH-461

HMH-464

VMM-162 Performs Landings on Mock Ship’s Flight Deck to Sharpen Skills, Maintain Readiness

By Lance Cpl. Manuel Estrada, USNa

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arines with Marine Medium Tiltrotor Squadron 162 practiced landing on a Navy amphibious assault ship on a simulated flight deck near the back entrance of Marine Corps Base Camp Lejeune, Jan. 11, 2013.

Even though the flight deck is on the ground, the deck has the same markers and dimensions as an LHD, said Capt Matthew F. Kloby, VMM-162 pilot training officer.

“We run the same patterns that

Rotor Review # 119 Winter ‘13

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we run on the ship so we can get a feel for what it is like to actually land on a ship,” said Kloby.

An integral part of being an expeditionary force in readiness is the ability Continue on page 71

USMC UPDATES: VMM-162 / VMM-266 Continued from page 70

for Marines to operate on ship, said Kloby.

“Basically it is one of the main reasons for a Marine Corps,” he added.

The Marines will have the opportunity to land on an actual Navy ship later in the month when one is scheduled to sail near Marine Corps Air Station New River.

Landing on an LHD has not been a mission-essential skill practiced

by VMM-162 because they have been deployed to Afghanistan in support of Operation Enduring Freedom. The Marine are ready for all missions so

they maintain a high level of readiness in all aspects, said Kloby.

The pilots were not the only Marines practicing their skills landing on the mock ship deck. The crew chiefs have an important role in making a safe landing.

“We make sure they are clear and safe to land,” said Sgt. James Kerekanich, VMM-263 crew chief. “We keep the aircraft in the right spot, make sure it is level, make sure the aircraft is not descending too fast, and ensure that another aircraft is not trying to land in the same location we are. Basically, we

do everything a crew chief does on the ground but on a ship.”

To qualify The Marines must successfully land the MV-22B Osprey on a deck five times, said Kerekanich.

VMM-266 Marines Receive Air Medal for Rescuing Downed Pilot

Article by LCpl Cameron Payne

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hree Marines with Marine Medium Tiltrotor Squadron 266 were awarded the Air Medal with combat distinguishing devices, Jan. 7, 2013.

The awards were given for actions while serving with 26th Marine Expeditionary Unit, Expeditionary Strike Group Five in support of joint task force Odyssey Dawn.

According to the award citation, when they found out about the tactical recovery of aircraft and personnel mission to rescue a downed pilot, Capt Erik Kolle, the MV-22B pilot with VMM-266, and Staff Sgt. David Potter and Sgt Daniel Howington, also with VMM- 266 attached to the 26th Marine Expeditionary Unit prepared the aircraft and launched into an dangerous environment from the USS Kearsarge with a 30-man recovery team to recover the pilot in the shortest amount of time possible.

Communicating with other airborne units, the pilots ensured their aircraft navigated to the downed pilot who was, himself, focused on not getting captured. After receiving the coordinates of the downed pilot, the crew retrieved the downed pilot safely to the USS Kearsarge.

The MV-22B Osprey was

essential for the recovery of the downed pilot, said Lt Col Chris Boniface, the commanding officer of VMM-266.

“Remember, this guy was evading capture at the time and we thought he was going to be captured at any moment," said Boniface. "So the speed that the MV22B can move at was Marines with VMM-266, Capt Erik Kolle, pilot, along extremely critical. with crew chiefs Staff Sgt David Porter, and Sgt Daniel The helicopters from Howington, were awarded the Air Medal. another unit would Photo by LCpl Cameron Payne have taken twice as long and there's a good chance he “I'm proud, but any of our flight probably would have been captured." crews or any Marine flight crews are capable "There were some other of doing what we accomplished,” Kolle said. helicopters in the Mediterranean at We just happened to be the Marines on the the time, but because of the distances flight schedule. "It's more a validation of how involved they either wouldn't have had we train in the Marine Corps and with the MVenough gas or would have taken several 22B." hours long to get there,” said Kolle.

After recovering the downed pilot, the Marines safely returned to the USS Kearsarge according to the award citation.

The recovery of the downed pilot took less than 90 minutes.

