Rotor Review Summer 2015 #129

Number 129 Summer 2015

Summer 2015 Issue 129

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10/10/2014 13:59:36

BORTAC Joint Exercise with U.S. Border Patrol, USCG and HSC-14.

Photos by Q of Q Concepts | Cover designed by George Hopson, NHA Art Editor

Naval Helicopter Association ©2015 Naval Helicopter Association, Inc., all rights reserved

GPNVG-18 with a 97O view - Page 15

Features Editor-in-Chief

Aided Field of View Performance and Aircraft Attitude Recognition LT Adam Ronald Shreders, USN

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Design Editor

The MH-60R’s Not - So Precise Precision Approach LT David Farrell, USN

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Copy Editor

A Symposium to Remember: 2015 NHA Symposium in Review 2015 NHA Symposium Committee and Rotor Review Editors

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Deadly Osprey Crash Spurred Safety Changes Gretal C. Kovach | Reprint from San Diego Union-Tribune

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LT Ash Preston, USN George Hopson

CAPT Jill Votaw, USN (Ret) CDR John Ball, USN (Ret)

VADM Grosklags speaks at the 60B Ceremony - Page 25

HSC / HS / HM Editor LT Kristin Hope, USN AWS1 Dan Mitchell, USN

HSL / HSM Editor

LT Nick Holman, USN LT Emily Lapp, USN AWR1 Broc Fourier, USN

USMC Editor

Focus

BattleCat 700 flies in formation with two Army Apaches - Page 38

Joint Environment: Afloat or Ashore

TBD

USCG Editor

LT James Cepa, USCG LT Doug Eberly, USCG

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

VMM-261 lands onto Karel Doorman - Page 44

Historian / NHAHS

CDR Joe Skrzypek, USN (Ret)

Historians Emeritus

HSM-73 Trains with Apaches LTJG John Sturgill, USN

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Operation Green Flag Turns Joint LT Adam Beauregard, USN

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VMM-261 Ospreys Go Dutch LCpl Fatmeh Saad, USMC

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Training with External Agencies LT Mark Trask, USN

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CDR Lloyd Parthemer, USN (Ret) CAPT Vincent Secades, USN (Ret)

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.

In appreciation of our advertisers AgustaWestland HoverGirl Properties Navy Mutual University of San Diego MSGL Sikorsky Aircraft Corporation

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Naval Helicopter Association, Inc.

Corporate Associates

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

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

AgustaWestland Inc. Airbus Group BAE Systems / Electronics Bell Helicopter Textron, Inc. Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Capewell Aerial Systems Elbit Systems of America FLIR Systems, Inc. G.E. Aviation Kongsberg Defence Systems Lockheed Martin Mission Systems and Sensors LSI, Inc. L3 Communications / Crestview Aerospace L3 Communications / Ocean Systems L3 Communications / Vertex Logistic Solutions 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 USAA UTC Aerospace Systems

National Officers

President..................................................CDR Shawn Bailey, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards ...........................................CDR Dewon Chaney, USN V/P Membership .....................................LCDR James Udall, USN V/P Symposium 2016................................CDR Chris Bailey, USN Secretary.......................................................LT Kasey Scheel, USN Treasurer .................................................LT Jeremy Cappalo, USN NHA Stuff...............................................LT Robin Dirickson, USN Senior NAC Advisor................................AWCM Justin Tate, USN Executive Director........................CAPT Bill Personius, USN (Ret) Admin /Rotor Review Design Editor........................George Hopson Membership/Symposium .........................................Leanne Dehner Marketing......................................................................Linda Vydra

Directors at Large

Chairman.....................RADM William E. Shannon III, USN (Ret) CAPT Gene Ager, USN (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Dennis DuBard, USN (Ret) CAPT Tony Dzielski, USN(Ret) CAPT Greg Hoffman, USN (Ret) CAPT Dave Moulton, USN (Ret) CAPT Bill Personius, USN (Ret) CAPT Paul Stevens, USN (Ret)

Regional Officers

Region 1 - San Diego

Directors.………………......................CAPT Sil A. Perrella, USN CAPT Lawrence Vincent, USN CAPT Marc Orgain, USN President..…...................................................CDR Ed Weiler, USN

NHA Scholarship Fund

President........................................CAPT Paul Stevens, USN (Ret) Executive Vice President.......CAPT Kevin “Bud” Couch, USN (Ret) V / P Operations..........................................LT Jonathon Wendt, USN V / P Fundraising ..................................CAPT Michael Fuqua, USN (Ret) V/ P Scholarships ....................................CDR Jeffrey Melody, USN V/ P CFC Merit Scholarship.....................................LT Ian Gill, USN Treasurer.................................................LCDR Bob Royal, USN (Ret) Corresponding Secretary............................LT Alexa Bestoso, USN Finance /Investment..............................CDR Kron Littleton, USN (Ret)

Region 2 - Washington D.C.

Director ....…………...…….…….................CAPT Kevin Kropp, USN Col Paul Croisetiere, USMC (Ret) President ................................CDR Wayne Andrews, USN CDR Pat Jeck, USN (Ret)

NHA Historical Society

Region 3 - Jacksonville

President............................................CAPT Bill Personius, USN (Ret) Secretary ..........................................CDR Joe Skrzypek, USN (Ret) Treasurer..............................................................................Joe Peluso San Diego Air & Space Museum ...........CAPT Jim Gillcrist, USN (Ret) USS Midway Museum .................CWO4 Mike Manley, USN (Ret) Webmaster...................................CDR Mike McCallum, USN (Ret) NHA BOD....................................CAPT Dennis DuBard, USN (Ret)

Director ..........................................................CAPT Clay Conley, USN President......................................................CDR Michael Burd, USN

Region 4 - Norfolk

Director .......................................................CAPT Pat Everly, USN President ....................................................CDR Chris Bailey, USN

Region 5 - Pensacola

NHA Junior Officer Council

Directors.................................................CAPT Mark Murray, USN Capt Thomas MacDonald, USCG President ............................................CDR John D. McBride, USN 2015 Fleet Fly-In.............................................LT John Geary, USN

President.................................................LT Jeremy Cappalo, USN Region 1........................................................LT Dave Thomas, USN LTJG Laura Woessner, USN & LT Anna Kopp, USN Region 2............................................................LT Aaron Lee, USN Region 3................................................LT Tim Barnikel, USN Region 4...................................................LT Andrew Countiss, USN Region 5...... LT Cameron Bouton, USN & LT Ross Conely, USN Region 6.....................................................LT Chris Campbell, USN

Rotor Review #129 Summer 2015

Region 6 - Far East

Director..............................................CAPT Murray J. Tynch, USN President..….....................................CDR Stephen Froehlich, USN

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Departments Number 129 / Summer ‘15

AW119-Kx on display- Page 12

In Review

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From the Organization

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In Our Community

9

Industry and Technology

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Change of Command

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Historical

FLIR’s Star Safure 380-HD - Page 13

HSM-73 doing joint ops with the Air Force - Page 61

In The Memory of “CLEM” Mike Shephard | Edited by Joe Skrzypek

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Shine Angel Shine CDR Tom Phillips, USN (Ret)

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Command Updates

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Engaging Rotors

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Pulling Chocks

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Book Review

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Perspective

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HSM-37 comes home - Page 65 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: navalhelicopterassn@gmail.com 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 by email to: rotorrev@ simplyweb.net; or by mail to: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA, 92178-0578, call (619) 435-7139.

Editors Emeritus

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

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

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 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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I n R e vie w Editor’s Log

by LT Ash Preston, USN - Rotor Review Editor-in-Chief

O

n the heels of the 2015 NHA Symposium, this summer’s Rotor Review issue brings the joint operations of today’s Naval Helicopter Community to your fingertips. This issue’s Focus, “Joint Environment: Afloat and Ashore”, highlights the Naval Helicopter operations happening now across the world.

It seems that our service has been saying things like “joint is the future” for a decade or more, and our community is at the forefront of just that.

Operation GREEN FLAG is one of the most well-known training exercises in our community. LT Adam Beauregard’s recount of this year’s operation proves the extreme forward-leaning nature of our community’s MH-60R and MH-60S helicopters, specifically how they are vital to restricted waters transit threats, and our

joint forces’ training to defend the high value unit.

HSM-73’s participation in FIFTH Fleet’s semi-annual SHAMAL exercise is another great example of the integration our helicopter fleet is proving in the community. The Battle Cats of HSM-73 trained with one of the most lethal helicopters known to rotary wing aviation, the AH-64D Apache.

LTJG Sturgill’s Focus article highlights the excitement of the two-day SHAMAL exercise, including the joint live-fire and oil terminal defense training events.

Our editorial staff is also proud to include an article with an international twist as part of this issue’s Focus section, after receiving LCpl Fatmeh Saad’s retelling of VMM-261’s MV-22 Osprey interoperability tests aboard the Royal Netherlands Navy warship Karel Doorman. Plus, that awesome cover

designed by NHA’s Design Editor, George Hopson, serves as a perfect intro to LT Mark Trask’s BORTAC article, which tells just how hard our Navy-Coast Guard team is working in the Border Protection mission.

As always, our Feature section is packed full of great content, including highlights of important safety changes following a deadly Osprey crash, the future of NVDs used across our community, and the uncovering of a well-known but unfixed challenge to MH-60R Seahawk crews (and probably most helicopter variants): barometric altimeter error.

Thanks for reading the aforementioned articles and all of the other content included in this Summer’s issue.

We hope you enjoy it!

HSC-14 Chargers fastroping CG Maritime Safety and Security Team (MSST) of CG Sector San Diego to a forward spot of a guided missile cruiser (CG). Photo courtesy of HSC-14 Public Affairs Office

Rotor Review #129 Summer 2015

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Letter of the Editors It is always great to hear from the members of NHA to learn what impression Rotor Review is making upon its members. This magazine’s staff always strives to provide the product that meets the demand of the NHA members at large. We urge you to remember that we maintain many open channels by which you may contact the magazine staff for feedback, suggestions, praise, or publishing corrections. If you would like to write a letter to the Editor-in-Chief, please forward any correspondance to navalhelicopterassn@gmail.com or mail to the following address: Letters to the Editor c/o Naval Helicopter Association, Inc. P.O. Box 180578 Coronado, CA 92178-0576

2015 NHA Symposium

Although we received a lot of positive comments about the Symposium, here’s a comment via email from a former NHA President: Thank you for putting on an OUTSTANDING Symposium! NHA just gets better every year. Well Done!

Not everyone knows how hard it is to pull off an event of this scale and to do it so well. You guys knocked it out of the park!

Again, thanks.

CAPT Mike “Babe” Ruth

Retraction It comes to our attention that we published the wrong biography for Mr. Edward “Scott” Reed of GE Aviation in Rotor Review, Issue 128. We send our apologies to Mr. Reed for this mistake.The following is the correct biography: Scott was born in Columbus, Ohio, and raised in the Boston area. He attended Tufts University and graduated with a B.S. degree in Mechanical Engineering in 1979. Following graduation, he began a Manufacturing Management Training Program at GE’s Aircraft Engines facility in Lynn, MA and worked in GE’s Manufacturing Division from 1979 to 1985 in various factory automation/robotic related jobs.

While working full time, Scott embarked upon a law degree, receiving his Juris Doctorate from Suffolk University in 1985, and passing the Massachusetts bar that same year.

In 1983, he received the Young Engineer of the Year award for his work with robotics. He transferred to the Military Engines Operations (MSO) in 1985 and held numerous U.S. Military and Foreign International Military positions from Product Support to Program Manager. In 1995, he was selected to become MEO’s first Master Black Belt, and in 1997, moved on to become the Project Manager of the F/A18 E/F development engine program. In 1999, he transferred into the helicopter business as Director of Customer Support and was subsequently promoted to Director of T700 US Military Programs and Support.

Scott is married to Katherine and resides in Boxford, Massachusetts. They have two cool kids, Charlotte (24) and Teddy (22). Scott enjoys spending time with his family (these days mostly Teddy’s football games), fishing, old car (’67 Jag), golfing and Labs.

Naval Helicopter Association

2015 Submission Deadlines and Publishing Dates Fall 2015, Issue 130................................August 19, 2015 / October 2015 Winter 2016, Issue 131....................November 19, 2015 / January 2016

Rotor Review Submission Instructions 1.

Articles must be put in a Word Doc format without any tabs, formatted alignment and embedded photos or artwork.

2. Photos and Vector Images must be a EPS, TIF, HI-RES JPEG or PDF in CYMK mode with a resolution of 300 dpi.

3. Videos can be in a mp4, mov, or avi formats. All submissions must follow these guidelines: • • • • •

With your submission, please include the title and caption of media, photographer’s name, command, and the time length of the video.

Make sure the media does not display any classified information / material.

Make sure all manuvers comply with NATOPS procedures.

All submissions shall be tasteful and in keeping with good order and discipline.

All submissions should portray the Navy, Marine Corps, and Coast Guard and individual units in the best light.

All submissions can be forwarded to your community editor via email, NHA website, or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA , 92178-0578

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From t h e O rga n i z a ti o n

Chairman’s Brief

by R A DM B ill S ha n n o n , U S N (R e t)

G

reetings! Hope you have all been enjoying the summer months.

Would like to provide some personal insights from this year’s NHA Symposium; but, before I do, I want to first personally thank CDR Brent “Hollywood” Gaut for his leadership as the NHA National President.

Hollywood, it was great working with you and I really loved the energy you brought to the job. You made us a better organization!

Good luck as you move on to bigger and better things. Welcome aboard to our new National President, CDR Shawn “Opie” Bailey. Look forward to working with you Opie!

This year’s Symposium is in the books and all I can say is WOW! It has to be the best I’ve attended. Well done to all who worked so hard to make this happen. A few of my takeaways below: • This year we were co-located at Town and Country Resort with the MCAA symposium. Admittedly, it was a coincidence, but we tried to take advantage of the proximity by holding a joint coffee and allowing

•

•

participants of either event to walk both floors. It was a small first step, but we did get some very favorable comments from exhibitors and senior leaders who were speaking at each venue. We will continue to look for opportunities like this in the future.

The SH-60B sundown ceremony was an added bonus this year. It was well attended and very well done. I really enjoyed seeing the former SH60B Skippers and crewmembers at the event.

My favorite panel at the Symposium this year was a new one: the Commodore and CAG panel which discussed ops in the AIRWING and in the CVBG environment. The annual question concerning Helo Pilots for CAG was asked and this year’s answer was the most concrete and detailed discussion

I’ve heard. See for yourself: we have the video on the NHA website: https:// nhea.memberclicks.net/symposium2015-video-highlights?servId=5967 The member’s reunion on the Midway Museum was incredible. We were able to land A/C on the flight deck, the food was the best I’ve seen, and the helo acrobatics by Chuck Aaron was, as usual, astonishing! If you haven’t been to the Midway Museum, you’re missing quite a treat!

• We had the most senior Flag Panel (4 Three Stars) we’ve ever had: a sign of the growing importance of rotary wing.

One area that we know needs improving is the San Diego venue in the future. While the meeting spaces at the Town and Country were very good, many of the rooms were sub-par. The NHA staff is researching alternate venues for the 2017 Symposium in San Diego. In particular, we will be trying to find a venue downtown that can accommodate our size and government per deim. More to follow.

I’m looking forward to the next big event, The Fleet Fly-in…hope to see your there!

President’s Message

by C D R S h a w n “ O p i e ” B a i l e y, U S N

I

t is very humbling to be nominated to serve as your NHA President. I am truly honored by this opportunity to assume the helm of this awesome organization that is dedicated to the furtherance of our great profession, and all the men and women of the naval helicopter community. I very much look forward to working with our national and regional leaders to better serve our members and the association.

Brent “Hollywood” Gaut, our outgoing NHA President, worked relentlessly alongside our Executive Director, CAPT Bill Personius, USN, Retired, to raise the bar, expanding the NHA brand and making it something each one of us can be proud of. Brent – from all of us at NHA, thank you for your thoughtful stewardship, vision and ingenuity. Your decisive leadership of our NHA organization has made us better

Rotor Review #129 Summer 2015

and more relevant; stimulating thought, fostering discussion and building unity for the entire helicopter community.

Your efforts have propelled us forward and we are all better for having had the benefit of your service. You will be missed!

We are a part of the finest fighting force the world has ever known. The aviators, aircrewmen and maintenance professionals of the United States Navy, Marine Corps, and Coast Guard vertical lift community are poised everyday to prevent war, preserve peace, save lives and, if called to do so, excel and win in combat. NHA aims to bring our community together, cultivate knowledge, encourage critical thinking and keep you informed about our past, the present, and the trajectory of our

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community. The future of rotary wing warfare is out there among our membership YOU - the leaders that will take us to the next level. To do this we need every voice from the vertical lift community. Today NHA stands 3,000 members strong. I believe that number can and should grow. The power and relevance of our professional organization depends on you.

Our goals and priorities over the next 18 months are straightforward. One, continue to build membership. In particular, we would like to see an emphasis on both our enlisted Sailors and Retirees. The vital perspectives of these two groups add a great deal to the collective knowledge and understanding of our organization. Two, provide an active voice to ALL members, regardless of age/rank/ status, active duty or retired. We encourage you to write and participate in the various

RADM Bi l l Shannon, U SN ( R et) NHA C hai r m an

forums and events that NHA facilitates to build unity and foster discourse that will continue to propel the vertical lift community forward. Finally, maintain the momentum from 2015, and plan for and execute an unmatched 2016 NHA Symposium in Norfolk, VA. This is an incredible period of

CDR Shawn “Opie” Bai l ey, U SN NHA President

transition for the vertical lift community, but one aspect has not changed since the inception of our sea services - we still operate forward every day, in war or peace. NHA needs you if we are to build upon the legacy of our previous NHA leaders.

Your regional and national officers are committed to doing

CAPT Bill Personius, U SN ( R et) N H A Ex ec uti v e D i r ec tor

AW C M J u s t i n Ta t e , U S N Seni o r N A C A d v i s o r

whatever we can to foster esprit de corps and ownership throughout the NHA family.

I look forward to meeting and working with you over the next 18 months. All the best to you and your family; I hope to see you at the Gulf Coast Fleet Fly-in!

Executive Director Notes

by C A P T B i l l P e r s o n i u s , U S N ( R e t )

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he 2015 NHA Symposium is over and it was a success. We certainly have received many great comments about the outstanding time that everyone had and the turnout at all the events was notable even with the rain we experienced toward the end of the week. The NHA Symposium Committee did a great job making all the preparations and while I think we all noted some areas that could be improved on, most everything went according to plan and the outcome overall was well received by our membership. We are

hoping that next year in Norfolk will be even bigger and better than this year.

While we are still working the details of the contract with the hotel, we plan to be downtown and hope to settle on the week of 9-13 May 2016 so watch the NHA website for further details. Thank you to all those that helped make this year’s event a success. The NHA National Staff would like to wish Brent “Hollywood” Gaut good luck at his next assignment and thank him for a year and a half of his support and leadership. Welcome to CDR Shawn “Opie” Bailey, the CO

of HSC-3 who is our next NHA National President. We look forward to working with you on upcoming events, such as the Region One Beach Bash on Friday 17 July and the Fleet Fly-In/NHA Join-Up 26-30 Oct 2015. We would also like to welcome Chris “Blackjack” Bailey to the Symposium Team, Chris will be our 2016 NHA VP for Symposium coordinating all the Norfolk 2016 events.

was a great success. “Thank You” to AWSCS Jerome Shropshire, AWRC Adrian Santini and everyone who volunteered in putting together a challenging and enjoyable Aircrew competition. Also, a shout out to ADS for donating the classy shirts that were given out. For everyone to know, HSC3 Students placed 1st, HSC-3 Instructors placed 2nd and HSM-49 “Team A” placed 3rd amongst 14 teams. It was great to see the spirited competition and all the spectators that showed their support for the adventurous Aircrew teams.

In reference to this issue of Rotor Review, Joint Environment Afloat and

Ashore, it is very apparent how different rotary wing aircraft from different services are working together to meet the mission at hand. This, once again, confirms how relevant and capable our helicopters are when given a task to complete with whatever other unit, aircraft model or even a service from another country. It also reaffirms that we as Aircrewmen are a big part of the successes that our rotary communities are having. I commend all of you for serving and being the ultimate Aircrew professionals that you are.

Keep your turns up and keep bringing in those new members!

Aircrewman’s Corner

by AW R C M J u s t i n Ta t e , U S N

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ellow Aircrewmen, Good day to all of you! WOW! What a great event the 2015 NHA Symposium was this year. I personally want to thank all of you that supported the symposium by showing up and participating in the events and panels provided. All the panels that were offered provided amazing information from a wide range of topics. From the Aircrewman standpoint, it was great to have CNAP Aircrew Training, SAR Model Manager, PERS Helo Placement and the Aircrew Enlisted Community Manager on the Aircrew Panel to provide up to date information to all present and answer any questions that you had.

As usual, the Aircrew competition

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Fly Safe!

navalhelicopterassn.org

I n Our C o m m u n i ty

NHA Scholarship Fund

by C A P T P aul S t e v e n s , U SN (R e t)

G

reetings from the desk of the Scholarship Fund.

Another successful Scholarship cycle is complete.

We awarded 21 scholarships this year totalling $37,000 as we continue to grow in both the numbers and award levels of the scholarships we give out. Many thanks to our most consistent and generous contributors: Corporate sponsors…. DP Associates, Lockheed Martin, Sikorsky, Raytheon, Northrup Grumman, CAE; funding from the Kaman Family Charitable Trust, Mark Vanderberg Charitable Trust, Ream and McCarthy Families, NHAHS, and all those individual donors who supported the Fund throughout the year with Regional fundraisers, personal donations and service to NHA.

Our next Scholarship application cycle will begin on 1 September 2015 and will close out on 31 January 2016. I’ve been so impressed with the accomplishments of the applicants we get every year. They are certainly the best of the best and our scholarships have made a real difference in their future. I’ve also noticed that we still have a long way to go in spreading the word to all those who have served in the Navy, Marine Corps and Coast Guard rotary wing communities that these scholarships are available. Your help in getting that word out is always appreciated Some final words... I am looking for a retiree in Regions 2 and 5 to help

their respective Regions with the scholarship selection process, fundraising and applicant outreach. In the San Diego area, we are still looking for a few retirees to actively work on our headquarters’ committee. I firmly believe we need strong retiree representation in all our Regions to see continued growth in the Fund.