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Rotor Review # 119 Winter ‘13

USCGAS Update

Coast Guard Searching for Three Boaters in Prince William Sound, Alaska Press Released by USCGAS Kodiak Public Affairs

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he Coast Guard is searching for three boaters reported overdue near Chenega Bay in Prince William Sound January 20, 2013.

A Coast Guard MH60 Jayhawk helicopter crew was dispatched from Air Station Kodiak to conduct a search of the boaters’ reported route. Coast Guard Sector Anchorage watchstanders had issued an urgent marine information broadcast requesting the assistance of mariners in the area and are making hourly call outs over VHF-FM channel 16 and 10 for the boaters. Steps were being taken to launch a Coast Guard Station Valdez boat crew and

the Coast Guard Cutter Mustang.

Sector Anchorage watchstanders received a report of the overdue boaters from the Alaska State Troopers on that day. The Chenega Bay village public safety officer notified them. Three adults departed Chenega Bay en route Shelter Bay near Evans Island in a 17-foot open skiff, Miller Time, to go fishing. They were expected to return to Chenega Bay by the night of January 19th.

“We recommend all boaters file a float plan with a friend or family before departing port to alert responders in the event they do not return on time,”

said Petty Officer 1st Class Lauren Brady, an operational specialist and watchstander at Coast Guard Sector Anchorage. “The more information we have to establish the search area the better your chances are of being located quickly.”

Weather in the area of Chenega Bay had 23 mph winds with gust to 35 mph, 4-foot seas with snow and rain limiting visibility to about a quarter mile.

Coast Guard Medevacs Injured Man Near Sitka, Alaska Press Released by USCGAS Sitka Public Affairs

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Coast Guard Air Station Sitka MH-60 Jayhawk helicopter crew medevaced a man with multiple injuries from a beach approximately 10 miles north of Sitka Friday.

The man, who reportedly had a tree fall on him while in the woods, was safely transported by the Jayhawk crew to emergency medical service personnel for transfer to Mt. Edgecumbe Hospital in Sitka for additional care.

The search for the injured man began after Coast Guard Sector Juneau watchstanders received a brief distress

from the man’s wife over the radio.

Watchstanders notified Sitka Mountain Rescue and diverted the Jayhawk crew from a routine patrol to assist.

Watchstanders were contacted by the crew of the good Samaritan fishing vessel Victory, who noticed a flare shot off by the man’s wife and were providing assistance.

Sitka Mountain Rescue arrived on scene and prepared the injured man for transfer to the Coast Guard

helicopter. The Jayhawk crew arrived, safely hoisted the patient aboard and returned to Sitka.

“The preparedness of the two people found today was key to the swift rescue of the injured man,” said Petty Officer 3rd Class Rich Hinderhofer, a watchstander at the Sector Juneau command center. “Carrying all the necessary survival gear in your boat makes it much easier for rescuers to find you.”

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

Rotor Review #

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 lift74 aircraft in the U. S. Navy, Marine Corps and Coast Guard.

119 Winter ‘13 Keep members informed of new developments and accomplishments in rotary wing aviation.

Book Review by Capt Vincent C. Secades, USN (Ret)

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n the afternoon of 5 may 1966 LCDR Dave McCracken, USN, flying an UH-2B helicopter operating from USS England (DLG 22) at the South SAR station, off the North Vietnamese coast, launched in response to a mayday from an RF-8A pilot that had to eject a few miles northwest of the city of Vinh. With copilot LT Robert Bednar, and aircrewmen ASJ1 Edward Campbell and ATN2 Henry Owen, McCracken proceeded to the area where another F-8 was circling the spot where the pilot had ejected. The area was crawling with North Vietnam Army (NVA) troops.

The helicopter was being peppered by small arms fire. From an airfield three miles south of the area,

one of the fighter airstrips i n t h e V i n h complex, large c a l i b e r AAA pieces fired at the helo r e p e a t e d l y.

McCracken began to take evasive action while Bednar reported the tracers passing over or under them. They took a small arms hit right on the pilot’s seat armor at head level. The round splintered, n i c k i n g McCracken in the neck and spraying shrapnel around the cabin and the rescue door.

A large caliber shell exploded nearby, jarring the helicopter with such concussive force that M c C r a c k e n ’s jaws were s l a m m e d t o g e t h e r, c h i p p i n g one tooth.