If you need more information about what we do, read about us on our website at www. nhascholarshpfund.org. If you’re interested in making a difference in the life of the Fund, contact me at pstevens.nhasf@cox.net.

Want To Include The NHA Schoalrship Fund In Your Estate Planning?

We Can Help You With That!

Naval Helicopter Association Historical Society

by C A P T B ill P er s on i u s , U S N (R e t)

T

he NHA Symposium was a great event for NHAHS this year.

Master Chief Bruce Browne was the hit of the NHA Awards Luncheon as he received a standing ovation for being selected as this year’s Mark Starr Award recipient.

Our own Lloyd Parthamer was recognized as the “Oldest Helix” at the Symposium and he presented a NHAHS patch and lapel pin to one of the newly designated

helicopter pilots also at the Awards Luncheon. Many people stopped by our booth to talk and get their helicopter winging designation numbers.

We premiered our new video on a big screen television in the Helicopter Ready Room Two on USS Midway as part of the Members Reunion. That video is now on display for all visitors to see that come to the ship. The premier was

well attended and for those that were unable to be at the event we also played the video in the hangar bay during the Members Reunion Reception. If you are interested in joining the NHA Historical Society please contact us.

Keep your turns up.

A View From The Labs: Supporting The Fleet

by C A P T G eor ge Ga l d o ri s i , U SN (R e t)

Are We Joint Today? - Will We Be Joint Tomorrow?

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he theme of this issue of Rotor Review - “Joint Environment: Afloat and Ashore” - is one that lends itself to a wide array of articles describing how the Naval Rotary Wing community contributes to the success of the Joint Force as we fly, fight and win as part of Naval Aviation. Decades ago - but in the clear memory of many of you reading this column - whatever contribution we made

Rotor Review #129 Summer 2015

to the joint fight was at the margins at best.

That’s all changed today. And we need to pay attention to changes in our national, military and naval strategies - both overt and subtle, so we can understand what demands our leadership will put on our community in the nearand especially our far-future. In the last issue of Rotor Review we unpacked our

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National Security Strategy. In this issue we’ll unpack the just-released National Military Strategy of the United States of America.

Issued just every four years, the National Military Strategy is the document that describes how the U.S. military contributes to National Security. Boiled down to its essence, it describes what the U.S. military must do to help ensure the security and prosperity of the nation. We need to deep dive into this

C APT Paul Stev ens , U SN ( R et) Pr es i dent, N H A Sc hol ar s hi p F und

short (17-page) document to shape our collective future as a community so we can continue to remain relevant to joint warfighting in the future. If there is an over-arching theme to the National Military Strategy it is change. Here is how the Chairman of the Joint Chiefs of Staff, General Martin Dempsey, put it in his Chairman’s Foreword to this document: Today’s global security environment is the most unpredictable I have seen in 40 years of service. Since the last National Military Strategy was published in 2011, global disorder has significantly increased while some of our comparative military advantage has begun to erode.

We now face multiple, simultaneous security challenges from traditional state actors and trans-regional networks of sub- state groups – all taking advantage of rapid technological change. Future conflicts will come more rapidly, last longer, and take place on a much more technically challenging battlefield. They will have increasing implications to the U.S. homeland.

As you can see, this strategy demands that our military be flexible and responsive, while still maintaining the ability to fulfill its core responsibilities.

This ensuring security interests remain: • Survival of the Nation • Prevention of catastrophic attack against U.S. territory • Security of the global economic system • Security, confidence, and reliability of our allies • Protection of American citizens abroad • Preservation and extension of universal values National Military Strategy goes on to describe how, in support these six national security interests; the U.S. military will pursue three integrated national military objectives: • Deter, deny, and defeat state adversaries • Disrupt, degrade and defeat violent extremist organizations • Strengthen our global network of allies and partners

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CAPT Bill Personius, U SN ( R et) Pr es i dent, N H A H i s tor i c al Soc i ety

CAPT George Galdorisi, U S N (R e t ) Author and R R C o l u mn i s t

It is not difficult to unpack this strategy and see the myriad ways the Naval Rotary Wing community contributes to this strategy today, and more importantly, will contribute to it in the future. But the person to do this shouldn’t be someone who last took off his flight suit fifteen years ago - it should be each and every one of you wearing flight suits today - from our senior leaders in key billets in the Department of Defense, Combatant Commander Staffs, the Joint Staff, the Navy Staff and elsewhere, to our Wing Commodores, to our Squadron Commanding Officers, to each of you - pilots, aircrewmen, and maintainers.

Get involved and shape your future.

You can read The National Military Strategy of the United States of America clicking the button below: Click the Button to read National Military Strategy of the United States of America

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Raytheon And Kongsberg Extend Partnership On NASAMS Press Release by Raytheon

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aytheon Company (NYSE: RTN) and Kongsberg have signed an agreement to extend their partnership on the National Advanced Surface-to-Air Missile System (NASAMS). Dr. Tom Kennedy, Raytheon Chairman and CEO, and Harald Annestad, CEO Kongsberg Defence & Aerospace AS, signed the 10-year agreement during the Paris Air Show on June 15-21, 2015.

“Raytheon has partnered with Kongsberg for a decade to develop and produce the most accurate and reliable surface-to-air missile defense capability available,” said Ralph Acaba, Vice President for Raytheon Integrated Air and Missile Defense. “This NASAMS partnership has resulted in a successful system that is now in service around the globe.”

“We truly value our partnership with Raytheon on NASAMS. Together we have continuously improved the technology base for the benefit of the warfighter. In addition to the successful NASAMS system, our two companies have recently teamed up with the Naval Strike Missile and the Joint Strike Missile,” said Eirik Lie, Executive Vice President for Kongsberg Defence Systems.

The Raytheon and Kongsberg collaboration is focused on optimal system performance and

Industry and Technology

Ten-Year Agreement Maintains Focus On Optimal System Performance For Global Customers

capabilities from sensor to effector for NASAMS users around the world, including incorporation of the new AMRAAM®-ER (extended range) missile. Most recently, NASAMS successfully engaged and destroyed four-for-four in an airborne target live fire exercise conducted by the Royal Norwegian Air Force at the Andoya Rocket Range in Northern Norway.

Finmeccanica-AgustaWestland, Bristow Group, Doss Aviation And Rockwell Collins Announce Plans For Total Lifecycle Fleet Management And Training Solution...

Press and Photo Release by AgustaWestland, NA

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inmeccanica-AgustaWestland’s North American government business unit, along with Bristow Group, Doss Aviation and Rockwell Collins announced today that they are in discussions to form a consortium to develop a turn-key solution to address the rotary-wing pilot training needs of U.S. military and government customers.

The solution would provide for total life-cycle support and cost management around the Philadelphia-built AW119Kx, the best-in-class single engine aircraft well-suited as a versatile platform for pilot training. The services-based support solution would include provision of training helicopters, simulators, ground

instruction, fleet management and maintenance of the aircraft.

This support model offers a distinct advantage to military and government customers in that they no longer have to incur the significant costs associated with acquiring this new technology fleet, nor the infrastructure to support it.

“This solution will lift the financial burden of buying -- and ease the burden of supporting -- commercial aircraft for government and military customers with pilot training needs,” said Robert LaBelle, CEO of AgustaWestland North America. “It will allow them to focus their vital resources on core military missions instead of investing

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unnecessarily to recapitalize a total end-to-end pilot training system. With the contribution of other consortium partners, this solution will also capitalize on AgustaWestland’s experience in delivering turn-key support and training solutions on a global basis in both the commercial and government markets.”

“Bristow understands the complex nature of government and military customer requirements,” said Jonathan Baliff, Bristow Group President and CEO. “At a time when governments face increased pressure for efficiency and risk management, we can provide outstanding, world-class service that delivers value for money. Bristow’s

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reputation for safety leadership and our experience in managing one of the world’s largest helicopter fleets includes providing training and support services to military and paramilitary customers in several regions of the world, including for the UK search and rescue (SAR) contract on behalf of the Maritime & Coastguard Agency. Together with our consortium partners, we can bring state-of-theart aircraft with advanced technologies, our industryleading operational capabilities and training experts to deliver the best possible solution for our customer.”

“The solution would be custom designed in partnership with the customer,” said Randy Davis, CEO of Doss Aviation. “Each component could be scaled to the customer’s needs.”

“Customers can leverage the experience and proven capabilities of our team of industry leaders who provide aviation services for military and commercial customers worldwide,” said Charles Hautau, Senior Director, Rockwell Collins.

The four companies developing the solution are leaders in their respective industries with extensive experience in pilot training, fleet management, operations and maintenance.

AgustaWestland is one of the world’s most innovative manufacturers of rotary-wing aircraft, training, and support solutions.

Bristow Group is a global leader in fleet operations, maintenance, and pilot training, including the world-renowned Bristow Academy. Doss Aviation is a U.S. leader in fixed and rotary-wing pilot and flight training for the U.S. Army and Air Force; and Rockwell Collins, a global leader in avionics equipment, flight simulation systems and services.

The AW119 is a modern helicopter built and assembled at AgustaWestland’s U.S. facility in Philadelphia, PA. The prospective solution set was announced in April at the U.S. Navy League’s Sea, Air, Space exposition in Washington, D.C. The solution has been briefed to the U.S. Navy to address its future pilot training needs.

(on the top left) AgustaWestland’s AW119

Kx was on display at the Navy League Sea, Air, Space Expo in Washington D.C. in April.

Note from Editor: Raytheon, Kongsberg, and AgustaWestland, N.A. were exhibitors at the 2015 NHA Symposium. You can view all 2015 exhibitors interviews and promotional videos on NHA website at navalhelicopterassn.org.

Bell Helicopter Voted Best in the Business in Vertical Magazine’s Helicopter Industry Survey Press Release by Bell Helicopter

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ell Helicopter, a Textron Inc. company (NYSE: TXT), announces the company received the top spot in Vertical Magazine’s 2015 Helicopter Manufacturers Survey, a comprehensive helicopter manufacturers survey.

“We appreciate the feedback provided to us by our customers through Vertical Magazine, and are honored to win the top spot,” said Barry Kohler, Bell Helicopter’s executive vice president, Customer Support and Services.

“Customer service is a cornerstone of Bell Helicopter, and we will continue to listen and drive improvements to ensure we are meeting our customer’s evolving needs year after year.”

The survey questioned helicopter operators, pilots and maintenance engineers

around the world on their satisfaction with helicopter manufacturers’ products and services. Vertical’s article “Vertical announces results of 2015 Helicopter Manufacturers Survey” noted that Bell Helicopter ranked first in customer satisfaction in each of 10 major industry sectors surveyed, as well as coming in first among other major original equipment manufacturers when it came to overall service satisfaction and overall airframe/product satisfaction.

“For eighty years Bell Helicopter has been on a mission to change the way the world flies by providing exceptional value to our customers, so thank you to our customers for their incredible loyalty, passion and input, and for

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placing their trust in Bell Helicopter every day,” added Kohler.

Bell Helicopter has the largest support network in the industry with 100+ authorized customer service facilities in 34 countries.

Bell Helicopter’s global support network offers a variety of products and services including maintenance, repair and overhaul, blade repair, and customization, along with worldwide spares fulfillment and distribution through five global distribution centers.

Industry and Technology

Paris Air Show: Airbus Helicopters choose FLIR Press Release courtesy of Shephard Media (rotorhub.com)

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ensor specialists FLIR Systems used the first day of the Paris Air Show to announce that its Star Safire 380-HD product had been chosen by Airbus Helicopters as the ‘global preferred solution’ for EO/IR systems on the H145 T2 helicopter.

Shephard Media (rotorhub.com) caught up with Andrew Saxton, director of marketing at FLIR Systems, to speak about the product and what capabilities it offers to helicopter crews. Saxton also explained how the company is attempting to address new requirements from cashstrapped militaries.

The sensor system is currently used in a variety of missions including search and rescue, law enforcement, military and border surveillance.

The Star Safire 380-HD contains advanced payload configurations with multiple HD sensors, including a full native high definition infrared camera.

To view the announcement from the 2015 Paris Air Show, go to https://vimeo.com/130779208 to see the video

FLIR Systems Star Safire 380-HD has multiple HD sensor, including a HI-DEF Infrared Camera.

Photo courtesy of FLIR Systems

Denmark approves investments by Seahawk Team Press Release courtesy of Shephard Media (rotorhub.com)

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he Danish Business Authority (DBA) has approved an initial phase of investment by four US companies providing nine MH60R Seahawk naval helicopters to the Danish defence forces, Sikorsky announced on 15 June.

The four companies – Sikorsky, GE, CAE and Lockheed Martin – have fulfilled or initiated activities covering 50% of their total obligation to bring around $430 million worth of projects and work to the Danish defence industry. They are expected to meet their separate obligations by 2022.

Sikorsky is the airframe manufacturer, GE the engine manufacturer, CAE the simulator supplier and Lockheed Martin the systems integrator on the Danish Seahawk programme. The Seahawks will feature a digital cockpit as well as integrated mission systems to conduct anti-surface warfare.

Sikorsky received approval to begin projects with four companies. Terma will manufacture composite panels for S-92 heavy-lift helicopters and partner with Sikorsky for

Danish MH-60R flying in Denmark Photo courtesy of Rotorhub.com.

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aircraft survivability equipment. Sky-Watch has developed software for a laser-based obstacle detector for helicopters, Multicut will receive factory upgrades to bid for Black Hawk parts; while Brüel & Kjaer will provide noise and vibration instrumentation to the company.

Lockheed Martin’s projects with three companies have been pre-approved, one of which will see it work with Systematic to set up an EW support system solution in Denmark. It will provide assistance to SSBV-Rovsing to mature and market its solar array simulator in the US. It will work with Terma and GE Aviation to develop a next-generation Star Tracker optical device. The company is also in the last stages of negotiation with Weibel Scientific.

CAE has also contracted Systematic and IFAD to develop an MH-60R full-motion fight training simulator for pilots and sensor operators. After completion, CPH Group will support the simulator’s installation at Karup air base and IFAD will provide long-term maintenance and operations services.

Bringing Up The Curtain on the X6 Reprint by Tony Skinner on rotorhub.com

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irbus Helicopter’s next rotorcraft program will be a heavy-lift helicopter with fly-by-wire flight control system aimed initially at the oil and gas market, the company revealed at the Paris Air Show.

With an entry into service anticipated in the 2020s, the twin-engined X6 will ultimately replace the H225 and will be the company’s first civil rotorcraft to feature fly-by-wire.

In a presentation to reporters that revealed more about the X6 than the company has let slip about previous projects at the same stage, Guillaume Faury, president & CEO of Airbus Helicopters, said a two year definition phase has now commenced for the X6 project.

This will determine the major configuration and design choices for the aircraft, as well as the precise market

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segment it will be geared towards.

‘It is designed for the heavy segment which is a continuation of the market we have with the H225, but obviously this market is evolving, the level of specification is changing and customers need to go longer distances,’ he explained.

‘This is a helicopter that will be smarter, and more comfortable, with lower levels of noise compared to previous generations. It’s a helicopter with a much higher level of fuel efficiency and this helicopter will reach the market when the H225 will still be in production. This two year phase is really aimed at finding the right position in terms of weight, in terms of configuration and in terms of choice of suppliers.’

Similarly to the development of the H160 under the earlier X4 project, the

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company will ‘actively seek’ input from a customer advisory team as it moves from the concept phase to full development of the aircraft.

Faury noted that unlike previous generations of civil helicopters that were spun off from military programmes, the dual-use X6 will be targeted at the civil market first.

While fly-by-wire flight controls were considered but subsequently rejected during the development of the H160, Faury said the company had determined the technology was the best way forward to the heavier X6.

‘We have already been working with customers, with our teams, with test pilots, taking the lessons of the NH90 with fly-bywire… We came to the conclusion that flyby-wire makes sense for a heavy helicopter moving forward for the future, not only for the military but also for a civil helicopter as well.

‘It drives a lot of capabilities for ways of operating the helicopter, it drives safety by reducing the workload of pilots, it gives the possibility of having very integrated systems working together for flight envelope protection so we think this is the right investment moving forward for the next generation of helicopters.’

Meanwhile, Faury confirmed that the H160, which was first shown to the public at Heli-Expo in March, had a successful first flight on 13 June – an event which was quickly leaked via social media.

For those keeping tabs on the results of Airbus Helicopters’ X programmes, it was also revealed that X5 was the initial name for the development of the H145.

Article and Photo by LT Adam Ronald Shreders, USN

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y their very nature, Night Vision Devices are a Human Factors challenge. Studying the field of view verses safety in an applied setting should yield some useable insight for applied HFACS concerns. This study will use simulators as a measure of safety when dynamic motion is needed to gather data. Traditionally, most NVG research has focused on either HFAC’s or performance/training methods. This proposed study will couple these issues, using previously trained aviators of differing experience levels to evaluate the effectiveness of a wide field of view.

This research project was designed to capture data from as close to a homogenous experience group from a composite squadron as possible. The intention was to have both the experimental and control groups be as similar as possible to each other to avoid demographic differences from skewing the data. By having an experimental and a control group with similar experiences representing the major warfare areas of the rotary wing warfare communities in the United States Navy and Marine Corps, an accurate cross section was captured. To a layman, the department of defense is a homogenous unit and similar technology exists throughout services. The reality in fact is that subtle differences are

Features

Aided Field of View Performance and Aircraft Attitude Recognition

apparent in the tactical employment of night vision systems within a given service. An example would be the Helicopter Maritime Strike communities tendency to rely on night vision goggles as a horizon reference tool in low light, overwater missions. Conversely, the Helicopter Marine Light Attack units primarily use night vision devices to mask terrain in overland mountainous terrain. This average sized NVG study was intended to be exploratory in nature, towards finding other avenues to more directly study in order to paint a clear picture of statistically significant performance differences between available technologies. Distinct differences exist between the control and experimental groups

GPNVG-18 (right) from L-3 Warriors Systems has a 97 degree field of view.

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that leads towards enhanced field of view NVGS as a technology in need of further implementation throughout the Department of Defense, governmental agencies and the civil sector.

Astudy was completed by the Defense Science Board, which recommended the DOD more aggressively invest in ground collision avoidance systems, night vision devices (Bolkcom, 2002).

To date, controlled flight into terrain (CFIT) continues to be one of the most prevalent reasons for aircraft loss in the DOD. This trend is mirrored in the US civilian sector and proven during a comprehensive twenty-year study into aircraft mishap causal factors. In 27.3% of fatal general aviation mishaps, failure to avoid obstacles or insufficient terrain clearance was the main causal factor. This result represented 740 out of 2,714 fatal accidents, most with multiple fatalities per incident. Though the data is not divided into day and night conditions, it is painfully obvious that a majority of these events might have been avoided if pilots were flying aided. Currently, the United States Navy and Marine Corps governing aviation publication, OPNAV 3710.7u, states that military aviators shall fly on an instrument flight plan to the maximum extent practical as a means of avoiding midair collisions. Certainly, another simple means of adding another layer of safety would be to implement the use of expanded field of view aided flight from the end of evening nautical twilight until the beginning of morning nautical twilight.

This research project aimed to utilize the Graduate Capstone Project requirements as a springboard for further detailed analysis of the effects of wide Field of View Night Vision Goggles (NVG’s) for increases in the margins for safety of flight and tactical gains to dominate the night environment. The intent is for this research to serve as a pilot study and literature for the United States Navy’s Night Vision Capability Laboratory, who are the subject matter experts for the Department of the Navy.

These personnel are designated as the official testing ground for naval rotary wing specific evaluation of approved Department of Defense equipment.

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The concept of research was to utilize a mix of ten instructor pilots from Helicopter Training Squadron Twenty Eight, located on board Naval Air Station Whiting Field in Milton, FL. Subjects were evaluated in a dynamic visual flight simulator used for student syllabus training during Night Imaging and Threat Evaluation. Data collection focused on aircraft attitude deviation detection for a standard issue AN/ANV9 NVG, (40° field of view), against GPNVG-18 from L3 warrior systems (97° field of view).

A thorough review of abstracts’ summaries and conclusions from applicable NVD research has yielded two common trends with regards to sub fields of research focus for technology development and implementation.

Outside optical physics for technology development and refinement, the Human Factors (HFAC’s) realm of study, leads to improvements in training for current systems and field of view evaluation by means of simple task performance enhancement. Identifying methods of realizing an early performance plateau have been chief areas of study; however, by using traditional methods on new technology, the same plateau may be reached earlier in a given training syllabus.

With any application or technology, there are two dimensions of learning.

Both dimensions of learning—finding more difficult applications and improving efficiency—can potentially benefit from cumulative experience (Gino, 2006). Simply stated, if we want safer night aviators, we need to fly more safely at night. The most accessible way to do this is with aided flight. Concerns for safety following an NVG failure are valid; however, in execution they are eliminated. Typically, crews fly with at least one extra set of NVG’s; each hold battery life for 15 hours, where maximum typical mission endurance is 7.0 hours.

Furthermore, given the range the AN/ ANVS-9 are focused to, all landings whether field, pad or shipboard are done looking under the goggles. During nontactical rotary wing application, goggles offer their biggest advantage during the takeoff and approach to landing phase.

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This phase is also the most critical of flight for unaided operations, and this overlap shows a significant safety gap where the “Swiss cheese” model has often aligned.

Loftus, in 2004 found that decreasing field of view reduces the subjects’ ability to “reach out and touch” an object; however, localization of said object was not apparently affected by field of view.

His experiment was conducted with a vision restrictive device, without NVG’s, at a range of 40cm. The elimination of external light sources in this experiment further isolated field of view as there was little to no periphery cues available to the subjects to aide in localization.

Though I will not require subjects to touch items, Loftus’ findings do concur with my hypothesis that a wider field of view will lead to increased performance in all aspects.

Kenyon and Kneller, (1993) found that a field of view of 120 degrees can be distracting and that 40 degrees can show improvements on the same order of magnitude as 120 degrees. Three sub experiments found that reduced fields of view caused improvements in the designed experiment. Contrast Motion Vection was described as a possible cause. Their findings are not consistent with each other, and core differences between the experiments and a realistic night environment are the potential issue. In the test where a 10-degree field of view was found to yield the best performance, only 10 degrees of the field of view moved. This factor was most likely due to simulator deficiencies in the early 1990’s. Their design was an unrealistic representation of the aided night environment. This experiment used elements of their experiments in the test design; however, by rotating the entire horizon and varying field of view accordingly reality was more accurately simulated. Study participants were flown straight and level in a flight simulator and asked to verbally indicate when they first observed an aircraft attitude change in the pitch, or roll axis, or a change in altitude. The maneuver sequence consisted of a pitch up, pitch down, altitude increase, altitude decrease, followed by a right turn, then

Features: Aided Field of View Performance and Aircraft Attitude Recognition a left turn. The entire sequence was later repeated so that idiosyncratic variances and performance trends could be noted.

Approximately thirty seconds passed between each maneuver and during that time, the participants were asked to perform typical cockpit duties such as tuning radios, copying clearances from Air Traffic Control, and adjusting the radio navigation aid receivers internal to the aircraft. Other data was collected during the flight simulation by polling the subject. Data recorded included age, flight hours, total NVG time, NVG time during the previous six months, visual acuity as per the subject’s most recent flight physical, and total years of flight experience. The purpose of this step was to further momentarily distract the test subject from solely monitoring the horizon. During the experimental design, this step was crucial towards ensuring accurate simulation.

Helicopters are typically flown by a crew, which involves cockpit crew coordination and temporary distractions from performance monitoring. It was imperative to insert distraction to ensure realism in the study.

The wide field of view NVG system did not have to be adjusted as vigorously due to proprietary manufacturing techniques that eliminated the need to install an adjustable diopter lens.

The primary researcher was an active duty United States Naval Officer with an NVG Standardization Qualification, issued by Commander, Training Air Wing Five, located on the United States Navy Master Helicopter Base, Naval Air Station Whiting Field. The Supervising faculty member providing oversight is a former United States Army Helicopter Flight Instructor and Test Pilot. These individuals represent a higher than normal exposure to both night vision goggles and their associated human factors challenges and amplifications.

The primary researcher is currently qualified as a Tactical Helicopter Aircraft Commander. In his most recent flying orders, he was an Instructor Pilot, teaching at Advanced Rotary-Wing Flight Training. His specific teaching focus is in the use of AN/ANVS-9 helmet mounted, binocular configuration,

night vision goggles. He further holds a Standardization Qualification, which permits him to teach and evaluate other instructors, as well as teach initial student syllabus ground school for aided flight to aviators and non-flyers as designated by the Marine Air Warfare Training Squadron One, located in Yuma, Arizona.

All test subjects were volunteers from Helicopter Training Squadron Twenty-Eight attached to Training Wing Five, NAS Whiting Field. Each subject completed a minimum of seven and one half hours of aided instructional flight (standard Chief of Naval Air Training syllabus). Subjects with previous exposure to wide field of view NVG’s were disqualified as participants in order to prevent a preexisting bias towards the particular equipment in use.

Subjects were verbally asked when they volunteered for the research project if they had ever used wide field of view or panoramic night vision goggles during any phase of training or operation. Those with prior experience were disqualified.

An independent-samples T test was selected as the means of statistical analysis. This method was utilized due to the fact that the experiment consisted of two separate groups of individuals, and a mean performance difference between the two was the target of the research.

The software used was licensed by IBM Corporation, and the version was release 22.0.0.0.

The data were additionally scrutinized through further independentsamples T tests to determine if age, total flight hours, or years of total flight experience had an impact on performance. These quality assurance checks were conducted using the identical syntax shown above, with the test groups being changed to reflect the desired independent variable.

The independent variables were designated as the average age of the group in question. The average age of the control group was 32.6 years old and the total flight hours were 2,010 and years flying experience was 10.4.

In reference to the experimental group, the average age was 31.8, total flight hours were 1,269, and the average years

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of flying experience was 7.2. Averages were used and each individual’s age and total years of flight experience was coded as the mean for their respective group so that distinct groups could be identified.

The two evaluations of a pilot’s ability to detect a slow descent to the water were the most statistically significant finding of the study.

Here, descent recognition was not idiosyncratic to the subjects, in that no individual tended to notice a descent higher or lower compared to the others during both maneuvers. This data shows that the intent of the methodology was met, in that the test subjects were caught off guard with the unannounced maneuvers.

First impact imminent maneuver. Analysis for this item shows a significance of .002 and a 2-tailed significance of .000/.000. These numbers show the highest probability that there is a difference between the two groups and that the null hypothesis is invalid. It is of particular note that the mean differences for this maneuver represent a one-hundred and thirty four foot difference over a descent initiated from fivehundred feet AGL. Second impact imminent maneuver. As for the first impact imminent maneuver, a strong difference in performance was noted between the two subject groups. In this iteration, the significance was .009, and the two tailed significance was also .000/.000. The mean difference here relates to a one hundred and seven foot difference in descent recognition, again from a five hundred foot AGL entry.

Simulated flight performance data timestamps were also compared against other possible factors to determine if there were other reasons that there was a statistically different level of performance between the two groups.

Total flight hours, and years of flight experience were also used as independent variables for an Individual Samples T-Test.

With this discriminator, identical statistical findings were discovered as when using field

Editorial Note: L-3 Warrior Systems, the night vision division of L-3, has developed and fielded one of the biggest innovations in night vision technology with the Ground Panoramic Night Vision Goggle (GPNVG-18).

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of view as the independent variable for the maneuvers. Upon initial review, it would appear that the identical significance would indicate that it was indeed the field of view that determined performance, however the average total flight time could also be a factor.

The experimental group had on average 741 flight hours less than the control group. This can be rationalized as beneficial towards using field of view as a discriminator of performance, however to say this concretely, a comparison to mishap rates and performance as a factor of experience is noted. There is a common misconception that more experience leads to better performance. However several studies by the naval safety center have proven that there are definite dangerous periods in an aviator’s career as a function of flight time.

During these windows, aviators are at risk for errors due to complacency or lack of attention.

Similarly to the total flight time discriminator, no difference in statistical significance was discovered when using a subject’s individual flight time to find performance difference trends. Due to the fact that aviators typically fly a similar amount on a given duty station, years of flight experience can be directly equated to time in service and vice versa.

All subjects were allowed exposure to the wide field of view technology. The control group was allowed to view the flight simulation scene a second time with the wide field of view technology following their test sequence. During this time, the subjects were not evaluated quantitatively, and no data was recorded. One test subject gave an opinion not favorable towards the wide field of view technology, stating that he did not see the need for an additional procurement expense.

Coincidentally, this individual was a member

of the control group and was responsible for two inadvertent water impacts. The remaining nine test subjects were highly receptive of the information passed through the wide field of view goggles.

Additionally, there were no negative comments given during or after use.

Though not part of the quantitative study, the voluntary qualitative data is significant to report and respondent opinion does matter.

This research project showed conclusively that there is a statistically significant increase in performance to be had with a wider field of view night vision goggle. Controlled flight into terrain remains one of the chief concerns of modern rotary wing aviation, as naval helicopters continue to be operated very low to the ocean’s surface and under very low illumination levels. This project used illumination levels considered to be ideal by traditional image intensification concerns. Certainly, most missions are not flown in ideal conditions or in a laboratory setting.

This research did not indicate that the wider field of view could aide in combatting the vestibular-ocular reflex as anticipated during experimental design. With regard to turns, rolls, and attitude changes, there was no statistically significant difference found among the groups.

From a cost benefit stand point, this research shows that there are data to support that further expenditure can reduce the overall cost of flying in the night environment. It is difficult to calculate the cost of an aviation mishap due to the complexity of replacement and investigation. Certainly, a proactive

approach is in all cases beneficial to a reactive stance on accidents. The potential implementation costs far outweigh the cost associated with a typical mishap from a material replacement cost alone.

A major human factor with the forty degree field of view systems is the extreme differential between field of view and field of regard; that is the total unobstructed angular distance afforded by the cockpit to the outside environment. With current technology, a main tenant of training is to enforce the need to constantly scan the outside environment to build a mental image of the surroundings. The wide field of view option decreases the need to perform an aided scan, as more peripheries are available in increased detail for error or hazard detection.

To surmise this research project, there is a significant increase in safety margin to be had by implementing wide field of view night vision devices for the seagoing rotary wing units in the United States Navy and Marine Corps. Statistically significant findings were discovered through careful examination of data that were collected in a laboratory setting.

http://www.hbs.edu/faculty/Publication Files/05-047.pdF

NIGHT OPS TACTICAL. (2013, October 05). L3 gpnvg-18 ground panoramic nvg.

Retrieved from http://www.nightopstactical. com/L_3_GPNVG_18_p/00379nt.htm

Editorial Note: This article generated from excerpts of a larger research project. For the full text, please contact LT Adam R. Shreders at: adam.r.shreders.mil@ndu.edu

References Bolkcom, C. Congressional research service, Foreign affairs, defense, and trade division.

(2002). Military aviation safety: A report for congress. Retrieved from the Library of congress website: http://www.ihst.org/portals/54/industry_ reports/ReportToCongress CRSRL31571.pdf

Gino, F. (2006). Measuring multiple dimensions of improvement to investigate learning curve heterogeneity. Learning tradeoffs in organizations, Retrieved from

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Kenyon, R., & Kneller, E. (1993). The effects of field of view size on the control of roll motion. IEEE Transactions on Systems, Man, and Cybernetics, 23(1), 183-193. Retrieved from http://www. cs.uic.edu/~kenyon/Papers/Kenyon. and.Kneller.pdf

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Oestergard, J. (2013, October 05). Sikorsky mh-60r seahawk, info, avionics, budget/ costs, specs. Retrieved from http://www.bgaaeroweb.com/Defense/MH-60R-Seahawk. html

The MH-60R’s Not-So Precise Precision Approach Article by LT David Farrell, USN

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n aviation, accurately knowing aircraft altitude is paramount.

As such, most aircraft measure their altitude using two sensors: a radar altimeter (RADALT) and a barometric altimeter (BARALT). A RADALT electronically measures the aircraft height above the ground (or sea) by measuring the round trip timing of radio waves from the aircraft to the ground and back. A BARALT uses the static pressure measured by the aircraft’s static port(s) to quantify the aircraft’s altitude above mean sea level. If all else is equal, the BARALT and RADALT should both indicate the same altitude when flying over the ocean. However, throughout the hundreds of flights and numerous aircraft I have flown as an MH-60R pilot, a consistent discrepancy has existed between the BARALT and RADALT.

Altimeter Setting Error Pilots use the local altimeter setting (based upon atmospheric pressure variation) to calibrate their BARALT prior to flight.

On deck, calibrating the BARALT to the local altimeter setting must result in the BARALT indicating the airfield elevation within ±75 feet or else “the accuracy of the altimeter is questionable and should be referred to an appropriately rated repair station” (Aeronautical Information Manual 7-2-3). Even more restrictive, the MH-60R Integrated Electronic Technical Manuals (IETMs) dictates an error limit of ±60 feet before maintenance action is required on the BARALT. In my experience, the MH-60R BARALT consistently indicates within ±10 feet of the correct elevation on deck, well within the limit dictated by the AIM or IETMs. This is not the case, however, in forward flight. When flying at mid-range airspeeds, or approximately 50-100 Knots Indicated Airspeed (KIAS), such as is routinely used for instrument approaches, the MH-60R BARALT indicates 40-60 feet (nominally 50 feet) lower than it should. For example, in level flight over the ocean at 90 KIAS and with 200 feet indicated on the RADALT, the BARALT will indicate only 150 feet if calibrated to the local altimeter setting. However, neither the AIM nor the IETMs dictates an allowable in

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flight BARALT error limit because they assume any error in flight will be equal to that previously identified as within limits on deck. In the MH-60R, this assumption does not hold true.

Source of the Error The exact cause of this error is unclear, but basic knowledge of the BARALT’s pitotstatic system tells us that the static port of the BARALT system must be experiencing an artificially high local pressure compared to the co-altitude ambient air pressure. It is likely this error was present in previous H-60 models with the same physical pitotstatic system (SH-60B, SH-60F and HH60H), but has only recently been observable due to the discrete, digital altimeter readout in the MH-60R’s glass cockpit. Of note, the MH-60R and MH-60S have different pitotstatic systems; this article only discusses the error observed in the MH-60R.

The MH-60R’s Not So Precision Approach During a precision instrument approach, a 50 foot altitude error is significant. For example, on a typical precision instrument

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approach with a 3° glideslope and published decision height (DH) of 200 feet, a 50 foot error in the pilot’s altitude indication raises the ceiling requirement to successfully conduct the approach by 25%, and the visibility requirement by nearly 40%. But that is not all. To fully understand the implication of this BARALT error, one must also consider runway approach lighting. Actual instrument approaches are flown when Instrument Meteorological Conditions (IMC) prevail. At night and during IMC, airfields utilize runway approach lighting to help pilots visually acquire the landing environment before the aircraft reaches the runway landing threshold. Let’s examine the implications of the MH-60R’s known BARALT error on a pilot’s ability to visually acquire the runway approach lighting when conducting the Precision Approach Radar (PAR) approach to runway 36 at Naval Air Station North Island (KNZY) in San Diego, CA.

Editorial Note: Read more on RADALT in the article “RADALT – The Other Altitude in Helicopter Maintenance Magazine: http://www. helicoptermaintenancemagazine.com/ article/radalt-other-altitude

Figure 1 The PAR approach at KNZY has a published decision height (DH) of 110 feet, a threshold crossing height (TCH) of 46 feet, a runway point of intercept (RPI) of 850 feet and a 3° glideslope (Figure 1). The runway has a short approach lighting system (SALS) installed that extends 1500 feet prior to the runway threshold. Using trigonometry, the published DH is located 1182 feet from the runway threshold, greater than 300 feet into the SALS (shown in green).

At the published DH, the straight-line distance of the aircraft to the SALS is simply the height of the aircraft above the ground (110 feet). However, in the MH-60R, the BARALT indicates to the crew that they have reached the DH at 955 feet from the published DH and 160 feet above the ground (shown in blue), at a slant distance of 628 feet from the closest approach lighting (shown in red). Figure 1 illustrates that a pilot conducting this instrument approach may never see the runway or its approach lighting when the 110 feet is indicated in the cockpit because the MH-60R is nearly twice as far from the runway and almost six times further from the approach lighting than intended by the FAA approved instrument approach procedure. “Precision” is a loose term for such an approach.

The Good News 1. The opposite error would be much worse. If the BARALT consistently indicated higher than the RADALT, pilots using the BARALT as their primary altitude instrument would

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believe they have additional clearance from terrain. Such an error would be extremely hazardous and could result in controlled flight into terrain (CFIT).

2. Shipboard instrument approach procedures do not rely on the BARALT. The MH-60R NATOPS Flight Manual explains that the RADALT, not the BARALT, should be the primary altitude instrument when flying an instrument approach to a ship. This procedure mitigates the effects of inaccurate BARALT information.

3. The error has less effect on TACAN approaches. During a tactical air navigation (TACAN) non-precision instrument approach (used during instrument approaches to ships and military airfields) the BARALT error only results in elevation inaccuracy, not horizontal distance error, because horizontal distance during a TACAN approach is measured by distance measuring equipment (DME), which is not susceptible to the BARALT error described above.

The Bad News 1. MH-60R pilots must learn to manage the aircraft’s BARALT error. An in-flight procedure used over the ocean to synchronize the BARALT to the RADALT is called a BARO SYNC. This procedure works well in the specific situation of overocean flight, but pilots must keep in mind that conducting a BARO

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SYNC changes the altimeter setting of their BARALT to match the RADALT altitude. When flying over the ocean, the question of which altimeter setting to use arises. Should the pilot use the local altimeter setting previously calibrated on deck or the setting that indicates the correct altitude in flight? This difference can be significant, and is nominally 0.05 inches Hg, corresponding to 50 feet of elevation.

2. DH/Minimum Descent Altitude (MDA) determination is no longer absolute. During any PAR if the runway environment is not in sight when the aircraft BARALT indicates the DH, should the pilot decide to immediately wave off or wait to make that decision until the approach controller verbalizes “at decision height?” During a typical 90 KIAS instrument approach, the amount of time between the BARALT indicating the DH, and the approach controller verbalizing “at decision height” is about 6 seconds, or nearly ¼ mile of aircraft travel. Would waiting until the approach controller verbalizes “at decision height” violate OPNAVINST 3710.7U Section 5.3.5.4, which prohibits descent below the DH/MDA unless the runway environment is in sight and in the pilot’s judgment a safe landing can be made? Additionally, would a pilot violate the same OPNAVINST 3710.7U rule if they descended 50 feet below the MDA during an overland TACAN approach to “correct” for MH-60R’s BARALT error? I would never advocate violating OPNAVINST 3710.7U, but the knowledge of this BARALT error puts

Features: The MH-60R’s Not-So Precise Precision Approach

pilots in a dilemma that needs immediate recognition and discussion both within the MH-60R community and the aviation community at large.

3. Flight simulators do not replicate this error. The BARALT error is only observed in the MH-60R aircraft. Naval Aviators know OPNAVINST 3710.7U Section 13.2.1.f well, which states, “approved flight simulators [. . .] may be utilized to meet one-half of the minimum instrument rating requirements.� Therefore, while conducting up to half of their instrument training each year, pilots could become desensitized to the necessity of managing their altimeter setting in the aircraft because the error is not duplicated in the MH-60R simulator.

A Small Error with Big Implications Although the aerodynamic explanation for this BARALT error in the MH-60R remains unclear, it is essential for all MH-60R pilots to recognize its presence, understand its impact and discuss strategies to mitigate the resulting risk. A robust discussion is needed amongst MH-60R pilots to consider both the legality and if the benefits outweigh the costs of determining the DH/MDA during an approach with any method other than a BARALT calibrated to the local altimeter setting. Furthermore, it is important for all instrument-rated pilots to observe if the aircraft they fly is susceptible to consistent BARALT errors. The implications of what may seem like a small BARALT error can have a significant impact on safety of flight.

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A Symposium to Remember 2015 NHA Symposium in Review

A Symposium to Remember 2015 NHA Symposium in Review

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f there were words to sum up the 2015 NHA Symposium --- that one word would be “AWESOME!” NHA’s 67th annual event made no excuses to exception of the rules with its fiery theme “Forward Firing and LETHAL and the stage was set after having a mini Fly-In right outside in host resort’s parking lot.

Over 1,000 naval rotary-wing aviators, airmen, and other spectators got a chance to walk down the convention halls: to check out the daily schedule with a phone app; to catch up with old friends; visit and talk with the latest and innovated exhibitors; attend various briefs and panels and enjoy a beer or two on the convention floors.

The week brought communities of two naval helicopter TITANS together — PHROGs and LAMPS. The two Pacific Fleet Replacement Squadrons (FRS): HSC-3 and HSM-41 with the help of HSC-21 and HSM-49 hosted open houses for members of these communities followed

by HSM-49’s sundown farewell to the Navy’s most elite ASW aircraft: SH-60B. HSL-49 was the last squadron to house this mighty bird and the following perspective by LTJG Thomas Wendt talks about the 60 Bravo’s last flight to and from Central America.

AgustaWestland flying in to the Symposum at Town & Country Resort and Convention Center. Photo by Linda Vydra, NHA Membership

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Ph o to ta ke n b y G e o r g e H o p so n , N H A Ar t Ed i t o r

Sikorsky and Team Seahawk was front and center at the 2015 NHA Symposium Exhibition.

LAMPS Out: The Final Ride for the SH-60B Seahawk Article by LTJG Thomas Wendt, USN

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t has been said that all good things must come to an end, and as the SH-60B Seahawk takes its final journey into the annals of Naval Aviation History, the HSM-49 Detachment FOUR Omegas ensured the Bravo’s final ride was one marked with unprecedented operational success. The Detachment FOUR Omega’s return in April 2015 signified the end of active duty Navy SH-60B deployments and was one of the last steps HSL-49 did their final flyby as the squadron transitioned to HSM-49. Photo taken by Kevin Whitehead.

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in the Navy’s transition to the MH-60R Seahawk.

Embarked on USS Gary (FFG-51) from September 2014 to April 2015, the Omegas began their FOURTH Fleet cruise eager to execute the Counter Transnational Organized Crime (CTOC) mission in support of Operation MARTILLO. The Navy’s role in the CTOC fight is one of detection and monitoring, and with the help of the embarked U.S. Coast Guard Law Enforcement Detachment (LEDET), Team USS Gary and the Omegas successfully prosecuted 14 illicit trafficking cases resulting in the seizure of over 13 metric tons of cocaine and the detention of 35 suspected illicit traffickers. These interdictions came in many different forms, from finding unmarked packages of contraband floating in the water to the full employment of Airborne Use of Force (AUF) warning shots and disabling fire. Launching with two highly trained Coast Guard Maritime Enforcement Specialists, the AUF team was capable of detecting and monitoring suspected Go-Fasts and then forcing them to stop via law enforcement actions if required. With three full AUF interdictions, the Omegas exemplified the perfect unity of training and tenacity, keeping drug runners on their heels and ultimately helping stem the flow of cocaine into the United States.

However, success cannot be measured in drug seizures alone. For seven months the Omegas were a logistical forcemultiplier for USS Gary, making 13 flights into various airports in the country of Panama to pick up critical parts and transport 32 passengers, including five medical evacuations. These logistics missions allowed USS Gary to remain fully mission-capable and ready for operational tasking. In addition to apprehending nearly three-dozen suspected drug traffickers, the Omegas and USS Gary ensured freedom of the navigation by sinking five vessels that posed hazards to navigation; safeguarding shipping lanes for international commerce.