McCracken called for the RESCORT, two A-4s, to attack and take out the heavy guns, so he could continue the visual search for the downed pilot. The RESCORT leader responded that the guns could not be attacked because they were on airfields that were unauthorized targets. McCracken could not believe it! The enemy was shooting at them with absolute impunity, and they were prohibited from firing back. After multiple attempts to locate the survivor, with the aircraft suffering unusual vibrations caused by the multitude

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Book Review

Big Mother 40

of holes in the airframe, McCracken returned to the ship for repairs. When the helicopter was repaired, McCracken flew over to USS Ranger, determined to complain to the Admiral about the insane rules of engagement (ROE) that were curtailing his detachment’s ability to perform rescues. The Admiral’s Chief of Staff intercepted McCracken, took him aside, and said: “You are doing a great job, but this is the way we are fighting this war. Now get back in your helicopter and go back and continue to do a great job.” This incident is an excellent illustration of the deleterious consequences that political considerations had in the prosecution of the Vietnam War. The American involvement in the Vietnam War started with a group of military advisors during the Eisenhower administration. In 1961 the newly installed Kennedy government significantly increased military assistance to the Army of the Republic of Vietnam (ARVN). By the end of that year, the U.S. Army was providing helicopter support to ARVN combat operations using the Piasecki CH-21. In time, helicopters would play a role of such magnitude in the Vietnam War, The Helicopter War, that it would make them utterly indispensable in the conduct of modern warfare. The political constrains that prevailed during the Vietnam conflict sealed its final outcome. After Congress passed The Gulf of Tonkin Resolution in August 1964, President Lyndon Johnson began the build up of U.S. forces in Vietnam and stepped up the air and ground campaigns. But Johnson’s goal was not to win the war, but to bolster South Vietnam’s defenses until the ARVN could prevail. From 1965 to 1969 the U.S. fought a limited war in Vietnam, where the Viet Cong (VC) enjoyed sanctuary in Cambodia and Laos, and no serious attack was mounted Continue on page 74

Author: Marc Liebman, CAPT(Ret)

Rotor Review # 119 Winter ‘13

Book Review: Big Mother 40

Continued from page 70

against North Vietnam. Meanwhile, the daily reports of casualties and the TV war images at home began to erode the support for the war.

The Tet Offensive, launched by the NVA and VC in January 1968, marked a turning point in the war. Faced with increasing public protests and bad news from his commanders in the field, Johnson decided to stop the escalation of the war. He also decided not to seek reelection in the incoming November 1968 elections.

The events of that year preordained the final outcome of the Vietnam conflict. In 1969 the new President, Richard Nixon, announced his plan to end the U.S. involvement in Vietnam, called Vietnamization. U.S. troops would withdraw gradually, handing back the fighting to the ARVN. New peace talks began in Paris that year. To motivate the communist negotiators in Paris and bring a faster end to hostilities, Nixon intensified the air campaign over North Vietnam and ended the sanctuary status of Laos and Cambodia. With large contingents of U.S. troops already withdrawn from Vietnam, on 30 March 1972 the NVA launched a massive assault on the south. The remaining U.S. forces and the ARVN fought back and stopped their advance.

It is in this period in the Vietnam War that Marc Liebman places the protagonists of the story in his book. Although a fiction novel, the book offers a realistic and compelling picture of the helicopter war in Vietnam. The cleverly woven plot follows the lives of four men: a Soviet Air Defense Forces Colonel; a

North Vietnam Army Colonel; and two U.S. Navy Lieutenants, a SEAL and a Naval Aviator. As their stories unfold, their paths touch and crisscross, until their climatic confluence in the dramatic conclusion.

Liebman masterfully captures the irrationality of the ROE under which our fighting forces had to operate in Vietnam. Reading Chapter 7, In Hack, brought to mind Dave McCracken’s real life experience with a similarly nefarious ROE, and gave me a relevant opening for this review.

Incidentally, McCracken was the Commanding Officer (CO) of HC-7 from July 1972 to July 1973. This is the squadron in which LT Josh Haman, the hero in Liebman’s story, was serving.

Liebman created a fictitious HC-7 CO, CDR Kaito Nagano. Nagano is depicted as a buffoon, an incompetent officer with no leadership abilities whatsoever, the absolute antithesis of CAPT McCracken, who was a warrior, a nononsense inspirational leader, respected and admired by all who served under him.