For over 200 deployed days, the Omegas were the vanguard of safety; flying 253 sorties resulting in 797.2 mishap-free flight hours. The Omegas spent over 3400 hours in an Alert 60 readiness condition and made 27 alert launches throughout deployment. Testament to the level of professionalism within the Omegas, five hazard reports and three Safety “Professional of the Week” submissions were completed. Despite the arduous operational tempo, training remained a focal point with five new Plane Captains qualifications, nine new Enlisted Aviation Warfare Specialists (EAWS) and three new Enlisted Surface Warfare Specialists (ESWS) qualified.

Panama City was a frequent port call for the Omegas with the USS Gary making multiple stops at the former Rodman Naval Base. On one of their final port visits the Honorable Mr. Jonathan Farrar, the US Ambassador to Panama visited the ship.

Ambassador Farrar congratulated USS Gary and the Omegas on their overwhelmingly successful deployment, and wished the crew a safe transit back to a well-deserved homecoming in San Diego.

The book is all but closed for the SH-60B, but the HSM-49 Detachment FOUR Omegas ensured the mighty Bravo did not merely slink into the shadows, broken and forgotten. It instead rode gloriously into the sunset. Sundown, LAMPS Out.

VADM Paul Groskslag was the guest speaker for the 60B Ceremony.

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P h o t o t a k e n b y K e v i n Wh i t e h e a d

Features: A Symposium to Remember

The H-60B Sundown Ceremony ended with a reception at the “I” Bar where both the LAMPS, PHROG, HSC, and HSM communities gathered and caught up with bubbas and reminisced about the good ole days.

60B and Phrog gatherings at the I-Bar. P h o t o s t a k e n b y C D R ( R e t ) L l o y d P a r t h e me r

On Tuesday, the Symposium kicked off with a general members’ meeting to catch everyone up with the latest what is happenings within the organization. Briefings continued throughout the day, specifically the Aircrew Panel during which Aircrew leaders discussed current concerns, trends and charges about today’s helicopter community. At Tuesday’s award luncheon, we honored various squadrons, aircrews, and individual awardees. The luncheon was a display of the great work the community’s pilots, crew chiefs, rescue swimmers, maintainers, and corpsmen are doing in the fleet. The event was sponsored by General Dynamics / NASSCO. The following awards recipients were honored at this year’s NHA Awards:

Left photo: Firewood 75 aircrew received the Aircrew of the Year (Non-Deployed) by George Barton (l) of Lockheed Martin.

Right photo: CG Rescue 6006 of USCGAS Kodiak received the Aircrew of the Year (Deployed) by Chuck Deitchman of Sikorsky Aircraft. P h oto s ta ke n b y Kev in W hit ehead

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Left photo: CDR David Wells, CO of HSC-21(center) received the Isbell Trophy.

Center Photo: CDR Jeremy “JV” Vaughan of HSM-70 (left) received the Isbell Trophy.

Right Photo: HM1 (NAC/AW/SW) Ryan Honnoll (left) was CNAL Enlisted Aircrewman of the Year Award.

Left Photo: CDR Stephen Froehlich, CO of HSM-51(left) the Battle “E” Award.

Right Photo: CDR Gabriel Soltero of HSC-25 (left) received the the Battle “E” Award.

Left Photo: AWS2 Stephan Chiarizia received the Rescue Swimmer of the Year Award.

Center Photo: CDR Matt Schnappauf (center-left) received the RADM Tomaszeski CO Leadership Award.

Right Photo: LT Christopher Cabatu (center) received the Pilot of the Year Award.

Left Photo: LT Matthew Sevier (center) received Shipboard Pilot of the Year Award.

Center Photo: LT Brandon Alamo (center) received the Fleet Instructor of the Year Award.

Right Photo: AWS1 Aaron Hutchson (center) received the Aircrewman of the Year Award.

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Features: A Symposium to Remember Al l Aw a r d L u n ch e o n Ph o t o s t a ke n b y Ke vi n Wh i t e h e a d

Left Photo: AMT1 Daniel Coleman (center) received Instructor Aircrewman of the Year Award.

Center Photo: LT Brian Story (center) received Maintenance Officer of the Year Award.

Right Photo: AMTC James Rattrie (center) received Maintenance CPO of the Year Award.

Left Photo: AFCM (Ret) Bruce Browne (center-left) received the NHAHS Mark Starr Award Center Photo: The Oldest Helix recipient CDR(Ret) Lloyd Parthermer (left) spoke about the history of lapel pins on his cap.

Right Photo: CAPT (Ret) Chuck Deitchman (left) received the NHA Lifelong Service Award.

Max BEEP Recipients Left Photo: LT Andrew Gerry (c) and CDR Shawn Bailey (far right) of HSC-3 received the award.

Center Photo: CDR William Shipp(c) and LTJG Jarrod Martyn (right) of HSC-8 received the award Right Photo: CDR Stephen Johnson (far left) and LTJG Laura Woesser of HSC-23 received the award.

Max BEEP Recipients and Winging Ceremony Left Photo: LT Brent Sphorer (far left) and CDR Jeff Melody (right) of HSM-75 received the award.

Center-left Photo: ENS Kaitlin Soper (left) was pinned by a friend.

Center-Right Photo: LTJG Daniel Beshoar (right) was pinned by his wife.

27 Right Photo: Capt Kyle Hayhurst (right) pinned by his wife as their daughter watches on. navalhelicopterassn.org

(picture left) The oldest helix in the room CDR(Ret) Lloyd Parthemer winged the youngest helix ENS Jordan Chmielewski at the Awards Ceremony.

Awards recipients that were honored but not able to attend were:

CAPT Brad Garber (left photo) received the Service to NHA Award.

CDR Wesley Daugherty (center photo) and HSC-15 Firehawks received the Thach Award and Battle “E“.

LT Tim Zakriski (right photo) received the 2015 Best Scribe Award.

Not pictured: HSM-73 and HS-11 received the Isbell Trophy; AWS1 (NAC/AW/ SW) Jesse Peterson received the CNAL Aircrewman of the Year Award, HSC-9, HSM-46, HSC-70., HSM-77, and HM-15 received the Battle “E”; LT Jeffrey Laird received the Training Petty Officer of the Year Award; and AET2 David Cumming received the Maintenance Enlisted Person of the Year Award.

Tuesday evening, members enjoyed the aerial flight demonstration of Red Bull’s Chuck Aaron. His helicopter aerobatic performance was electrifying, and the USS Midway Museum served as the perfect venue for the show, as well as a meet-and-greet for members and guests.

Wednesday brought on more informative and riveting panels, which attendees engaged with today’s leading experts on the waterfront, Search and Rescue history and rescue hot washes, and a higher education briefing.

The keynote address from the Air Boss, VADM Mike Shoemaker drew one of the day’s biggest crowds. Symposium attendees also enjoyed the Captains of Industry and Flag panels.

The Boss opened with comments on the 60 Bravo Sundown and how its indelible mark in Naval Aviation history offers big shoes to fill.

The Admiral’s comments went on to discuss worldwide strategic options and their effect on readiness especially with the advent of new platforms, capabilities and tactics.

Critical to making the Fleet up to these coming challenges is training. To support this we need to develop a future training road

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Members enjoying the Reunion onboard the USS MIDWAY Museum map. The overall goal of this effort is to ensure that big deck CO’s have the resources to meet warfighting needs.

Comments continued with an outline of operational rotary wing deployment for Navy, Marine and Coast Guard units.

The emphasis on this review is how to keep the helo community capabilities and missions relevant now and into the future. The key to relevance is the Helo Master Plan implementation and maturity for the Romeo, Sierra, MH-53 and Firescout.

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Tough fiscal choices will be needed to meet these needs now and into the future.

Fiscal choices that we will have to temper with efficient resource management. Things that will help with this management are controlling flight hour costs, establishing readiness initiatives and efficient, effective aircraft assignments.

Additionally, we need to address aircraft and platform integration; such as with the Sierra/Romeo, Firescout and LCS. Proper integration is key to building a unified coherent force. Such a force will maximize mission effectiveness. Another increasingly

Features: A Symposium to Remember

important tool to this integration is simulator utilization with the goal to tie multiple platforms and aircraft models into a single warfare training experience. The final key is people performance. Our sailors and marines are the number one resource necessary for integrating platforms into an effective and efficient warfighting force.

The Air Boss then opened a Q&A session covering: • Manpower • Career progression milestones • Fiscal uncertainties for warfare development into the future • Prospects for an aviator CNO • Osprey/C-2 COD replacement and manning • UAV manning in the future • Helo vs surface/subsurface budget priorities • Reserve squadron support and growth The Captains of Industry Panel included representatives from Airbus Helicopters, Augusta Westland, BAE Systems, Bell Helicopter, CAE, GE Engines, Lockheed Martin, Northrup Grumman, Sikorsky and Telephonics Corporation. The panel fielded a variety of questions including industry challenges into the future, aerospace industry consolidation effects on competition and innovation, controlling acquisition costs with increasing operational and strategic requirements, the latest on a replacement training helicopter, shortening the production time from requirement statement to end product use, T-700 engine upgrade limits and charts and developing products that will lessen manpower constraints and keep training time lines streamlined. Of note were ending comments that industry people feel a real connection to the military

operators and a genuine obligation to safety and mission success. If we have less money then we need more trust and communication in the procurement process and that’s something everyone can do.

The day continued with the NHA Flag Panel, which VADM Dunaway, Commander Naval Air Systems Command, VADM Grosklags, Deputy Assistant Secretary of the Navy for RD&A, VADM Rowden, Commander Naval Surface Forces, VADM Shoemaker, Commander Naval Air Forces, RADM Manazir, Director, Air Warfare, RADM Scott, Vice Director, Joint Staff and RADM Allen, Commander, Naval Mine & Antisubmarine Warfare Command. Of note were ending comments that the interim Helo Master Plan has been completed down to two very capable aircraft in the Romeo and Sierra and that rotary wing leadership is coming up the pipeline for a future helicopter Air Wing Commander. The future for rotary wing Naval Aviation is bright!

For years, the NHA Flag Panel has always been one of the NHA premier panels, which has enhanced the position of the Symposium as the pre-eminent conference concerning U.S. Naval Aviation. This year was no exception. The Flag Panel focuses on questions including the timeline for TH-57 replacement, the Navy Rescue Swimmer Warfare device, the Romeo/Sierra ASUW mission expansion to a medium range surface to surface missile and Romeos providing ASUW support for amphibs, innovative policies to counter the Russian threat, addressing Naval Reserve enlisted community personnel management, keeping reserve squadrons 84 and 85 for SOF missions or more funding to increase active fleet squadron SOF mission proficiency, who will be the first generation V-22 COD pilots and when will

(top left) VADM Shoemaker delivers the Keynote Address. (top center) the Waterfront Panel explain the different experiences of ship life and how it can play a major role in helicopter pilot’s naval career. (bottom right) The 2015 Captains of Industry address the audience concerning the challenges that affect the corporate world.

Continued on page 32

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VADM Grosklags (second from the left) and the rest of the Flag Panel address questions from the audience’s questions. they transition, increasing funding to better integrate the Firescout into the LCS/Romeo/Sierra mission package, Sierra mission creep task saturation and maintaining pilot proficiency in a multiplicity of missions, fleet pilots getting more aircraft time to build and maintain better basic aircraft handling proficiency and what is OFRP doing for the helo community and the force.

Lastly, the major sponsors like Sikorsky and Lockheed Martin saluted NHA for another spectacular event by hosting the Team Seahawk Reception and “Night Out at PETCO Park” later that evening.

All in All, the 2015 NHA Symposium was definitely a symposium of relevance and growth. The west coast Symposium committee up the ante on what it took to have a solid event. Now east coast, it your turn!

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Deadly Osprey Crash Spurred Safety Changes

Features

Bravery of Crew, Tragic End of Marine Who Drowned Also Detailed in Investigation Report Article by Gretel C. Kovach | Reprint in San Diego Union-Tribune, June 30, 2015

An MV-22 Osprey crashes into the Arabian Sea on Oct. 1, 2014 during a deadly mishap that inspired safety changes.

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he V-22 Osprey that crashed into the Arabian Sea last year was doomed on take-off because it was accidentally started in maintenance mode, Marine Corps investigators concluded. Despite a routine hover initially over ship deck, the errant mission system selection and a design flaw in the tiltrotor aircraft, since corrected, deprived the engines of enough flight power.

Cpl. Jordan Spears, a crew chief who bailed out and was lost at sea after the Osprey hit the water on Oct. 1, 2014, was the first American killed in action during Operation Inherent Resolve, the campaign against the Islamic State group of militants in Iraq and Syria.

During more than 10 minutes struggling at the controls as the Osprey dipped in and out of the water, the pilots dumped most of their fuel. They were able to fly the disabled aircraft back to the amphibious assault ship Makin Island for a safe landing. But the MV22B, which was submerged about four feet at one point in corrosive saltwater, required replacement engines and other parts costing more than $1.5 million.

The Marine command investigation also cited the pilots and crew for not strictly following start-up procedures that could have prevented the deadly mishap, a lack of warning to them about newly discovered hazards of flying the Osprey in maintenance

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U.S. Marine Corps photo / released

mode, and the potential fatigue of the sergeant who unintentionally initiated the wrong system setting, according to the report obtained by The San Diego Union-Tribune through a Freedom of Information Act request.

In its most heartrending passages, the 183-page document details the bravery of the Osprey pilots who refused to abandon their ailing airship, the tragic last moments before Spears sank under the weight of his bullet-proof armor, a life preserver that wouldn’t inflate, and the fruitless search for his body.

CRASH The aircraft from Marine Medium Tiltrotor Squadron (VMM) 163, an Osprey unit based at Marine Corps Air Station Miramar, was third in a group of five sent to reinforce the U.S. embassy in Iraq.

The senior crew chief assigned to “Choctaw 3” (names are redacted from the public report) woke that afternoon feeling very excited about the mission.

The sergeant was also a new father – his wife had given birth to their third child two weeks earlier. After five weeks on the night shift he wasn’t as rejuvenated as usual after the required amount of

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crew rest, but his anticipation for the important flight masked any fatigue.

As he had done countless times before, the sergeant referred to a pocket checklist from the flight manual to start the aircraft, using his peripheral vision to punch in the mission system setting.

Unbeknownst to him and the rest of the Osprey crew, the Marine Corps had discovered a dangerous anomaly earlier that year in the relatively new hybrid aircraft, which was fielded in 2007 after a total redesign sparked by two crashes that killed 23 Marines. Since then, the Corps has touted its safety record among rotor aircraft.

The MV-22 tiltrotor made by Bell/Boeing takes off like a helicopter and flies like an airplane, after its huge wingtip nacelles and prop-rotors tilt forward.

When started in maintenance mode, the exhaust deflector that protects the avionics from overheating remained on, reducing engine power by about 20 percent.

Marine Helicopter Squadron 1 at Marine Corps headquarters issued a hazard report about the issue in April 2014. But the crew of the Osprey that crashed in October had not been briefed on it by their squadron or Naval Air Systems Command. The aircraft controls didn’t warn them they were about to take off in maintenance mode, nor did their flight manuals explain the dangers.

After starting the engines, the pilots thought it odd that both hung up for about 15 seconds before spooling normally. They also discussed the fact that the exhaust deflector was set to ON instead of AUTO as usual. But the aircraft seemed fine otherwise, so they assumed a harmless software update was to blame.

Just before 5 p.m. local time, the co-pilot lifted the aircraft into a 15-foot hover. As the Osprey slid left over the edge of the deck, it plunged toward the sea. “Power! Power!

Power!” the senior crew chief cried, joining calls from the flight commander sitting in the right pilot seat and the ship’s control tower.

“It’s all in!” the co-pilot replied. He adjusted the nacelles and nose to level the Osprey and steer it away from the ship as they descended.

“Brace for impact,” he announced.

The 70-foot drop from deck-level slammed Cpl. Spears flat. “We are ingesting saltwater and we will continue to lose power to salt incrustation,” the sergeant onboard advised.

“I think we need to leave this aircraft,” the flight commander said. The crew chiefs were ordered to ditch. They slipped into the water out the back ramp without employing the life raft. They didn’t have time before the aircraft sank, the sergeant thought.

The pilots remained at the controls in whiteout conditions, downwash whipping the sea around them. Instead of blowing the cockpit doors and bailing out themselves, they fought to pull the Osprey out of the water.

“The engines were still somewhat working and I wasn’t ready to give the aircraft up yet. We had ensured the safety of the aircrew but I wanted to see if we could still save it,” the major flying the Osprey recalled.

After a suggestion from a Marine captain in the ship tower, the Osprey crew dumped several thousand pounds of fuel to lighten its load. It immediately began to lift out of the water, but still couldn’t take flight.

After settling back into the water five times, the

co-pilot used a “max gross takeoff” adjustment lowering the nacelles. On the sixth attempt, they flew into the air.

Against suggestions to switch to airplane mode and head for land 20-minutes away, the Osprey returned straight to the ship, with the flight commander at the controls since the co-pilot couldn’t see through his salted windscreen.

The MV-22 settled on deck while dumping more fuel. After an emergency engine shut-down before hot exhaust could ignite the fuel they sprayed on deck, the pilots quickly exited the aircraft as a crash fire crew “anxiously” approached.

One crew chief had been rescued from the water, they were told. The other was missing.

DROWNING Cpl. Spears had flashed him a thumb’s up before the sergeant slid into the water.

It wasn’t like training in the pool. The weight of his body armor immediately dragged him under. After five attempts,

the sergeant finally inflated one lobe of his life preserver.

Spears, meanwhile, was struggling to keep his head above the water slicked with fuel. The sergeant swam to him and pulled up on a strap on Spears’ vest. “I got you, buddy,” he said, but the sergeant was unable to hold his head free of the water.

Spears kept yanking his inflator beads, but nothing happened. The sergeant handed over his breathing canister, since Spears was mostly underwater. By then they were both exhausted.

Spears pushed away from the sergeant and attempted to manually inflate the life preserver.

Each time he tried, he dipped below the surface, then reemerged gulping for air. The third time, he didn’t come up.

The sergeant swam over and dug his head into the water. “Spears!” he yelled.

“I saw more bubbles surface a couple feet in front of where I was. I started to panic and looked around as if someone was going to magically save the day,” he recalled.

After floating for what seemed like forever with fuel-soaked waves hitting him, an H-60 helicopter circled overhead.

When the sergeant saw the snorkel of a rescue swimmer, he knew it would be alright.

Photo posted of Cpl. Jordan Spears on the Marine Corps helicopter unit Facebook page Photo courtesy of 11th Marine Expeditionary Unit Public Affairs via Facebook

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“Are you injured?” she asked, before helping him into the cable hoist. As they ascended into the helicopter, he felt faint.

“The other crew chief was Jordan Spears.

Jordan Spears went under … He’s my corporal,” he repeatedly told the search crew.

The rescue swimmer gave him water and juice to wash the fuel from his mouth. “I sat looking out the window, looking at the water for my friend as we circled the area,” he said.

Despite an “extensive search and rescue effort and tremendous team effort,” with contributions from Fifth Fleet, Combined Task Force 51 and several ships and aircraft using sophisticated equipment to hunt for Spears and the locator beacon he was wearing, the lost Marine could not be found.

They searched all night and the next day before Spears was declared dead. Navy divers continued looking for his body for two more weeks, to no avail.

CHANGES As recommended by the commanding officer of the 11th Marine Expeditionary Unit to which they were assigned, the Osprey crew was subjected to administrative action, said Capt.

Craig Thomas, a spokesman for the 1st Marine Expeditionary Force, declining to provide details.

“While I do not believe that the crew was willfully negligent in executing their duties leading up to this mishap, I do believe strict adherence to (naval operating) procedures and checklists could have prevented this mishap,” the 11th MEU commanding officer wrote, in response to the command investigation findings.

He also targeted the design of the aircraft made by a Bell and Boeing joint-project, and oversights by naval air safety officials, saying: “It is inexplicable that an aircraft systems design would allow a crew to take an aircraft flying with a potential degradation in engine power of 20 percent without providing a caution or warning alerting them of the situation. This poor design, and the fact there is no documentation to warn the crew of this design in (naval operating procedures) is a contributing factor to this mishap.”

Bell and Boeing each declined to comment and referred questions to the military.

The Marine Corps and Naval Air Systems Command took swift action to adjust the aircraft and its flight manuals.

A week after the crash, an order to revise the manuals in pen and ink was issued. Within two weeks, a naval message warned the entire MV22 community about operating the aircraft in Rotor Review maintenance mode. #129 Summer 2015 In January, a fleet-wide MV-22 software

Features: Deadly Osprey Crash Spurred Safety Changes update was implemented. “With this them in spirit.” update, full power is available in the A tombstone marks the empty grave event an aircraft takes off when in where relatives pay their respects. Thanks to (maintenance) configuration,” said Col. donations collected nationwide, a black granite Dan Robinson, V-22 Program Manager. memorial is also being erected to Spears and other post-9/11 War on Terror veterans in a park near his high school alma mater in SPEARS Sellersburg, Indiana.

Spears died at age 21 on his first Spears’ parents say they are grateful that deployment. He had talked about Osprey safety improved so quickly after his becoming a Marine since he was a boy death, so that other families will not have to of eight, though none had served in his endure their loss. “The commanding officer family. said he had never seen it happen so fast,” said Fellow Marines held a memorial Greg Spears, the father. for their fallen comrade while still “The Marine Corps has been very, very deployed at sea, and a celebration of his supportive of us in our time of tragedy,” he life after their return. added. “We are just overwhelmed by the way “It was a tragedy for us to lose Cpl. they really do take care of their own.”

Condolence letters sent from strangers Spears and we took the time to grieve across the country were another comfort. the loss of our Marine, (to) remember Cosette Spears, Jordan’s mother, had to buy a the Marine and man he was, while filing cabinet to store them all. She wrote more concurrently ensuring we had the right than 100 response cards. mindset to meet our responsibilities in “Every day is hard. It’s still hard. Some theater,” Col. Matthew Trollinger, 11th MEU commanding officer, said in a days you don’t think you’re going to get through it and you go to the mailbox and get statement after his death.

They carried on, he said, as those cards of encouragement and appreciation professionals determined to accomplish for what your son did, people saying they are their mission, in the belief that their thinking and praying for you, it makes a great comrade “was not lost, but still with difference,” she said.

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FOCUS Rotor Review #129 Summer 2015

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HSM-73 Trains with

Apaches Article by LTJG John Sturgill, USN

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s part of FIFTH Fleet’s semi-annual SHAMAL exercise, the HSM-73 Battle Cats provided Strike Coordination and Reconnaissance (SCAR) control for four AH-64D Apaches from the 4-501st Aviation Regiment stationed at Camp Beuhring, Kuwait against maritime targets in the Northern Arabian Gulf. This was the culmination of several months of integration preparation between HSM-73 and the 4-501st, which included a visit to USS Carl Vinson (CVN 70) by the Army pilots and HSM-73 Battle Cats flights into Udairi Army Airfield in Kuwait.

HSM-73’s Combat Element ONE, embarked in USS Dewey (DDG 105), flew four sorties over two days during the March 2015 exercise. The first day featured a live fire event against four maritime targets known as “killer tomatoes” due to their resemblance to giant tomatoes. The second day was a joint Maritime Infrastructure Protection Exercise with the Al Basra Oil Terminal (ABOT) as the defended asset. Nearly 80% of Iraq’s Gross Domestic Product (GDP) flows through ABOT and an adjacent structure, the Khor Al Amayaa Oil Terminal, and the goal of this exercise was for a joint, coalition force to protect the oil terminals from a simulated attack.

Six other U.S. Navy, U.S. Coast Guard, and Iraqi Navy vessels also participated in the exercise.

“The Apaches proved to be an extremely viable maritime asset and a substantial force multiplier,” said LCDR Adam Whitt, Combat Element ONE’s Officer in Charge. “The Army helicopters demonstrated the ability to work seamlessly with the MH-60R in the maritime environment.” During the live fire event, a single MH-60R controlled two Apaches. The AH-64D’s made 20mm and 2.75” rocket attacks on the “killer tomatoes,” which simulated Fast Inshore Attack Craft (FIAC). Once the Apaches were

clear the Battle Cats helicopter coordinated follow-on fires from the surface vessels and also employed its own crew-served weapons against the targets. “The Army Apaches efficiently conducted their swift attack runs with amazing precision,” said LCDR Whitt, “Control and coordination of fires with the Apaches were seamless.”

The remaining events all involved the same mission – integration of joint and combined air and surface forces for Maritime Infrastructure Protection.

The Battle Cats took station and utilized their sensors and communication suite to sweep the area around ABOT that extended and enhanced the Scene of Action Commander’s real time situational awareness and provided early cuing for incoming threats, played by other coalition surface forces. As SCAR, the Battle Cats split the Apaches up and coordinated sector assignments to augment coverage gaps for the friendly surface assets. “The Apaches executed with precision without any indication of interservice confusion or miscommunication in the maritime environment and they performed their

assigned roles with impressive flexibility and adaptability alongside their Navy counterparts,” said LCDR Whitt.

The SHAMAL exercise proved to be an opportunity that is the first of its kind, coordinated operations with AH64Ds and MH-60Rs in the maritime environment. The exercise demonstrated the effectiveness of combining the firepower of the Army AH-64D Apache and the sensor capabilities of the Navy MH-60R Seahawk working in sync with naval surface assets. The ease with which both air assets were able to participate in the exercise indicates the real possibility of future coordination. The exercise proved to be a success for the U.S. Navy surface community and was undoubtedly another great opportunity to further utilize the sensors and capabilities provided by the MH-60R Seahawk.

BattleCat 700 flies form with two Army Apaches. Photo courtesy of HSM-73 Public Affairs Office.

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Article By LT Adam Beauregard, USN

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magine being on the deck of an aircraft carrier transiting through the Strait of Hormuz.

A myriad of unknown boats surround the ship. MH-60R and MH-60S helicopters are orbiting the carrier with surface combatants surrounding the CVN, all in formation. An Electronic Support Measure (ESM) emitter warns there may be an unfriendly combatant ahead of the formation, but an MH-60R does not yet have contact on its RADAR. Should the MH-60R crew request to launch the carrier-based fixed-wing fighters, or should they ask the E-8C JSTARS to use Air Force fixed-wing assets to visually identify the ESM hit?

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Each stage of the exercise leverages the familiarity of Navy assets performing SCAR and AR in the RWT domain with the lethality and precision of Air Force strike assets. A 22-foot range craft serves as the HVU which transits along a predetermined course, and five to eight smaller boats simulate enemy FAC/FIAC conducting a multiaxis, multi-platform swarm attack. Using RADAR, the SCAR finds unknown contacts and directs fixed-wing and rotary-wing assets to

What is Operation GREEN FLAG? Operation GREEN FLAG is a monthly exercise hosted by the United States Air Force 549th Combat Training Squadron (CTS) designed to prepare deploying Air Force squadrons for operations in the CENTCOM Area of Responsibility. Air Force assets participate in Air Operations in Maritime Surface Warfare (AOMSW) missions to prepare to operate in the Persian Gulf and surrounding areas. Deploying units play an active role in a simulated restricted waters transit (RWT) in which the High Value Unit (HVU) is attacked by Fast-Attack Craft/Fast In-Shore Attack Craft (FAC/FIAC). From January 2015 to present, helicopters from HSM-75, HSC-6, and HSC-8 of Carrier Air Wing 11 (CVW-11) have provided helicopter support during these simulated carrier strike group RWTs. The exercise’s joint nature improves the two forces’ working relationship, which may prove critical to the success of a real-world strait transit.

During GREEN FLAG, an MH-60R serves as Strike Coordination and Reconnaissance (SCAR) and coordinates with the Maritime Airborne Controller (MAC), played by JSTARS from the 16th Airborne Command and Control Squadron. The MAC then supplies the SCAR with Armed Reconnaissance (AR) assets.

Thus far, the Navy has supplied rotary wing ARs including MH60Rs from HSM-75 and MH-60Ss from HSC-6 and HSC-8. The Air Force has provided a variety of fixed wing assets in the form of A-10 Thunderbolts from the 357th Fighter Squadron, F-16 Fighting Falcons from the 555th Fighter Squadron, and B-1 Lancers from the 57th Bombardment Squadron. Stationed all over the US, these assets converge upon the Southern California Offshore Range Complex (SCORE) to participate in Operation GREEN FLAG.

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Photo Courtesy of the Department of Defense

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investigate and then target hostile forces. An instructor from the 549th CTS stationed in the Range Operations Center (ROC) serves as the Sea Combat Commander (XZ) and directs the exercise just as XZ would.

Mission-planning challenges Mission planning and coordination pose a preliminary challenge to GREEN FLAG participants. HSM-75 has participated in three GREEN FLAG exercises so far this year. In January, participants used unclassified networks for mission planning between fixedwing assets at Nellis AFB in Las Vegas, NV and rotary-wing assets from NAS North Island in San Diego, CA. The Air Force players and the Navy helicopter crews faced communication barriers, not only due to the distance, but also because the Air Force players were less familiar with maritime SCAR. Even the colloquial language between the two branches differed. For example, the Air Force uses the term “SCAR-C” to describe what the Navy would call “SCAR.” For the February operation, HSM-75 sent a Liaison Naval Officer (LNO) to Nellis to bridge the gap in mission planning.

While crews still completed the coordination over the phone, the LNO smoothed out many of the wrinkles and differences in tactics, techniques, and procedures so all assets could clearly understand the concept of operations. The May 2015 GREEN FLAG involved four helicopters and one B-1. Unfortunately, during this event an LNO was unable to attend the mission planning with the 57th BS. One lesson learned was that easier access to a classified VTC site would have greatly enhanced pre-mission coordination, as it would allow all participants to discuss the classified specifics of restricted waters transit concepts, targeting profiles and procedures for each variant of aircraft involved.

Differences in doctrine The mission planning process revealed incongruities with AOMSW/SCAR doctrine between the two forces. As a naval service and more specifically, as the HSM community, we are accustomed to a layered defense plan of action in regards to RWT by having fixed wing fighters provide coverage at a greater distance from the HVU with inner zone coverage provided by rotary wing assets. Coverage areas, sectors, zones and handoff procedures between the fixed wing, rotary wing, and ship assets are rather fluid in nature and are at the discretion of the SCAR. Naval assets are familiar with this type of loose control and thrive on the ability to assess the situation at hand and use sound judgment to determine threat priorities and required tasking. On the other hand, our Air Force brethren train to a more structured style of tasking in the form of CAS 9-Lines and Maritime Tasking Messages. The use of loose control and limited communications in the restricted water domain was new to our Air Force counterparts. Establishing ground rules or as the Air Force calls it, “contracts,” for asset turnover between the various zones proved critical to the success of each restricted waters transit mission. By providing the Air Force fixed-wing assets with a brief and products from a recent RWT, they better understood their role and how the mission was to be conducted.

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Difficulty creating a common tactical picture: GREEN FLAG’s success depends upon all participants sharing a common tactical picture.

Like many other operations, not all participants were Link-16 capable.

For example, A-10s have Situational Awareness Data Link (SADL) that allows them to receive some Link-16 information, but they have no ability to provide inputs to Link-16.

Furthermore, not all assets were on the same Link-16 network, which made passing SCAR tasking more challenging than simply providing a Link-16 track number and description. In the realworld environment, this challenge would be magnified given the sheer number of contacts in restricted waters. By the May 2015 event, Joint Interface Control Officers coordinated effectively to allow all participants to see the same tactical picture. Without Link-16, crews found that utilizing a “bullseye” reference point to pass target information solved the lack of common tactical picture problem but also created other problems. The Air Force assets were unable to establish a “bullseye” on the HVU because it was a moving contact vice a geographic reference. With each mission, different tasking requests were attempted with varying levels of success, with most crews resorting back to visual talk-ons and voice communications.

Opportunities to practice joint operations: GREEN FLAG also allows both fixed wing and rotary wing aircraft to practice Pre-Planned Responses (PPRs) for a real-life scenario involving hostile forces. During GREEN FLAG, ARs executed PPRs to deter the approaching contacts from closing the HVU. The ability to work through the sequence of PPRs was valuable training for all participants.

Each event utilized different methods for assigning target tasking. The January 2015 event utilized an eight-line maritime tasking message used by the Air Force. Both Navy assets and Air Force assets were unfamiliar with its usage. The February 2015 event utilized a modified five-line/kill-box brief, which proved to be a more efficient means of passing tasking. ARs were given target tasking until all targets were destroyed. With the threat neutralized, the exercise was reset and another vignette began.

When conducting a strait transit, the mission’s success hinges upon the ability of friendly assets to communicate effectively and coordinate the appropriate response. The joint integration in an exercise such as Operation GREEN FLAG provides all involved with realistic training and improved mission performance.

Whether called SCAR or AOMSW, each service learns how to best establish surface dominance and enhance interoperability.

While GREEN FLAG has its challenges concerning missionplanning, concepts of operation, and common tactical picture creation, the ability to work through those differences improves the overall effectiveness of the total force. Identifying critical learning points now allows successful execution of the mission in the future. The HSM community looks forward to continuing this partnership with the Air Force and improving our abilities to conduct operations anywhere in the world.

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VMM-261 Ospreys

Go Dutch

Article By LCpl Fatmeh Saad, USMC

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pirits ran high aboard the Karel Doorman, a Royal Netherlands Navy warship, as U.S. Marines with Marine Medium Tiltrotor Squadron (VMM) 261 made the first MV-22 Osprey landing aboard a Dutch ship during an interoperability test conducted near Marine Corps Air Station New River, North Carolina, on June 12, 2015.

“What we normally do is support the forces ashore,” said CAPT Peter van den Berg, the commanding officer of the warship. To better support ground forces, the amphibious unit recognizes it needs aircraft support, said van den Berg. “That’s why the Netherlands Navy is very interested in cooperating and integrating with the U.S. Marine Corps and operating the Osprey from our decks,” said van den Berg. “The Osprey is capable of doing large airlifts at a time, instead of a smaller helicopter – an Osprey can take much more personnel back to shore.”

The landing was the first of its kind and tested the interoperability of the two military entities, as well as the Dutch’s ability to host the American aircraft aboard their ships through carrier landings.

“The majority of people live within 300 nautical miles of the ocean,” said Capt Matthew Thompson, a Marine with VMM-261 and the pilot and operations officer for the exercise. “With that in mind, the true Marine aspect of ‘from the sea, to the shore,” is increasingly important. Being able to land on

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a ship or sea base from a ship, and move people, things, to the shore is increasingly important.” The test included five landings aboard the warship along with a refuel check to test the Osprey’s ability to receive fuel from the Dutch warship. “[This test] supports the mission of the 2nd Marine Aircraft Wing because when units from 2nd MAW move forward, they sometimes work in concert with coalition partners and that may include the Dutch one day,” said Thompson. Building a stronger relationship and testing the units’ ability to integrate was the central focus of the carrier landings. “The MV-22 Osprey provides commanders with unprecedented agility and operational reach,” said Thompson.

The U.S military has a long-standing history working with their Dutch counterparts, a partnership both units expressed an interest in deepening. “Having the knowledge that we learned today can help us when we move forward, if we ever work with the Dutch, which I

An MV-22 Osprey with Marine Medium Tiltrotor Squadron 261 prepares to land onto the Karel Doorman, a Dutch warship, during an interoperability test near Marine Corps Air Station New River, N.C.

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VMM-261 begin testing with MV-22 Osprey onboard Karel Doorman. think is a very real possibilities, especially when we saw the amount of compatibility that we have from a simple exercise like today,� said Thompson.

Sgt. Maj. Jan Bult, a member of the Royal Netherlands Navy, directs the landing of an MV-22 Osprey with Marine Medium Tiltrotor Squadron 261 onto the Karel Doorman, a Dutch warship, during an interoperability test near Marine Corps Air Station New River, N.C., June 12, 2015. The units worked jointly to perform the first MV-22 Osprey carrier landing aboard a Dutch warship and strengthened the existing partnership between the two countries.

An MV-22 Osprey with Marine Medium Tiltrotor Squadron 261 prepares to land onto the Karel Doorman, a Dutch warship, during an interoperability test near Marine Corps Air Station New River, N.C., June 12, 2015. The unit worked jointly with the Royal Netherlands Navy to perform the first MV-22 Osprey carrier landing aboard a Dutch warship and strengthened the existing partnership between the two countries.

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Focus

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n today’s fiscally constrained environment, it is imperative that every flight hour, ounce of gas and minute spent in the aircraft is focused on the most impactful training. Simulators are great resources and certainly provide invaluable experiences/training to certain mission sets but I believe most would agree that actual flight time is preferred over simulated. This is most certainly true when it comes down to SOF missions. Having live personnel, fastroping out of the helicopter brings an extra level of focus to the event. The face to face briefing and learning each other’s capability is irreplaceable. There are many different external agencies willing and available for these training opportunities, recently, HSC-14 was fortunate to work with BORTAC here in the SOCAL OPAREA.True to all live missions, a great deal of mission planning is the key to success. Understanding the end state of both parties training objectives along with ensuring the appropriate amount of risk management and resources are applied.

Very similar to Large Force Exercises (LFE) working with ground forces requires the same amount of attention to detail. Understanding the overall plan, breaking the mission down into phases and executing in accordance

Top Photo: A member of the Coast Guard Security Team onboard a Gas Oil Platform (GOPLAT). Bottom Photo: Blackjacks flying along with a USCG cutter during joint operations.

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with both TTPs can be a bit challenging especially when working with live forces. There is a greater risk when operating with live personnel, especially in the dynamic environment that the SOF missions find themselves in.

HSC-14, HSC-8, and HSC-23 were all involved with the exercise. The role that HSC14 played was providing a “lift” of the assaulters to the GOPLAT (Gas Oil Platform). We flew in a division of MH-60S(s) - three aircraft en route to the GOPLAT. Once we inserted the team onto the GOPLAT, we provided ISR (Intelligence Surveillance and Reconnaissance) for the ground forces as they proceeded throughout the structure. It was categorized as a Homeland Defense mission, in which we defend our outlying GOPLATs. After a days worth participate in the BORTAC exercise, we found the training to be instrumental in developing skill sets within these primary mission areas. SOF can be a challenging environment, with TOTs, calls for fire, etc… Their level of professionalism and dedication was second to none. We shared our experiences with the SeaWall and provided lessons learned up the Chain of Command to better inform our community of the phenomenal training opportunity available to us from an external agency located right around the corner.

We hope to work with them again, and look forward to the challenge/reward associated with operating with live ground forces.

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Click The Button &

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RotorReview Review#128 #129 Double Summer 2015 Rotor Issue Spring ‘15

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Change of Command

USS America (LHA 6)

CAPT Michael W. Baze, USN relieved CAPT Robert A. Hall, Jr, USN on May 7, 2015

HSC-22

Sea Knights

CDR Kevin P. Zayac, USN relieved CDR Wayne W. Andrews III, USN on April 29, 2015

USCGAS

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Corpus Christi

Col Michael A. Moore, USMC relieved Col Michael J. Borgschulte, USMC on May 26, 2015

CAPT Tom Hahn, USCG relieved CAPT Samuel R. Creech, USCG on June 5, 2015

HSC-5

Nightdippers

HMH-465

USS Boxer (LHD 4)

CAPT Michael S. Ruth, USN relieved CAPT Martin L. Pompeo, USN on June 4, 2015

Warhorses

HSC-15

Red Lions

CDR Thomas A. Esparza, USN LCol Sean P. Hoewing, USMC CDR James W. Stewart, relieved CDR Aaron R. Kelley, relieved LCol Troy C. Cable, USN relieved CDR Wesley S. USN on May 8, 2015 USMC on May 27, 2015 Daugherty, USN on June 2, 2015

HSC-6

Screamin’ Indians

CDR Ryan J. Logan, USN relieved CDR Stephen J. Bury, USN on July 2, 2015

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USCGAS

USCGAS

USCGAS

Kodiak

Cape Cod

CAPT Mark J. Morin, USCG relieved CAPT Melissa L. Rivera on June 10, 2015

CAPT Timothy Tobiasz, USCG relieved CAPT Stephen H. Torey, USCG on June 7, 2015

CAPT Frederick C. Riedlin, USCG relieved CAPT Timothy J. Gilbride on June 26, 2015

USCGAS

USCGAS

HSMWSP

CDR James F. Hartman, USN relieved CDR Matthew G. Humphrey, USN on June 11, 2015

HSM-77

Saberhawks

CDR Kenneth P. Ward, USN relieved CDR Lonnie L. Appleget, USN on July 4, 2015

Barbers Point

Houston

Los Angeles

CDR Thomas F. Cooper USCG, relieved CDR Christopher J. Conley, USCG on June 19, 2015

HMLA-267

CDR Craig Massello, USCG relieved CDR Scott E. Langum USCG on June 19, 2015

USCGAS

CHSMWP

CAPT Sil A. Perrella, USN relieved CAPT Shawn P. Malone, USN on July 24, 2015

HSC-85

Firehawks

CDR Richard B. Wilderman, Jr, USN relieved CDR Joseph P. Thompson, USN on June 27, 2015

HSC-23

Stingers

Traverse City

Wildcards

LCol John Livingston, USMC relieved LCol Mark Coppress, USMC on July 11, 2015

CDR Gregory A. Matyas, USCG relieved CDR Sean M. Cross, USN on July 13, 2015

CDR Dewon M. Chaney, USN relieved CDR Stephen O. Johnson, USN on August 6, 2015

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Historical

In Memory of

“CLEM”

Submitted by HC-7 Seadevil Mike Shepherd Edited by Joe Skrzypek

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n 1971 the setting takes place on Luzon Island, Philippines at the Naval Air Station Cubi Point. The HC-7 Det Cubi AT shop had a back door that basically backed up to the jungle.

Mike Sheperd was preparing to deploy on a H-2 Det. He wanted to leave his motorcycle cleaned up and in good working order for his return. He used a can of MEK and an air hose to blast the oil and carbon residue off the engine of his Yamaha DT-250. Whenever he took a short break to check his work he heard the high squeak and couldn’t figure where the sound was coming from. Finally he realized it was not coming from the air hose but from the bushes. After a short look-see he found a little fat black and white Guinea pig. He easily caught the little pig and found a small cage where shipmate LC Johnson had seen one at the bottom of the seaplane ramp. Clem was named after the HC-7 H-2 call sign”CLEMENTINE”.

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Historical: In Memory of CLEM

The next day, Mike was on a ferry mission taking an HH-2C out to Det and decided to take his new pet with him, as Detachment Mascot. Since a cache of contraband was already collected to be smuggled out to sea he thought, what the heck, if they discover the Guinea pig it would be the last of his worries.

The Det pilot was Rich Basore who did not know of the contraband or the mascot. Mike stowed the cage in the tail pylon for the ferry flight to the Kitty Hawk on Yankee Station. It was easy, as at that time the poor thing was still in shock from being whisked out of the jungle into captivity. The helo crew acquired some leafy greens from the mess decks and gave it to the guinea pig daily. However, by the time we got to the DLG, the little one was used to getting fed every time it heard someone come by his cage. If it heard someone, it would squeal hard and fast to get fed.

Mike thinks Rich Basore didn’t find out about the mascot guinea pig until the

first cross deck, to the USS Horne, but every enlisted man on the DLG knew about it. Mike found that if the cage was covered with a blanket it would sleep, but that didn’t last long as every enlisted man on the DLG wanted to bring greens to the guinea pig.

Mike recalls a time when the ship’s XO came into the helo bay to look at the H-2 and Clem squealed. The XO said, “What you got here, and picked it up and started playing with it!” He said one of his kids had one at home. After that the cat was out of the bag and we brought Clem out to run around every day. Still, no one was sure of the sex the pig, but it seemed everyone wanted to check; darn Sailors. Even Rich Basore played with the mascot. Then came a time when Mike along with shipmate Mike “Fuzzy” Kerrigan were relieved and sent back to the Cubi Point via ships COD to Danang AFB. Mike Shepherd never saw Clem again.