In this book, his first major work, Liebman amply demonstrates that he is a very talented writer. His narratives of both air and ground combat are masterfully written. They are realistic and authentic. The reader soon forgets that he/she is reading

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fiction, for it is as close as it could be to actual helicopter combat operations in the Helicopter War. His electrifying accounts of combat search and rescue (CSAR) episodes, insertion and extraction of Navy SEAL teams behind enemy lines, and the dangerous missions these always vastly outnumbered and outgunned SEALs performed, are gripping descriptions that touch the essence of the combat experience. Liebman was able to capture the range of extreme emotions of his protagonists: their rage and their fears, their friendships and their antagonisms, and the finality of sudden death.

Marc Liebman plans this to be the first in the Josh Haman series. This book gives promise of a very engaging and entertaining series.

CLICK BUY NOW TO PURCHASE ON

Big Mother 40.

Marc Liebman Fire Press, LLC Tucson, AZ 2012, soft cover, 388 pages, illustrated

BUY NOW

www.FirePress.com

Rotor Review # 119 Winter ‘13

The newest naval helicopter pilots going to the fleet

WINGING CLASS 28SEP12 Third Row: CDR Paul D. Bowdich, USN; ENS Gregory C. Sutter, USN; LTJG Matthew J. Dori, USN; LT Alexander B. Currie, USCG; ENS Caleb J. Wyman, USN; LTJG Joshua A. Mann, USN; ENS Anthony J. Wich, USN; and Col. James D. Grace, USMC. Second Row: Lt. Col. Robert S. White, USMC; 1st Lt. Mark P. Washington, USMC; 1st Lt. John T. Fischer, USMC; LTJG Nathan L. Tocco, USN; ENS Derek P. Greene, USN; 1st Lt. Alexander J. Hammac, USMC; 1st Lt. Raymond C. Webb II, USN; and CAPT Joseph A. Bauknecht, USN. First Row: CDR Christopher L. Pesile, USN; 1st Lt. Aaron T. Nelson, USMC; LTJG Matthew C. Simpkins, USN; LTJG Chaz T. Brown, USN; ENS Christa A. Turner, USN; ENS Thomas A. Higgins, USN; LTJG Natalya E. Cooper, USN; and 1st Lt. Joshua W. Banks, USMC.

WINGING CLASS 26OCT12 Third Row: CDR Paul D Bowdich, USN; 1st Lt. Benjamin W. Donaldson, USMC; ENS Matthew S. Stafford, USN; ENS Kyle C. Mayes, USN; 1st Lt. Ryan G. Bell, USMC; ENS Brice J. Patrick, USN; ENS Daniel E. Willey, USN; 1st Lt. Cameron B. Burnett, USMC; and Col. James D. Grace, USMC. Second row: Lt. Col. Robert S. White, USMC; LT Gregory C. Waugh, USCG; ENS Clay S. Arthur, USN; ENS Nicolas R. Parsons, USN; 1st Lt. Brendan T. Carroll, USMC; 1st Lt. Nicholas A. Rhea, USMC; LTJG Sanad H. Alsanad, RNSF; ENS Eric A. Hammond, USN; ENS Michael A. Spencer, USN; ENSRotor Gerald K. Batchelder, USN; and CAPT Bret C. Batchelder,77 USN.First row: CDR Christopher L. Pesile, USN;LTJG. Tyler J. Grant, USN; 1st Lt. Review # 119 Winter ‘13 Andrew J. Chang, USMC; LTJG Abdulaziz A. Al-Bussairy, RSNF; LTJG Matthew S. Delahunty, USCG; ENS Christopher L. Thumen, USN; ENS Ryan J. Kaczorowski, USN; Lt.j.g. Ryan C. Cassidy, USCG; LT Kristine M. Rice, USCG; and 1st Lt. Nicholas T. Hamilton, USMC.

Continued from page 74

WINGING CLASS 09NOV12

Third Row: CDR Paul D Bowdich, USN; ENS Christopher G. Memminger, USN; 1st Lt. Charles J. Stevenson, USMC; LTJG Michael I. Freeman, USCG; LTJG Chris M. Pappe, USCG; ENS John H. Milne IV, USN; and Col. James D. Grace, USMC. Second row: Lt. Col. Robert S. White, USMC; 1st Lt. Brian L. Vandenbroeke, USMC; LTJG Jacob A Dorsey, USCG; ENS Michael L. Strauss, USN; ENS William J. Nichols, USN; ENS Reilly A. Parsons, USN; and CDR Cledo Davis, USN. First row: CDR Christopher L. Pesile, USN; LTJG Chelsie V. Edmondson, USN; ENS Joshua A. Nunn, USN; ENS Kory L. Perez, USN; ENS Stephen P. Friedrick, USN; and LTJG. Allison K. Pelosi, USN.

WINGING CLASS 30NOV12

First Row: CDR Christopher Pesile, USN; 1st Lt. William Scott, USMC; LTJG Tessa Clayton, USCG; ENS John Bamonte Jr., USN; 1st Lt. Kyle Kapron, USMC; ENS Ryan Frebowitz, USN; ENS Scott Constantine, USN; 1st Lt. Cody Barton, USMC; and Col. Robert Sherrill, USMC. Second Row: ENS Travis Lee, USN; 1st Lt. Dustin Ralph, USMC; ENS Karl Kobberstad, USN; ENS Robert Kaplan, USN; LTJG John Briggs, USCG; 1st Lt. Clifton McKenzie IV, USMC; ENS Christopher Olander, USN; LTJG Drake Thornton, USCG; and Lt. Col. Robert White, USMC. Third Row: CDR Paul Bowdich, USN; 1st Lt. David Kolbach, USMC; ENS Brian Walters, USN; 1st Lt. Nathan Mast, USMC; LTJG Kenneth O’Loughlin, USN; 1st 78 Rotor Review # 119 Winter ‘13 Lt. David Cole II, USMC; ENS Derek Hudson, USN; LTJG Kevin Shanahan, USCG; 1st Lt. Joseph May, USMC; and Col. James Grace, USMC.

CAPT Dave Schnell, USN

April 6, 1984 - Sept 1, 2012 Captain Schnell logged over 3,200 flight hours. During his command tour, HT-18 received the Navy’s Meritorious Unit Award and swept all six of the major training command unit awards including the VADM Robert Goldwaithe Trophy awarded to the Navy’s training squadron of the year. Following command, he was assigned to NATO as the Deputy Chief of Staff, Plans for Commander, Maritime Air Naples (CMAN) Italy. From August 2007 until July 2009, CAPT Schnell served as Commanding Officer of Naval Station Great Lakes, Illinois, “the Quarterdeck of the Navy.” From August 2009 until August 2012, he served as the Chief of Naval Operations’ Chair and Assistant Professor of Military Strategy and Logistics at the Eisenhower School for National Security and Resource Strategy, National Defense University (NDU), Washington, D.C. CAPT Schnell retired on 01 September 2012 after 28 years of Naval Service. He has earned the Defense Superior Service Medal, Legion of Merit, Joint Meritorious Service Medal, and two Meritorious Service Medals.

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Rotor Review # 119 Winter ‘13

79

Perspective from a Junior Officer

How Many Backup Frequencies Can You Have?

Article by LTJG Tim Morgan, USN

I

was four months into my first deployment as a junior helicopter pilot with HSC-26 Detachment ONE in Bahrain. I had about two months left and was looking to make aircraft commander within a few weeks of returning to Virginia.

Since I was nearing the end of my time in Bahrain, I felt I had a good grasp of the flying out here. However, on this particular day I was reminded that there are always new situations you can find yourself in that will force you to be flexible and expand your experience and comfort level.

The “World Famous” Desert Hawks of HSC-26 Detachment ONE are based out of the Bahrain International Airport. Our primary mission is to support the coalition ships in the Arabian Gulf with passenger, VIP, mail and cargo transfers, Search and Rescue and MEDEVACS. Today, we were scheduled for a straightforward cargo and passenger run out to the Central Arabian Gulf for two ships. The plan was to hit an LPD, drop off some passengers and cargo, load up, and continue to a destroyer. I was practicing making the aircraft commander decisions this flight, and I decided that since the destroyer was relatively close, we wouldn’t need to refuel on the LPD since we could still make it while maintaining a bingo back to Bahrain.