Mike “Fly” Frazier reported that Clem had crossdecked on several H-2 Dets until the time came for Clem to head back to Cubi Pt. via catapulted COD with the H-2 detachment. CLEM embarking with the crew aboard a COD, were instructed to hold on to CLEM and to turn her to face forward…. As events were being rushed, the COD was catapulted off of the carrier with the mascot facing “aft”. CLEM squealed, and due to the force, her eyes popped out of their socket. All first aid efforts failed. CLEM passed in an honorable duty status and will be remembered by many HC-7 Seadevils and crews of many ships. May she R.I.P. Thank You to contributors, Mike ”Shep” Shepherd, Mike “Fly” Frazier and Ron ”Lil Ron” Milam.

They ensure this Helicopter History, reprinted from the HC-7 March 2015 News Brief, will not be forgotten!.

Shine Angel, Shine!

Reprint by CDR Tom Phillips, USN (Ret.)

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n 1951, the two-man crew of the U.S. Navy HO3S-1 helicopter approaching the North Korean rice paddy in the fading light of late afternoon, looked down and saw tracers flying back and forth between two ditches, adjacent to a crash-landed plane, and heard the radio report of a RESCAP fighter, which was limping out of the fight with battle damage, having been shot up by the North Korean anti-aircraft guns at the scene.

The helicopter was there to go down and rescue the crew of the downed plane. They would have to brave the hostile fire, which they had just seen off a high-speed, agile, fighter, if they were going to be able to rescue the two

men whose location was marked by fluorescent bright signal panels on the ground next to one of the ditches.

Down in the dry rice paddy were two Australian Navy airmen, the crew of a Fairey Firefly AS. 6

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reconnaissance strike fighter, of 817 Squadron embarked in HMAS Sydney, a Majestic class light aircraft carrier.

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Sydney was one of five Commonwealth light aircraft carriers who fought alongside the US Navy throughout the Korean War. The others were Royal Navy Colossus class: HMS Triumph, followed by HMS Theseus, followed by HMS Glory, then Sydney, then Glory again, then HMS Ocean, Glory yet again, and finally Ocean again. The RN carriers had two squadrons, one of fighters and the other strike aircraft, while Sydney had two fighter squadrons, Sea Furies, and one strike squadron of Fireflies.

They usually teamed with a USN light carrier or escort carrier and normally stationed off the west coast while the big deck USN carriers patrolled off the east coast in the Sea of Japan.

How did the two Aussies find themselves in that North Korean ditch? Their day had started well enough, launching with four other Fireflies for a strike designed to block a railroad tunnel between Chaeryong and Haeju – two villages near the city of Sariwon. At the target, Lieutenant Neil MacMillan, and Chief Petty Officer Phil Hancox, his radar operator, were rocked by a near-miss flak explosion. MacMillan smelled something burning and he discovered through his scan of the gauges that his engine oil pressure was rapidly dropping toward zero. Hancox reported fuel streaming from the port nacelle fuel tank. A soon-to-be red-hot engine and streaming fuel were obviously the making of an explosion and MacMillan did the only thing he could: he switched off the fuel, shut down the engine, and informed his flight leader that they were going in.

Fairey Firefly AS

The fluorescent panels were the inspiration of Captain David Harries, RAN, commanding officer of HMAS Sydney. Harries had researched the question of rescue very carefully and took action himself to solve persistent communication problems. It was common knowledge by now that enemy troops targeted the cockpits of downed planes to prevent the use of the aircraft radio. Portable, hand-held survival radios did not yet exist. He developed a system of colored panels, pistol signals, and message containers to communicate two-ways, carried by all Sydney aircrews.

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Historical: Shine Angel Shine Hancox jettisoned the canopies as MacMillan selected an open field, lined up on it, only to spy high-tension wires in the way. He switched fields and made a smooth wheels-up landing with the airplane fetching up at the intersection of two convenient ditches at the corner of the field. They abandoned the plane, MacMillam carrying his parachute, Hancox carrying his nav bag, his maps, an Owen submachine gun, and their fluorescent signal panels.

They chose a ditch about 50 yards from the wrecked plane, set out a yellow signal panel to mark their position, and slowed their breathing as they looked around. They were one of 93 non-American United Nations aircraft shot down in the “police action” – neither the first nor the last.

United Nations Combat Aircraft Losses Korean War Combat Losses Allied Aircraft

Non-Combat Losses

Total

93

58

151

USAF

709

757

1466

USN / USMC

564

684

1248

How did the two U.S. Navy helicopter crewmen find themselves flying above that North Korean ditch? Not like you might think. They were not flying from a U.S. Navy shore base, or a U.S. Navy ship, but were actually launched from HMAS Sydney herself. HMS Triumph, the first Commonwealth aircraft carrier to see service in Korea had a Sea Otter amphibious fixed wing bi-plane for its air rescue. When Triumph was relieved by HMS Theseus, the Royal Navy, not yet having their own naval helicopters, was assigned a USN plane guard helicopter from HU-1, just like the American carriers. The rescue helicopter was passed down to each succeeding Commonwealth carrier.

HU-1’s first RN plane guard detachment consisted of one helicopter a few mechs, who doubled as aircrew, and one pilot, a Chief Petty Officer, Aviation Engine Mechanic Dan Fridley. Fridley was called a naval aviation pilot to distinguish him from a naval aviator. Naval Aviators were officers, and Naval Aviation Pilots were enlisted men. ADC(AP) Fridley went the whole hog for Theseus, painting the Union Jack, “ROYAL NAVY” and “HMS THESEUS” on the side. The British tars, having no previous close-up experience with these newfangled things called helicopters dubbed her “The Thing,” an appellation Fridley and his crew quickly embraced, going so far as to add that name to the rest of the whirlybird’s livery.

Glory relieved Theseus and HMAS Sydney relieved Glory, inheriting “The Thing.” Lieutenant P. O’Mara, the Officerin-Charge, transferred to his third Commonwealth aircraft carrier, and he chose the occasion to upgrade from “the Thing” to “Shine Angel.” “Shine” was Sydney’s radio call sign.

In Shine Angel, above MacMillan and Hancox, were ADC(AP) Arlene K. “Dick” Babbitt and his crewman Airman Callis C. Gooding.

The concept of having Navy, Marine Corps, and Coast Guard enlisted men at the controls of military aircraft came early in the development of naval aviation. Naval aviation history mentions enlisted pilots being involved as early as 1912. However, it was not until 1916 that the first class of Navy petty officers and Marine sergeants received formal pilot instruction at Pensacola, and other classes followed at various intervals. The first enlisted pilots to wear the gold naval aviator wings, and be designated Naval Aviation Pilots (NAPs), graduated in 1920.

In September 1925, the Morrow Board, appointed by President Coolidge to study the needs and problems of aviation in general, reported that, in the Navy, supplying pilots constituted a heavy drain on the officer personnel, and recommended that a study be made of the desirability of increasing the use of enlisted men as pilots in naval aviation.

Following this recommendation, Congress adopted the concept of enlisted pilots and established a fixed ratio of 30 percent of the officer strength as the number of enlisted pilots. By December 1947, when the program was discontinued, some 5,000 enlisted men of the Navy, Marine Corps and Coast Guard had been designated NAPs. The program was officially terminated by Congress in 1948. With the demise of the program, many NAPs gravitated to the fledgling helicopter and seemed to fit there.

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When the word was passed that a plane was down, it was immediately apparent to all that a rescue would be extremely hazardous.

The downed crew was under fire, and the daylight was fading fast – it was unclear which was worse. The HO3S-1 was not designed to be flown at night – they had neither searchlights, nor landing lights, nor external navigation lights, nor, more importantly, cockpit instrument lighting, nor an attitude gyro, nor a radar altimeter (a device not yet conceived). The math was clear: they could not travel the 107 miles, make the pickup, and get back 50 more miles to friendly territory before dark. Nevertheless, they went.

And they would have to try it in a Sikorsky Dragonfly, an HO3S-1 by Navy

designation, and informally known as the “horse.” The HO3S-1 was a big improvement over its older brother, the R-4, but it did have its limits. Its empty weight was 3,800 lbs and max gross weight was 4,985 lbs. Accounting for fuel and crew, it had a useful load of about 500 lbs on a cool day. Warm weather, high humidity, and elevated terrain easily limited the useful lift to about half that or worse. Its 450 horsepower engine just didn’t have the muscle to drive the less-than aerodynamically optimum rotors.

Fortunately, the rescue scene was near sea level, and it was October 26th, definitely cooling in North Korea.

Snow flurries were just around the corner.

That left one other constant consideration independent of power performance: center of gravity limits. The horse had a notoriously sensitive center of gravity. A singlerotor helicopter hangs balanced under the attaching point of the rotors to the rotor mast running up from the main transmission. That balance must be carefully monitored and controlled.

Weight on one side of the balance point must be countered with weight on the other side – like kids on a teeter-totter.

In the HO3S, the entire cabin was forward of the center-of-gravity (CG) pivot point. As weight was added forward of that pivot point, corresponding weight had to be added behind it to balance out the load and keep the center of gravity near the pivot point. The pilot’s cyclic flight control (the stick) could only compensate for a small range of off-center centers of gravity. If the center of gravity drifted beyond the range, there might not be enough “throw” in the cyclic controls to compensate, and the helicopter would then pitch uncontrollably nose down or nose up. When there was no load in the cabin, the crew had to position two iron bar weights, one of 25 lbs and the other of 50 lbs, beneath the pilot’s seat to allow the helicopter to be flown faster than about 25 knots without irretrievably losing stick authority. When there was a load in the cabin, the weights had to be moved to the baggage compartment (aft of the engine) what today would be called. If the crew lost the weights, rocks would be collected and loaded to counterbalance the CG.

When word of the rescue helicopter’s launch was passed to the circling Fireflies, one of them fired a green Very pistol cartridge to signal the downed men that help was on the way. Four Sea Furies arrived to take over Rescue Combat Air Patrol (RESCAP) duties and shortly after, a flight of Meteors from 77 RAAF Squadron joined the Sea Furies. The RESCAP leader Lieutenant Commander Fell, Sydney’s Air Group Commander, flew low over the two men and dropped a message in a container. He was hit by 40mm fire and was forced to divert to Kimpo (his ailerons were damaged so they only moved about an eighth of an inch). The note landed about 25 feet from the yellow panel, and informed the two downed airmen the helicopter was due at 5:30 p.m., 16 minutes before sunset.

Crossing the coast, Babbit and Gooding encountered 40mm anti-aircraft fire, but took no hits. The Meteors departed, low on

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fuel, as did two of the Sea Furies. Two Sea Furies (Lieutenants Cavanaugh and Salthouse) courageously held off departing for a few minutes longer.

MacMillan and Hancox heard two bursts of automatic weapon fire nearby, and saw a Chinese soldier about 100 yards away. As they studied him, he immediately started to wave his arms and shout – no doubt calling for the Aussies to surrender. In the distance, Hancox saw the helicopter approaching, so MacMillan answered the Chinese surrender demand by opening fire with the Owen gun, causing the Chinese to dive into the ditch running at a right angle to theirs. Hancox placed a red panel next to the yellow one pointing at the Chinese soldier’s ditch, as this was the Air Group’s signal that they were being fired on from that direction,

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Cavanaugh and Salthouse, immediately dove in, strafing the ditch and the area in that direction.

As Babbitt and Gooding approached the area, they heard Fell departing the area with battle damage, a disconcerting development for the slow HO3S-1 helicopter that had to land under the same fire which had nailed the Air Group Commander. They were further alarmed to see the two downed airmen were exchanging fire with the enemy.

Without hesitation, Babbitt began a descent towards the two men, and, as a reward for his audacity, the enemy shifted their fire from the men on the ground to the men in the air. Airman Gooding returned fire with his personal weapon as the helicopter decelerated and descended to the location of the two downed men. Hancox leapt from

Historical:Shine Angel Shine the ditch and sprinted to the helicopter as MacMillan delivered covering fire.

As Hancox dove through the door, MacMillan began his run. As he climbed into the HO3S, Gooding brought down an enemy soldier and continued to fire, holding the North Koreans at bay. As the helicopter lifted off, another Chinese stood up to get a better shot at the slowly accelerating and climbing bird, and Gooding shot him before he could open fire.

As the helicopter departed, the two remaining Sea Furies made a

covering strafing pass and received the concentrated fire of the enemy who saw the helicopter going out of range.

One Sea Fury was hit and limped back to Sydney, while Babbitt, Gooding, MacMillan and Hancox, diverted to the much closer Kimpo Field, futilely racing the setting sun. The last half of the return trip was made in darkness, and jeep lights were used to illuminate the landing area. They landed safely.

Horses were damaged and totaled due to CG problems on several occasions

Overall Total Rescues

Rescues Behind Enemy Lines

during the war. But, there is no mention of any CG drama during this landing, despite the weights not being moved or removed during the rescue – Gooding was rather busy. Perhaps the low fuel state at landing eased any CG problem.

MacMillan and Hancox had the dubious distinction of being in the only Firefly to be shot down during the entire Korean War service of HMAS Sydney.

But they were far from the only downed aircrew rescued in the “Forgotten War.” We should not forget the numbers, and the heroism.

Rescues From Disputed Waters

“Benign” Rescues

USMC

33

---

---

USN

64

134

166

USAF

106

148

86

Subtotal

203

285

252

Total: 737 Babbitt was awarded the Royal Australian Navy’s Distinguished Service Medal. Why Goodling was not is something of a mystery, because both airmen received the U.S. Navy Cross. There is some information that Gooding was not always good and there was reason why he was still an airman. But that didn’t prevent the lavish praise from the pilots and observers of the Sydney Air Group for their devotion to duty in attempting the rescue, knowing full well they could not possibly get back to a friendly base before nightfall. And that is what really counted.

In the Korean War, U.S. Navy airmen received two Medals of Honor: LTJG John Koelsch, of HU-2, and LT Tom Hudner of VF-32, and both were rescue related (another story another time, perhaps). And, significantly, twelve Navy Crosses went to Navy airmen during the war. Of those, fully half went to Navy helicopter men: • • •

LT J G J o h n T h o r n t o n LT J G H a r o l d M c E a c h e r n AMMC(NAP) Arlene Babbitt

HU-1 HU-1 HU-1

• • •

AMM3 Callis Gooding AMM2 Ernie Crawford A M M 3 G e o r g e N e a l

HU-1 HU-1 HU-2

We should remember them for they represent all who flew rescue. And we should NEVER forget the cost – in machines, sure, but especially in men, brave men who suffered and died for their fellow man. Greater love hath no man.

Losses 29 RESCAP Aircraft 5 Navy, 8 USMC, 11 USAF, 4 SAAF, 1 RN

RESCAP Personnel Losses

2 POW (1 Navy) 12 KIA (1 Navy 4 Marine)

17 Helicopters 7 Navy, 4 USMC, 6 USAF, 7 helicopters shot down

Helo Personnel Losses

8 POW (7 Navy) 6 KIA (I Marine)

US Navy helicopter combat history was off to an amazing beginning

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command Updates

HSM-73 Employs Automatic Radar Periscope Detection and Discrimination and Dominates Undersea Warfare Exercise

Article by LT Jason Stalter, USN

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n a Friday morning in August 2014, Helicopter Maritime Strike Squadron SEVEN THREE (HSM-73) set sail in USS Carl Vinson (CVN 70), along with CARRIER AIR WING SEVENTEEN (CVW-17). In addition to the USS Carl Vison (CVN-70), HSM-73 Battle Cats had Combat Elements embarked in USS Dewey (DDG 105), USS Bunker Hill (CG 52), USS Gridley (DDG 101), and USS Sterett (DDG 104) each with two MH-60R’s.

The first hurdle on deployment was an “Undersea Warfare Exercise” (USWEX) exercise off the coast of Hawaii. The focus of the exercise was anti-submarine warfare and HSM-73 and the sea combat teams on board USS Carl Vinson (CVN 70) and the CRUDES were the key players. Over the course of 96 hours, the combat team would protect the Strike Group from multiple “adversary” submarines (played by U.S.

fast-attack submarines) while strikefighters conducted simulated strikes on Hawaiian ranges.

On previous deployments and USWEX’s, MH-60R squadrons had many sensors with which to conduct Anti-Submarine Warfare (ASW): AN/ AQS-22 Dipping Sonar; SSQ-53F and SSQ-62E sonobuoys; AN/ALQ-210 Electronic Support Measures (ESM); (AN/AAS-44C(V) 2 Multi-Spectral Targeting System (MTS); and AN/APS147 multi-mode radar/IFF interrogator.

However, HSM-73 went to sea with something new: the AN/APS-153(V) 1 multi-mode radar. This new radar possessed an Automatic Radar Periscope Detection and Discrimination (ARPDD) capability, which proved to be an absolutely invaluable sensor with which to protect the strike group. ARPDD is

specifically designed to detect submarine periscopes and masts in the presence of very high sea clutter while discriminating between periscopes and masts and other small targets that could be erroneously classified as periscopes.

Before HSM-73 had finished unpacking the ready room, state rooms, tri-walls, and shops, the pilots began creating pre-mission plans. During the transit across the Pacific Ocean, while located across five ships, the pilots collaborated via email, chat, and the POTS line. Everyone was thinking, “This is why we are here- to protect the Strike Group…we’d better not mess it up!”

As with most exercises, the intelligence changed as the exercise went on, which allowed the players time to reset and enabled the monitors to increase the difficultly with each phase. The exercise was “Varsity” from the start. It began with an opposed strait

(above) Battlecats transit across the Strait of Hormuz with the USS Carl Vinson (CVN-70) and the rest of the Strike Group.

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Command Update: HSM-73 transit. Post transit, HSM-73 participated in a series of events where the Strike Group was required to perform normal operations while being simultaneously pursued by hostile submarines. Our goal was to find, fix, track, and destroy the submarines in order to allow the rest of the Strike Group to perform their mission.

From the onset of the exercise, it became clear that the attention to mission planning had paid off. After the strait transit, when no submarines were able to successfully attack, the exercise moved onto the continuous protection of the Strike Group. This involved around-theclock flying with a total of 46 sorties flown from aircraft launched from all five ships. Of the 46 sorties, HSM-73 checked-in as “Fully Mission Capable” on all but five missions and, of those five missions, only one discrepancy was unable to be fixed during the hot seat. The dedicated support of our maintenance team was truly the foundation of HSM-73’s success throughout USWEX. Of the submarines located by HSM-73 during USWEX, the majority were initially detected by the APS-153 and its ARPDD feature. Debriefs from the OPFOR submarine commanding officers indicated that any time

the submarine crew attempted to utilize their periscope or deploy an antenna, a helicopter immediately closed their position and prevented the submarine from gaining a firing solution. These early detections enabled numerous helicopter dropped torpedo attacks, including several without any acoustic sensors in-contact.

At the conclusion of USWEX, two things were clear: ARPDD was a proven sensor to defend against the submarine threat and the Strike Group would be safe from submarine attack while HSM73 had the watch. The day after USWEX concluded the Commander, Carrier Strike Group ONE, RDML Christopher Grady, came over the 1MC to praise all those involved in the exercise. He spoke of how well the air and sea combat teams had worked together and announced that the Strike Group had repelled all attacks brought against it, a feat never before accomplished in the history of USWEX! Later that day, I ate dinner with a fighter pilot from the strike group.

The pilot said that he heard the 1MC

announcement earlier and asked, “What were you guys doing the last few days?”

My initial reaction was surprise and anger!

Over the course of the last week and a half, HSM-73 crews had spent countless hours on mission planning and aircraft preparation, only for the work to seemingly go unrecognized by our fast-moving friends.

The anger quickly subsided when I realized that HSM-73 crews had done exactly what we were meant to do. We had protected the Strike Group assets and allowed the strike mission to continue unabated. My answer to him came easily. I told him, “We protected the strike group so that your airport didn’t get sunk!”

The BattleCats Showcase the MH-60R at the International Defense Exposition Article by LT Kyle Lisowski, USN

D

uring USS Carl Vinson’s (CVN 70) 2014-2015 Arabian Gulf deployment, HSM-73 was fortunate to exhibit the capabilities of the MH-60R Seahawk at the International Defense Exposition (IDEX) held 22-26 February 2015 in Abu Dhabi, UAE. The exhibition drew over 1200 companies from around the world, displaying the latest advances in air,

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land, and sea defense technologies. It also fostered positive relationships between more than 38 different governments and militaries.

IDEX is widely recognized as one of the most strategically important military exhibitions in the world.

Although the flight from the USS Carl Vinson into Abu Dhabi was only two hours, the mission planning and coordination for the flight began weeks in advance. BattleCat 712 would be landing in a small parking lot at the Abu Dhabi National Exhibition center, littered with 35-foot light posts and located in between a major highway and a canal.

Since a parking lot is not an airfield with normal arrival and departure routes, the crew had to take an unconventional approach to flight planning. Using Joint Mission Planning Software and Google Maps, the crew familiarized themselves with the many small canals that weaved through downtown Abu Dhabi and would ultimately lead them to the IDEX Exhibition (left) Battlecat 711 set up a static display in the Naval Defense Exhibition section of IDEX.

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United Arab Emirates (UAE) Al Fursan Aerobatic Team put on an air show for IDEX guests.

Center. Using pre-defined checkpoints such as bridges, intersections, and large mosques to successfully navigate their way to the final landing destination, the approach required extra care. There were no tower controllers or spot markings and obstacles surrounded the landing area. Fortunately, Marines on the ground with handheld radios talked us onto the spot. After a few passes for SWEEP checks, the crew determined the safest approach path, flew the modified approach, and taxied onto BattleCat 712’s display spot.

BattleCat 712 was centrally positioned in the Naval Defense Exhibition section, which also included a USMC MV-22, an Australian Minesweeper, a USN Patrol Craft, and a Pakistani Fast Attack Craft. More than 80,000 people attended the event and many were high-ranking military officers and government officials from all over the world.

BattleCat 712’s crew provided guests with Sikorsky and Lockheed Martin sponsored pamphlets and explained the capabilities and missions of the MH-60R within the allowed guidance from the foreign disclosure officer. The MH-60R was configured with the Airborne Low Frequency System (ALFS) Dipping Sonar and sonobuoy launcher to demonstrate the MH-60R’s advanced AntiSubmarine Warfare mission technology.

It was no surprise when foreign military acquisition experts showed interest in purchasing the MH-60R for use in their home nations and the HSM-73 crew was pleased to be at the center of the sales pitch.

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The defense exhibition had more Base, an Emirate military airfield, to refuel than just static displays. IDEX was before continuing “feet wet” on the second combined with the Abu Dhabi Air leg. Due to standard operating procedures Show, which included the UAE’s limiting the radius of action to 150 nautical version of the Blue Angels known as the miles, BattleCat 712 hot pumped on both “Al Fursan Aerobatic Team,” a live fast- the USS Gridley (DDG 101) and USS roping evolution onto a cargo ship by Bunker Hill (CG 52) before finally making an Emirates’ helicopter, and a live-fire it safely back to the carrier. Attending such a event on a simulated tanker to show the dynamic and significant defense exhibition operational capabilities of the newest as IDEX was a wonderful experience. It weapons and ammunition. Captains was an honor and privilege to highlight of the defense industry, including Sig our nation’s most advanced anti-submarine Sauer, 5-11 Tactical, and Northrop warfare helicopter at such a prestigious Grumman (to name a few), demonstrated event – and was an experience the crew of every aspect of military and security BattleCat 712 will never forget. capabilities. With over 11 exhibition halls separated by geographic regions, the only downside was not having enough time to visit all of the exhibits.

While the exposition was quite enjoyable, the adventure did not end at its conclusion. Carrier Strike Group ONE had already returned to the Northern Arabian Gulf to support Operation INHERENT RESOLVE, so BattleCat 712 had a return flight of over 300 miles across the Arabian Gulf in order to return to USS Carl Vinson.

The first leg of the journey Visitors from around the globe explored the Armored Vehicle section of the IDEX. was a flight to Al Dhafra Air

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Command Update: HSM-73

HSM-73 Returns from 10-month Inaugural Carrier Air Wing Deployment Article by LT Dan Kamensky, USN and LT Jason Stalter, USN

T

he BattleCats of HSM-73 are home after their inaugural Carrier Air Wing deployment. The BattleCats, along with the other seven squadrons of Carrier Air Wing 17 (CVW-17), departed San Diego in August 2014 on a ten-month deployment to the FIFTH Fleet Area of Responsibility. Embarked on five different ships, four of the Squadron’s 12 MH-60Rs flew from USS Carl Vinson (CVN 70) while the others were part of twoplane Combat Elements on the USS Bunker Hill (CG 52), USS Dewey (DDG 105), USS Gridley (DDG 101), and USS Sterett (DDG 104). The BattleCats flew nearly 7,000 hours, 19% more than any other squadron in the Air Wing, completed 35 aircraft maintenance phase inspections, and made port calls in Singapore, Oman, the United Arab Emirates (UAE), Bahrain, Indonesia, and Australia.

During the transit to FIFTH Fleet, the BattleCats showcased their AntiSubmarine Warfare prowess during the 96 hour Undersea Warfare Exercise (USWEX) off of Hawaii where they were lauded by the Opposing Force (OPFOR) submarine Captains for their ability to pounce on the submarines any time they raised their periscope.

According to the Naval Mine and AntiSubmarine Warfare Center, the exercise coordinator, this was the first time in USWEX history that no simulated torpedo attacks were successfully conducted on the aircraft carrier.

Before arriving in FIFTH Fleet, HSM-73 also participated in Exercise VALIANT SHIELD 14, a two

aircraft carrier exercise with USS George Washington (CVN 73). On a more sobering note, the BattleCats flew over 80 hours in an around-the-clock search for a missing aviator as the result of a collision during a routine training mission involving two F/A18’s. Unfortunately LT Nathan “Donny” Poloski was ultimately declared “lost at sea.”

After the completion of a Strike Group port visit in Singapore, the BattleCats spearheaded USS Carl Vinson’s inbound Strait of Hormuz transit. Once in the Gulf, CVW-17 began daily strikes into Iraq and Syria against ISIL while the BattleCats provided continuous maritime intelligence, surveillance, and reconnaissance (MISR) to develop the maritime picture for the Strike

Battlecat 710 conducts joint operation training with an Air Force A-10

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Battlecat 710 & Battlecat 711 deploy training flares for a PhotoEx onboard USS Carl Vinson (CVN-70) Group. While the Combat Element on USS Bunker Hill stayed with USS Carl Vinson throughout the deployment, the Combat Elements rotated in and out of the Persian Gulf in order to accomplish other tasking including support for the Yemeni and Saudi governments against the Houthi rebels in Yemen. During six months of FIFTH Fleet operations, HSM-73 Combat Elements flew missions in the Red Sea, Gulf of Oman, and Gulf of Aden and performed logistics missions and medical evacuations into Kuwait, Bahrain, Oman, UAE, and Djibouti.

In addition to the continuous MISR flights, the BattleCats also completed extensive training in nearly all mission areas, including almost daily Strike Coordination

and Reconnaissance (SCAR) events with CVW-17 VFA squadrons, Electronic Warfare (EW) integration training with VAQ-139, weekly Expendable Mobile Anti-Submarine Training Target (EMATT) Anti-Submarine Warfare (ASW) events, as well as coalition integration events with multiple British and French ships and aircraft. The squadron also participated in joint maritime employment training with U.S. Army AH-64 Apaches and U.S. Air Force A-10’s. Nearly every BattleCat pilot spent time on both USS Carl Vinson and as part of a Combat Element, which was a primary pre-deployment goal of

Skipper Andy “Big Tuna” Berner in order to expose his pilots to all facets of HSM and carrier operations.

Skipper Berner summed up the deployment best: “This inaugural 10-month deployment was a difficult challenge – but it was an incredible experience. BattleCats, both on the CVN and across five other CRUDES Combat Elements, enabled significant combat operations in support of Operation INHERENT RESOLVE while they continued to successfully push the boundaries of MH-60R’s operational capability. It was a tremendous team effort and I am extremely proud of every single individual in this Squadron!”

The Aircrewmen of HSC-28, Det 5 Article by LTJG Lily Hinz, USN

G

ULF OF ADEN -- As the first to launch and the last to land, the MH60S Knighthawk helicopters aboard USS Iwo Jima (LHD 7) play a crucial role in the daily routine, Search and Rescue (SAR) and combat flight operations drills. The Dragon Whales of Helicopter Sea Combat Squadron TWO EIGHT (HSC-28) perform an often thankless job. They serve as the Amphibious

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Ready Group’s SAR aircraft, or “SAR birds,” and they are the only organic asset capable of conducting vertical replenishment of food and mail during underway replenishment evolutions.

The nine Naval Aircrewmen of the SAR Det are what some might call the “muscle” behind the detachment’s daily operations. It is a tight-knit group that,

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when two or more are together, will likely provide you with some much-needed comic relief. But they also know when it is time to get serious. “We hold each other to high standards in everything we do,” said Naval Aircrewman (AWS) 3rd Class Colin Mason of Shippensburg, PA. AWS3 Mason has spent two of his four years in the Navy in the rate’s intense training pipeline.

Command Update: HSC-28

An MH-60S Seahawk from HSC-28, Det. 5, transports cargo from the Military Sealift Command fleet replenishment oiler USNS Kanawha (T-AO 196) to the amphibious assault ship USS Iwo Jima (LHD 7) during a vertical replenishment.

Photo by MC2 Yolonda Williams

The training pipeline for Navy Aircrewmen is certainly a challenge. After Sailors selected for this program finish recruit training, they attend aircrew school, SAR school, A-school, and Survival Evasion, Resistance and Escape (SERE) School. Once they make it through all of that, trainees report to the west or east coast’s Fleet Replacement Squadron (FRS). The entire training pipeline yields a remarkably high attrition rate. When asked about the attrition rates they witnessed during the pipeline, all nine of the HSC-28 aircrewmen estimated similar numbers. They started out with 20 or so people in their SAR school class and graduated with seven others.

Young aircrewmen like Mason join the fleet and experience what would be considered “heavy stuff” early on in their careers.

“So far in my short career, I have had the unique opportunity of participating in a life-saving mission. It was a humbling experience.

I don’t really like to talk about it too much but it certainly was an eye-opening experience for me,” Mason said.

For AWS1 Aaron Gardner, a native of Surf City, North Carolina, the opportunity to lead the Det 5 Naval Aircrewmen and watch them progress through their qualifications has been extremely rewarding. “Seeing these guys go from being freshly qualified Rescue Swimmers to Crew Chiefs is great. We have our ups and downs, of course, but just being able to lead them and watch them become more technically and tactically proficient is the best part of my job.”

The HSC-28 aircrewmen aboard USS Iwo Jima are living up to their community’s motto: “So Others May Live,” and they are doing so with smiles on their faces and a healthy amount of humility.

The USS Iwo Jima is the flagship for the Amphibious Ready Group, and with the embarked 24th Marine Expeditionary Unit (MEU), provides a versatile sea-based, expeditionary force that can be tailored to a variety of missions in the U.S. 5th Fleet area of operations.

The nine aircrewmen assigned to HSC-28, Det. 5, aboard USS Iwo Jima (LHD 7). (Top row, l-r) AWS3 Colin Mason, HM2 Devin Pluchino, AWS2 Joshua Barrera, AWS2 Corey Culp, AWS1 Aaron Gardne ( Bottom, l-r ) AWS3 Neal Sellers, AWS3 Rion Johnson, AWS3 Neil Halvorsen, AWS3 James Ahart Photo by MCSN Magen F. Weatherwax

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HSM-35 Magicians host NMAWC Commander Article by LT James Adair, USN

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ear Admiral Russell Allen, USN, Commander Naval Mine and AntiSubmarine Warfare Command (NMAWC), recently flew with the Magicians of Helicopter Maritime Strike Squadron THREE FIVE (HSM-35). NMAWC is the warfare center of excellence for Mine Warfare (MIW) and Anti-Submarine Warfare (ASW), coordinating with resource sponsors, research laboratories, systems, training and operational commands to ensure competency throughout the fleet.

HSM-35 is the Navy’s first composite squadron fully dedicated to the operation and maintenance of the MH-60R Seahawk and the MQ-8B Firescout Unmanned Aerial System (UAS). The Magicians source MH60R detachments for Cruisers and Destroyers as well as composite MH-60R and MQ8B Aviation Detachments (AVDETs) for Littoral Combat Ships (LCS). Currently HSM-35 Det 3 is deployed in USS Fort Worth (LCS-3) as part of a Surface Warfare Mission Package with one MH-60R and one MQ-8B. Departing in formation, RDML Allen led two MH-60R’s equipped with sonobuoys and dipping sonar in the execution of an ASW training mission off the coast of southern California. Utilizing dual helicopter tactics, the section was able to successfully localize and track a MK39 Expendable Mobile Anti-Submarine Training Target (EMATT) during the event.

This experience was mutually beneficial to both NMAWC and HSM-35, and increased RDML Allen’s appreciation of the ASW capabilities of the MH-60R.

(Top left) RDML Allen (center) preparing to “hot seat” into HEX 41. (Bottom left) RDML Allen taxiing out of the line as lead in the two helicopter formation Photos by

LT James Adair, USN

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Command Update: HSM-73

Welcome Home HSM-37 Detachment Three Article by ENS Mckenzie Brannon, USN

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elicopter Maritime Strike Squadron THREE SEVEN (HSM-37) Detachment THREE (Det. 3) returned to Marine Corps Base Hawaii after a seven month WESTPAC deployment onboard USS Halsey (DDG 97). Det. 3’s 26 Officers and Sailors embarked on 7 July, 2014 under the direction of their Officer in Charge, LCDR Don Wallace. They spent 214 days deployed and flew 720 flight hours in support of SEVENTH FLEET operational objectives. Both Det. 3 and USS Halsey returned on February 5, 2015.

In preparation for their departure, HSM-37 and USS Halsey’s crew participated in composite training events to ensure effective surface-aviation integration during their time in the Pacific Theater. Having completed Initial Ship Aviation Team Training (ISATT) in December 2013, Det. 3 and USS Halsey participated in local Hawaiian exercise KOA KAI and THIRD FLEET’s annual Composite Training Unit Exercise (COMTUEX) with USS Carl Vison (CVN 70) off the coast of California. These exercises focused on the integration and employment of surface, subsurface, and aviation assets while providing the opportunity for both units to operate in a simulated combat environment. Det. 3 and USS Halsey left these exercises with the ability to support the United States Navy’s underlying objective: projection of naval power at sea.

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HSM-37 Detachment THREE is welcomed back to Hawaii.

uring their SEVENTH FLEET deployment, Det. 3 engaged in several multi-national exercises, including COOPERATION AND READINESS AFLOAT TRAINING (CARAT) SINGAPORE, SILENT BANSHEE, VALIANT SHIELD, and KEEN SWORD. During this time, Det. 3 conducted Anti-Submarine Warfare (ASW), Surface Warfare (SUW), High Value Unit (HVU), and Cross-Deck Landing Operations with three different nations. This training improved maritime partnerships and tactical coordination with allied nations in an increasingly contested naval theater. “As we rebalance to the Pacific, our role as international ambassadors cannot be overstated. I am grateful for Det. 3’s positive interactions with our allied partners,” says CDR Brannon Nickel, Commanding Officer, HSM-37.

Det. 3 further supported operational objectives by conducting presence operations in the East and South China Seas, as well as ASW tasking from Commander Task Force Seven Four (CTF-74). Additionally, USS Halsey conducted an Oceanic Maritime Security Initiative (OMSI) patrol in the vicinity of the Federated States of Micronesia, Marshall Islands, Nauru, and American equatorial Exclusive Economic Zones (EEZ) en route to Pearl Harbor. These missions continue to be a critical component of ensuring freedom of navigation around the world.

Mahalo, Det. 3, for a job well done!

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Back-to-Back Drug Busts: HSM-49 Detachment FOUR Omegas Find Success Through Flexibility Article by LTJG David Kehoe, USN

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t is no secret that flexibility is essential to mission success in a dynamic operational environment.

Helicopter Anti-Submarine Squadron Light FOUR NINE (HSL-49) Detachment FOUR Omegas, the last active duty U.S. Navy SH-60B deployed detachment, recently exercised their flexibility while embarked on USS Gary (FFG 51) in support of Operation MARTILLO in December 2014.

Operation MARTILLO, Spanish for “hammer,” is a multinational Counter Transnational Organized Crime (CTOC) operation in the FOURTH Fleet Area of Responsibility (AOR) where the Omega’s role was to interdict drug traffickers on the high seas. On the morning in question, counter drug efforts took a backseat when a USS Gary Sailor required a non-emergency dental medical evacuation (MEDEVAC) into Panama City, Panama. Having previously completed logistics flights, the Omegas knew the approval process for the flight into Panamanian airspace would take some time. While awaiting final diplomatic approval, the crew of Red Stinger 107 launched to conduct a routine surface search in vicinity of USS Gary.

Upon receiving approval for the MEDEVAC flight, Red Stinger turned to return to USS Gary and spotted a number of large, white, square packages in the water. The crew immediately assessed the packages were likely bales of cocaine, having seen floating cocaine bales during previous interdictions.

While uncommon to stumble upon drugs in the water, it was not unheard of. However, the large size and shape of the bale debris field and accompanying objects such as fuel barrels and pieces of wood made the crew wonder what they had stumbled upon. The crew quickly relayed their discovery to USS Gary and completed the in-flight mission change checklist. The crew knew they were

Rotor Review #129 Summer 2015

needed as airborne spotters to aid USS Gary in the recovery of the contraband, but the possibility of something more lingered in their thoughts. Not knowing whether or not a drug-laden go-fast vessel had capsized under its load of contraband, the crew surmised that a Search and Rescue (SAR) might be developing. As USS Gary steamed towards the debris field, Red Stinger 107 continued to search and discussed the plan. Without a second aircrewman onboard, the crew was not SAR capable.

Having spotted no survivors in the water, the crew decided their best course of action was to maintain eyes on the drugs, lest some other vessel recover the drugs. Unfortunately, with USS Gary about 40 minutes away, the crew reached their bingo fuel and, making one last pass over the drugs, marked the position of the debris field and returned to USS Gary.

While refueling on deck, the crew considered bringing another aircrewman onboard to act as a rescue swimmer in the event they found any survivors in the water. The time it would take the rescue swimmer to dress out and prepare the SAR gear would certainly delay the re-launch. However, with USS Gary continuing to close the scene at high speed, before the decision could be made about the rescue swimmer, one of USS Gary’s bridge lookouts spotted four survivors floating on a makeshift raft about one mile outside the debris field. The USS Gary’s Commanding Officer quickly shifted tasking to survivor recovery by calling for the launch of the Rigid Hull Inflatable Boat (RHIB). With Red Stinger 107 spinning on deck waiting to re-launch, USS Gary approached the survivors and lowered the RHIB to affect the rescue. The survivors’ raft was nothing more than an empty 55-gallon fuel barrel and some wooden pallets hastily lashed together with lengths of rope and fuel hose

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Soon, Red Stinger 107 re-launched, and for the next three hours, the crew worked with USS Gary’s bridge and RHIB teams to collect the cocaine bales.

The crew developed a system in which the helicopter would hover near each bale, keeping it directly between the helo and RHIB while relaying what they were seeing to USS Gary. The RHIB would then drive straight towards the easily detectable hovering helicopter, thus allowing them to efficiently navigate the debris field, which by this point had spread across two miles. The coordination between USS Gary, RHIB and Red Stinger 107 was complex, but gave everyone an appreciation of how effective ship/air operations can be.

The sixty-seven bales of cocaine recovered totaled 1,645 kilograms, worth an estimated street value of $115 million dollars. Not bad for something stumbled upon! It was USS Gary’s largest “bust” to date during deployment, in addition to the four lives saved. With daylight fading, Red Stinger 107’s crew scheduled MEDEVAC to Panama City was pushed to the following morning.

Later that night, the Omega maintenance team needed to conduct scheduled maintenance that required the removal of one of Red Stinger 107’s tail rotor drive shafts to facilitate a torque check on the oil coiler input flange. Unfortunately, the removal and replacement of the #1 tail rotor drive shaft required a Functional Check Flight (FCF) before the aircraft could flown operationally. Early in the morning, while spinning up for the FCF, USS Gary received information from a Maritime Patrol Reconnaissance Aircraft (MPRA) that a Go-Fast vessel in their vicinity was carrying large, white packages in its hull.

With this news, USS Gary’s Commanding Officer conferred with Det. 4’s Officer in Charge (OIC) about cancelling the FCF and prepping the

second helicopter for an immediate launch. The OIC informed him it would be faster to complete the FCF and launch Red Stinger 107 than to swap helicopters on the single spot ship.

During the FCF, the MPRA continually passed information about the Go-Fast to USS Gary’s combat team. The crew found it difficult to remain focused on the FCF while a suspected drug runner was only minutes away, but knew safety demanded their complete attention on the FCF. After roughly twenty minutes, the FCF checks were complete. The aircraft landed, closed out the FCF, and picked up the U.S. Coast Guard Law Enforcement Detachment (LEDET) Airborne Use of Force (AUF) package.

The AUF package, comprised of a controller, to pass information to the LEDET OIC, and a precision marksman, can provide signaling, warning, and, if necessary, disabling fire to the outboard engines of a Go-Fast.

Red Stinger 107 quickly and covertly launched to locate the Go-Fast with the aid of the MPRA. Soon the order came to shift posture from covert to overt.

Given their close proximity to territorial waters and the Go-Fast’s high rate of speed towards them, the crew knew

it was a race against time to complete the intercept. Shortly after going overt, the crew observed the personnel on the vessel jettisoning large packages overboard.

The crew marked the position of the contraband and continued pursuit. After jettisoning what appeared to be all the suspected cocaine bales, the vessel continued to race toward nearest land. The AUF controller requested permission to force the vessel to stop by using signaling, then warning shots, and finally, disabling fire. Within minutes, Red Stinger 107 had permission and maneuvered into position. The crew first made a radio call to the Go-Fast on Bridge-To-Bridge maritime channel 16, instructing them to halt their vessel.

After no response, the crew fired three stitches of warning shots in front of their bow from Red Stinger 107’s M240 machine gun with no effect. Red Stinger finally resorted to disabling fire into the suspect vessel’s outboard engines from the marksman’s .50 caliber Barrett rifle.

After two shots the vessel sputtered to a stop, crediting the Omegas with their first successful AUF intercept. The aircraft remained on scene with the MPRA until USS Gary arrived and took positive control of the Go-Fast with their Rigid

Hull Inflatable Boat (RHIB). USCG personnel on USS Gary detained the three suspects onboard the Go-Fast after the jettisoned packages, soon recovered, tested positive for cocaine.

The final tally for the Omegas and USS Gary included three illicit traffickers in custody, four suspected traffickers saved, and the seizure of almost two tons of cocaine in two days.

It was an exciting, eventful 48-hour period that exemplified the broad range of missions the Omegas were asked to perform. After all mission tasking was complete, the Omegas finally completed the MEDEVAC the following day.

While flexibility is always important; for the Omegas, flexibility, along with sound procedures, careful coordination, and keen decision-making proved instrumental to a highly successful and dynamic two days.

HSM-75 Command Update: “Running With the Pack!”

Article by LTJG John Bamonte, USN and LTJG Brett Bankus, USN

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ollowing Helicopter Maritime Strike Squadron SEVEN FIVE’s (HSM-75) return from its 10-month deployment with the USS Nimitz (CVN 68) Strike Group in 2013, the Wolf Pack hit the ground running! They began preparing for just about every possible aviation squadron inspection to include: unit NATOPS, SAR, and safety evaluations, a Maintenance Program Assist (MPA) and an Aviation Maintenance Inspection (AMI). When

asked about the post-deployment period in a squadron’s life cycle, Commanding Officer, CDR Tom Foster stated, “While in a surge status, our job was to stay ready, so there was still a heavy requirement to operate and train our aircrews to go back out to sea. Once that wasn’t the case, our focus shifted to a couple years down the road. We asked ourselves, what do we need to be doing in order to prepare ourselves to be ready for deployment in 2017?”