Our takeoff from Bahrain was uneventful. Once we started descending

towards the LPD, however, we had an initial glimpse of how the day was going to go. We had no luck raising them on their primary and secondary land/launch frequency, but before we closed within sight, we heard them calling us on guard.

We switched up guard, deciphered their updated land/launch frequency, tuned it in and landed. First lesson of the day: Air capable ships have guard and should be monitoring it; it’s not just for ATC or Iranian queries. After shutting down to fix a popped cam lock on our tail, we departed and headed northwest to our second ship.

We quickly picked up the destroyer’s TACAN and I did a quick fuel calculation, coming up with 20 minutes of extra time to hang around if they weren’t ready. I didn’t think too much about it, as we had been to this ship multiple times before; they had a reliable TACAN, good fuel, and a proficient deck crew. We called inbound about twenty miles out, and after silence for about five minutes, we heard them request we stay outside a five mile arc due to their radar operating at high power. At five miles we began to slow down and circle.

I started the 20-minute timer. Next, we heard them request that we stay south of their position. I read it back but didn’t have an acknowledgement in return, other than asking us if we wanted box lunches and fuel. I said yes, but again no reply. It appeared that they could hear us since they never asked to repeat

anything, we weren’t sure. Five minutes later and still holding south of the ship, I casually mentioned to them we would need fuel in the next ten minutes. They came back shortly asking if we were ready to copy their course, speed and wind information. Again I replied, but no response. The aircraft commander finally mentioned what was starting to dawn on me; that he didn’t think they could hear us.

I agreed. Earlier I assumed that they didn’t like to follow up on our calls, but didn’t seem likely unless they were blatantly ignoring us.

We started discussing what might be the issue.

Our radios had worked fine up to that point so we didn’t think it was on our end. With the timer counting down past ten minutes, we switched to their backup land/launch.

My thought was with positive twoway communication and positive position data, as stated in our squadron standard operating procedures, we were cleared to fly past our bingo. We had all that, right? We knew exactly where they were and we had contact with them. But did we have two-way communications? Maybe not. Time for the backup plan. After no luck with their backup land/launch and since we didn’t want to press inside five miles due to their radar, we decided to try them on fleet tactical. Still nothing. Five minutes until our bingo. We tried Maritime 16.

Again, no response. At this point we had fleet tactical and Maritime 16 in each radio. About 20 seconds later, we heard them calling us. Not sure what radio they were transmitting on, we each try a radio. Three minutes. We determine they are using fleet tactical and finally confirm Continue on page 81

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Rotor Review # 119 Winter ‘13

80

Perspective from a junior Officer

I

learned a couple important lessons this flight. First, when you are up against your bingo, be assertive.

Second, don’t forget about the backup frequencies you have... It’s a capability... our helicopter that we don’t use often... We used just about every backup frequency available, other then breaking out our survival radios. While the flight was more frustrating than anything close to dangerous, it was a valuable learning experience and not a situation I would like to repeat.

Continued from page 80

they can hear us. They report they may be having radio issues and are working on fixing their land/launch. I tell them we’re standing by. Two minutes. At this point the aircraft commander, being more assertive and not wishing to be committed to the ship with their radio issues, says if they can’t give us a green deck with the next few minutes, we will

be leaving. With about one minute left, they give up their troubleshooting and pass us their course and winds along with a green deck. Undramatically, we landed without incident using fleet tactical, drop off our mail, get some fuel and head home.

I learned a couple important lessons this flight. First, when you are up against your bingo, be assertive. Let the

81

ship know if they can’t land us soon, we will head home and they won’t get their mail. Convinced they would be ready in the next few minutes, I wanted to keep pushing the bingo. While we weren’t in danger of ditching, pushing the bingo can only lead to trouble, especially on a mail and cargo run that we could fly out the next day. Second, don’t forget about the backup frequencies you have. We’ve had fleet tactical memorized since the Fleet Replacement Squadron, but this was the first time I actually had to use it. Same deal with Maritime 16. It’s a capability of our helicopter that we don’t use often, but don’t forget about it when it could be useful. We used just about every backup frequency available, other then breaking out our survival radios.

While the flight was more frustrating than anything close to dangerous, it was a valuable learning experience and not a situation I would like to repeat.

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