This answer to this question resulted in a fairly busy and diverse schedule for the Wolf Pack. They executed numerous

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range events to include torpedo exercises, Hellfire shots, and Expendable Mobile ASW Training Target (EMATT) testing.

HSM-75 was also able to support other squadrons preparing to deploy. They supplied three aircraft and 40 personnel on San Clemente Island in support of HSM-51 and HSM-37’s Helicopter Advanced Readiness Program (HARP).

The Wolf Pack also supported the HSM78 Blue Hawks and provided two aircraft and 16 personnel during the Rim of the Pacific (RIMPAC) Exercise. In July, HSM-75 provided three aircraft and 40 personnel in support of the Naval Strike

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and Air Warfare Center (NSAWC) Seahawk Weapons and Tactics Instructor (SWTI) course.

Additionally, the Wolf Pack participated in Fleet Synthetic Training-Joint 72 simulator testing, a fleet level project that involved linking various platform flight simulators and squadrons from around the world.

In addition to supporting training operations, the Wolf Pack also participated in their own operations. Embarked on board the USS Spruance (DDG 111) participated in the Portland Rose Festival in Oregon which provided the squadron the opportunity to showcase HSM75 Sailors and the capable MH-60R to more than two thousand visitors. Following the Rose Festival, the Wolf Pack participated in Diesel Exercise (DESIEX), an anti-submarine training evolution that included on-top time with a Chilean submarine and provided valuable ASW

training opportunities. In September, HSM-75 attended an abbreviated Air Wing Fallon with CVW-11 in Fallon, Nevada. Just before the holiday season, HSM-75 embarked in USS Nimitz (CVN-68) for a two week, fast-paced Task Group Exercise (TGEX) conducted off the coast of southern California.

U.S., Canadian, and Japanese navies combined to train deploying units in Air Defense, Anti-Submarine Warfare, Anti-Surface Warfare, and MaritimeInterdiction Operations while building cooperative relationships with partner nations.

December signaled the passing of the torch from CDR Tom Foster to CDR Jeff Melody in a Change of Command ceremony on Monday,

December 15, 2014 in the Wolf Pack hangar. Commander Foster departed HSM-75 after 16 months of dedicated command leadership during which the squadron earned the following awards: 2014 Secretary of Defense Maintenance Award; 2013 Commander, Pacific Fleet Retention Excellence Award; Commander, Naval Air Forces Blue “M” Sustained Medical Readiness Award; Commander, Naval Air Forces Pacific Battle Efficiency Award, the Captain Arnold Jay Isbell Trophy; and the 2013 and 2014 HSM Wing Pacific Golden Wrench Award. “Having the opportunity to command the Wolf Pack has been the highlight of my naval career. HSM-75 has always had a strong reputation as an outstanding squadron. I was lucky to

CDR Jeff Melody, HSM-75 Commanding Officer, addresses the squadron and introduces DASD Johns during command quarters. From left to right: HSM Wing Commodore CAPT Shawn P. Malone, CMDCM Robert Everson, DASD Johns and CDR Jeff Melody

Rotor Review #129 Summer 2015

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be a part of the command as it tackled its first Fleet Readiness Training Plan and deployment as a part of Carrier Air Wing 11 and the NIMITZ Carrier Strike Group,” reflected CDR Foster.

As Skipper, CDR Melody will seek to maintain HSM-75’s operational readiness in order to remain prepared when called upon to respond to national tasking. CDR Melody reflected on the future of the Wolf Pack and said, “We take our role very seriously as the Carrier Strike Group’s sole organic airborne Anti-Submarine Warfare asset. The Wolf Pack will remain steadfast in our commitment to strengthen and expand our operational capabilities within the Air Wing.”

Heading into 2015, HSM-75 continues to lean forward operationally.

In January 2015, Mr. John B. Johns, the Deputy Assistant Secretary of Defense (DASD) for Maintenance Policy and Programs, visited the squadron and presented the Secretary of Defense (SECDEF) Maintenance Award to the Wolf Pack during Command Quarters.

Mr. Johns toured the spaces, met with Sailors, and passed out commemorative coins to select Sailors before proudly presenting the trophy. “All of you should be rightfully proud.

You are among the best in the entire Department of Defense. You serve as an example not only to the Navy, but across all of the DASD Johns presents a commemorative coin to YN3 Wence Vincent Aguila military services,” said Mr. Johns.

Finally, the Wolf Pack was thrilled to accept the delivery of a brand new MH-60R fresh off the factory line in Owego, New York! A select crew had the privilege of braving the harsh north east weather to fly the helicopter to its new home in San Diego. If the past year’s operational pace is any indication and with many training events and future detachments on the horizon, the new MH-60R will undoubtedly get a lot of use while “RUNNING WITH THE PACK!”

AD1 Christopher Griffith, CS1 Allan Cayabyab, CMDCM Robert Everson, AT1 Ryan Michel, AT2 Clayton Lavoise, AD3 Jordan Merchant, DASD Johns, AD1 Christopher Griffith and HSM-41 Commanding Officer CDR Jeff Melody pose with DASD Johns and the SECDEF Award for Maintenance Excellence.

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The newest naval helicopter pilots going to the fleet

WINGING CLASS 10APR15

Third Row: LtCol Cory E. Dekraai, USMC, XO HT-28; ENS Eric C. Hayes, USN; ENS Jamieson S. May, USN; 1stLt Bradley J. Carlen, USMC; ENS Grant A. Kingsbery, USN; 1stLt Robert J. Hopkins, USMC; ENS Jonathan P. Marie, USN Second Row: LtCol Rafford M. Coleman, USMC, CO HT18; ENS Connor D. Bibb, USN; 1stLt Carlos. M. Aguirre, Jr., USMC; ENS Connor L. Goodman, USN; 1stLt Aaron T. Denson, USMC; ENS Joshua D. Hartzell, USN; Col. Gary A. Kling, USMC, Commodore TW5 First Row: CDR Robert G. Sinram, USN, CO HT-8; ENS Erika M. Anderson, USN; ENS Alexander C. Nestle, USN; ENS Brian W. Jacobs, USN; ENS Bryan J. Coco, USN; ENS Victoria E. Gonzalez, USN; Col Rick A. Uribe, USMC, CO MAG-11

WINGING CLASS 24APR15

Third Row: CDR Robert G. Sinram, USN, CO HT-8; LTJG Preston A. Lett, USN; ENS Matthew P. Miller, USN; 1stLt Joshua K. Plumadore, USMC; LTJG Matthew T. Edwards, USN; 1stLt Matthre D. Grothaus, USMC; ENS John G. Weisskopf, USN; 1stLt Travis W. Brannon, USMC; ENS Mark A. Merkley, USMC; Maj. Gen. Andrew W. O’Donnell, Jr., USMC. Second row: LtCol Rafford M. Coleman, USMC, CO HT-18; LT Christopher J. Schleck, USCG; ENS Holly E. Meaden, USN; ENS Michael L. Dominik, USN; ENS Lawrence J. Bovich, USN; LTJG Nathaniel W. Gandee, USN; ENS David C. Clitheroe, USN; ENS Casey S. Arnold, USN; ENS Sarah M. Huston, USN; ENS Jacob A. Nease, USN; Col Gary A. Kling, USMC, Commodore TW-5 First row: CDR Jeffery D. Ketcham, USN, CO HT-28; ENS Claire C. Olechowski, USN; 1stLt Ryan S. Connor, USMC; ENS Jeremy P. Causey, USN; 1stLt Robin Yi, USMC; ENS Kevin M. Iannacone, USN; 1stLt David J. Tafone, USMC; LTJG Shaun A Khan, USN; ENS Aaron T. Sheldon, USN; ENS Paula C. Register, USN

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WINGING CLASS 08MAY15

Third Row: CDR Robert G. Sinram, USN, CO HT-8; LTJG Simon Peter Gottberg, USCG; LTJG George R. Sims, Jr., USN; 1stLt Sidney J. Ballard, USMC; ENS Brendan J. Tourek, USN; LTJG Sean A. Smith, USN; Col Gary A. Kling, USMC, CO TW-5 Second Row: LtCol Rafford M. Coleman, USMC, CO HT-18; ENS Brandon Cipko, USN; LTJG Ali S. Al-Rumayh, RSNF; ENS Darren C. Negley, USN; ENS Thomas C. Smith, USN; LTJG Kyle J. Bertoluzzi, USCG; LtCol Jeff Pavelko, USMC. First Row: CDR Jeffery D. Ketcham, USN, CO HT-28; 1stLt Shawn E. Leighton, USMC; LTJG Abdulaziz A. Al-Dughayem, RSNF; 1stLt Zoar Z. Morales, USMC; LTJG Fahad Saleh Al-Jaruba, RSNF; LT Casey J. Gilmore, USCG; ENS Danica M. Konyk, USN

WINGING CLASS 22MAY15

Third Row: CDR Robert G. Sinram, USN, Commanding Officer, HT-8; 1stLt Travis P. Wilson, USMC; LTJG Nicholas D. Poehler, USCG; 1stLt Conner A. Larned, USMC; 1stLt Nicholas A.M. Denney, USMC; ENS Jonathan J. Kokot, USN; Col Gary A. Kling, USMC, Commodore TW-5 Second Row: LtCol Rafford M. Coleman USMC, Commanding Officer, HT-18; LTJG Adam J. Taylor, USN; LTJG Marshall B. Wilson, USMC; 1stLt David M. Skaggs, USMC; ENS James B. Robinson, USN; 1stLt Brian A. Barnes, USMC; Capt Timothy McGuire, USCG, USCG Liaison Officer.

First Review Row: CDR#129 JefferySummer D. Ketcham, Commanding Officer, HT-28; ENS Rotor 2015 71 Benjamin L. Price, USN; 1stLt Daniel R. Sprott, USMC; LT Jacob K. Clayton, USCG; ENS William C. Quinn, USN; 1stLt Michael S. Webster, USMC; ENS William J. O’Connor, USN

WINGING CLASS 12JUN15

Third Row: CDR Robert G. Sinram, USN, CO HT-8; 1stLt Paul B. Estes, USMC; LTJG Michael E. Oolman, USN; 1stLt James W. Sebesta, USMC; 1stLt Nicholas M. Barberini, USMC; LTJG Timothy L.Grondin, USN; LTJG Christopher T. Murphy, USN; ENS Andrew J. Wills, USN; LTJG Tyler R. Faris, USN; LTJG Jeffrey D. Lee, USN; 1stLt John L. Boatner, USMC; LTJG Steven M. Smallwood, USN; 1stLt Douglas J. Chavez, USMC; LTJG Kyle D. Coffey, USN; 1stLt William E. Sweetman V, USMC; LTJG Joshua S. Goulet, USN; Col Gary A. Kling, USMC, Commodore TW-5.

Second Row: LtCol Cory E. Dekraii, USMC, XO HT-28; 1stLt David J. Samson, USMC; LT Sara E. Cahill, USCG; LTJG Jacob B. Conrad, USCG; 1stLt Daniel J. Sullivan Jr., USMC; LTJG Alison M. Reed, USN; 1stLt Nathan R. Davis, USMC; ENS Tyler J. Harrell, USN; 1stLt Nathanael S. Cremean, USMC; LTJG Jason Raymond Weeks, USCG; 1stLt Joshua D. Cherry, USMC; LTJG Dakota R. Davis, USN; LTJG Sarah D. Faber, USN; 1stLt Andrew G. Kimble, USMC; LTJG Hannah M. Legler, USN; LT Eric A. Schwartz, USCG; 1stLt Michael R. Wellock, USMC; Capt Timothy M. McGuire, USCG. First Row: LtCol Rafford M. Coleman, USMC, CO HT-18; LTJG Thomas M. Ellwood, USN; LTJG Nichole L. Frantz, USN; LTJG Claire F. Garrova, USN; LTJG Chuan A. Chang, USN; LTJG Korin A. Wilke, USN; LTJG Joshua H. Mitcheltree, USCG; 1stLt Nicholas B. Michaud, USMC; LTJG Abdulaziz H. Aldossari, RSNF; LTJG Faisal M. Alshammari, RSNF; LTJG Franklin Y. Niles, USN; LTJG Nicholas R. Lindsay, USN; LTJG Daniel R. Fitzgerald, USN; LTJG Damien T. Ramirez-Wojcik, USN; LTJG Michael J. Washington, USN; LTJG Carrie A. Rose, USN.

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

Captain Peter J. Brennan, USN

Commissioned: October 1986 • Naval Aviator: January 1988 • Retired: June 2015

Sea Duty Tours

He served on sea duty at the following commands: Helicopter Combat Support Squadron FIVE (HC 5); USS SHREVEPORT (LPD 12); Helicopter Combat Support Squadron EIGHT (HC 8); and Navigator, USS HARRY S. TRUMAN (CVN 75), USS BELLEAU WOOD (LHA 3), USNS KILAUEA (T-AE 26), USS WHITE PLAINS (AFS 4), USS ARCTIC (AOE 8), helicopter detachment established for Special Operations Command, Pacific contingencies.

Shore Duty Tours

Helicopter Combat Support Squadron SIXTEEN (HC 16) at Pensacola, Florida; Naval Postgraduate School; U.S. Joint Forces Command; CNO Fellow at the Chief of Naval Operations Strategic Studies Group; and Deputy Director of the Air-Sea Battle Office and Navy Irregular Warfare Office. He is currently Director, Secretary of the Navy Advisory Panel.

Command Tours

HC 8, re-designated Helicopter Sea Combat Squadron TWO EIGHT (HSC 28), Helicopter Sea Combat Squadron THREE (HSC 3), and Amphibious Squadron FIVE (CPR 5).

Awards and Achievements

A Joint Specialty Officer and holds a Bachelor of Science degree in Business from Marquette University as well as a Master’s degree in Management specializing in Manpower Systems Analysis from the Naval Postgraduate School. In 2013-2014, he was a fellow in the Massachusetts Institute of Technology Center for International Studies Seminar XXI: Foreign Politics, International Relations and the National Interest. He has various personal, unit, campaign and service awards, along with Boeing, Bell and Sikorsky rescue awards.

Service to NHA

He published his first Rotor Review article in 1990. He served as Region One President, National President, Region Two Director and a NHA Trustee.

AWCS (NAC, AW, SW) Jerome M. Shropshire, USN Enlisted: February 1993 • Retiring: October 2015

Sea Duty Tours

He served on sea duty at the following commands: HELANTISUBRON ELEVEN “Dragonslayers”, HELANTISUBRON FIFTEEN “Red Lions,” and Operations and HELSEACOMBATRON TWO THREE “Wildcards. His Sea duty qualifications and achievements include: Enlisted Aviation Warfare Specialist, Enlisted Surface Warfare Specialists, 1998 NHA Aircrewman of the Year, 2003 HSWINGLANT Aircrewman of the Year and MQ-8B Mission Payload Operator.

Shore Duty Tours

He served on shore duty at the following commands: Helicopter Combat Support Squadron SIXTEEN (HC 16), Naval Postgraduate School, U.S. Joint Forces Command, Chief of Naval Operations Strategic Studies Group; and Air-Sea Battle Office and Navy Irregular Warfare Office.

He is currently Director, Secretary of the Navy Advisory Panel. Additionally, he completed instructor duty at HELANTISUBRON TEN “War Hawks”, San Diego, CA. While attached to HS-10, he deployed with Expeditionary Sea Combat Unit Detachment 1 onboard USNS GySgt. Fred W. Stockham (T-AK-3017) as part of Joint Special Operations Task Force- Philippines in support of Operation Enduring Freedom- Philippines.

Currently, he is serving on staff at Commander Helicopter Sea Combat Wing Pacific Fleet as the Command Senior Chief.

Awards and Achievements

His personal decorations include Air Medal-Strike (two awards), Navy and Marine Corps. Commendation Medal (four awards), Navy Achievement Medal (six awards), and multiple personal, campaign, and service awards. He holds a Bachelors of Science Degree in Business Rotor Review #129 Summer 2015 73 Administration and is a graduate of the Senior Enlisted Academy- Class 147 Grey Group.

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Rotor Review #129 Summer 2015

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Rotor Review #129 Summer 2015

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Into the Fire

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he Op Center is on call again with the same core players as well as new and interesting additions in a plot embedded in real world possibilities.

This time it’s the North Koreans with the Chinese forcing the political intrigue.

The Littoral Combat Ship (LCS) is a major player.

To all who wonder about the capabilities of this class, Galdorisi and Couch have done their research and given it to us down to the nuts and bolts. They let us experience shipboard operations and tactics under her female commander in an increasingly hostile environment.

The motivator this time … energy. It’s there for the taking beneath the ocean floor. The North Koreans want it and have concocted a hairball scheme to acquire it that could land all parties in hot war. The story convincingly lays out the plan and the players in a real world context, accurately reflecting the thought processes of an unstable egocentric and top heavy dictatorship. They give us detailed insight into enemy players, weapons and tactics on the shooter end.

The North Korean plan results in a running ship to ship gun battle culminating in an obscure and inaccessible maritime location. The LCS crew are literally out of the frying pan and into the fire with no help on the horizon.

Now the fun begins, how to get the hard charging skipper and her crew out. The Op Center comes into the fray with a plan technologically and militarily accurate that will keep you on the edge of your seat. Operations are intricately detailed all along the change of command from the president to the warfighter on both side of the conflict.

From space orbit to undersea depths, Into The Fire will keep you turning the pages and accessing Google.

Then, just when you think it’s all over, it hits the fan again in the Big Apple with a chase scene worthy of a twenty first century Bullitt. Into The Fire is an exciting and satisfying read well worth the price of admission.

Book Review

Book reviewed by LCDR E. “Chip” Lancaster, USN(Ret)

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 ) (6) nonprofit association.

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

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

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

Objectives of NHA Provide recognition and enhance the prestige77 of the United States Naval vertical flight community. navalhelicopterassn.org Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard.

Keep members informed of new developments and accomplishments in rotary wing aviation.

Perspective on Adventure

PANTHOR’s Trip to Mammoth Article by LT Adnan Abbasi, USN

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The Eightballers and Panthor are on an adventure at Mammoth Lake.

Photo submitted by LT Adnan Abbasi, USN

his story begins as many in Naval Aviation have before, a handful of JOs sitting around and spitballing ideas about the next great misadventure over a tasty beverage. That particular evening, we discussed methods of transportation for our upcoming squadron ski trip to Mammoth. The thought of providing our own personal vehicles for the epic weekend seemed unsupportable and otherwise inconceivable. The search for options yielded an outcome revolutionary to HSC-8 wardroom history: PANTHOR, a sinfully beautiful 1988 Ford E-350 Econoline bus with vintage “Sun Faded Eggshell” paint. PANTHOR’s arrival inspired great excitement and the JOPA worked diligently to outfit our new toy with the necessary accoutrements for the upcoming trip. Three grueling days later, PANTHOR was ready to hit the road, complete with a massive cooler of barley sodas, an AC converter, and an ad-hoc in-flight entertainment system jerry-rigged with nothing but 550 cord and the inherent ingenuity of the modern JO. We tastefully christened the vehicle with a huge hand-drawn logo, a subtle homage to the current and future greatness of the JOPA!!

Northbound to wintry paradise, we departed San Diego; however, this carefree jocularity would not last. The normal twohour commute to Los Angeles elongated to six hours and three “fuel” stops in the face of Southern California rush hour traffic.

Clear of LA, PANTHOR’s boxy frame received repeated buffeting by 50+ knot winds as we headed through the San Bernardino Valley. We were passably reassured by JOPA member Dangle’s intrepid driving skills that dominated the curves and bends of the road like a seasoned Sherpa from Nepal on an Everest expedition. The details of the last two hours of the trip remain lost for many of us but, miraculously, PANTHOR remained stalwartly intact, surviving an additional five hours to the originally

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The JOPA of HSC-8 have one more group photo before ending mountainous adventure.

Photo submitted by LT Adnan Abbasi, USN proposed seven hour trip at an economical seven MPG. We soon found ourselves in the driveway of our alpine castle. As we stepped off the bus and into our new abode, our Skipper and XO greeted us with pride, relief, and the delicious smell of fresh pizza.

The next morning, everyone awoke to the sweet, incongruous smell of bacon and salmon. To our surprise, Skipper and XO worked busily in the kitchen preparing breakfast for the hungry and tired JOPA. Saturday was dedicated to the ski slopes. On the slopes we maintained a “no man left behind� mentality and made sure all activities were done safely. We enjoyed fresh, powdery snow and a weekend of perfect weather. At nightfall, the wardroom packed inside PANTHOR and dined at a fine eating establishment, ordering steak, fried chicken, and mac and cheese. Upon the return to our cabin and in the digestion of

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our evening meal, we held a mess meeting to assign infamous call signs to those present and absent. Two new additions to the Eightballer wardroom, who elected to go shopping with their significant others versus attending this auspicious trip, where henceforth dubbed “DOLCE & GABANNA”. One of our loudest and proudest members of the mess earned the call sign “RA RA RA RA RA” due to his inability to be quiet at appropriate times. Sunday morning arrived early, and anyone who had survived the night activities managed to climb back up to the slopes for another day of wintery bliss. As the sun set, the hot tub offered a communal opportunity for the wearied wardroom members to soak and relax. The trip concluded the following day, returning the MIGHTY PANTHOR back to its lair and its occupants back to San Diego in one piece.

This trip introduced our new guys to the HSC-8 family and fostered the teamwork vital to the crew concept in the Helicopter community. The camaraderie in both our professional and social lives is what keeps us striving for excellence and sets HSC-8 apart from the other helicopter squadrons on the seawall. VICTORY ALWAYS FOLLOWS THE EIGHTBALL!

The Next Issue of

will be #EverydayNHA: 3rd Annual Rotor Review Photo and Video Contest All photo, video, and article submissions need to be sent no later than August 19, 2015 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or navalhelicopterassn@gmail.com

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Time Flies When You’re Leading a Revolution.

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

www.sikorsky.com