Rotor Review Fall 2015 #130

Number 130 Fall 2015

Fall 2015 Issue 130

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FOCUS

Naval Helicopter Association FALL 2015 | ISSUE 130

3rd Annual Rotor Review Photo and Video Contest Editors’ Choice: Chemical Reaction Photo by Lt. Matthew Schwab, USN

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 Rotor Review content continues to support this statement of policy as Naval Helicopter Association adjusts to the expanding rotary wing community.

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. Vi e w s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the NHA or corporate membership fee. 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. ©2015 Naval Helicopter Association, Inc., all rights reserved

Rotor Review #130 Fall 2015

#EverydayNHA

3rd Annual Rotor Review Photo and Video Contest Results

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#EverydayNHA is a celebration of what helicopter pilots and aircrewmen do in the fleet everyday. NHA turns 44 years old this November and Rotor Review is taking this opportunity to honor 72 years of helicopter service to our nation within the Navy, Marine Corps and Coast Guard through photos, videos and articles.

Other Focus Articles 22

Joint Training – Crack On! Lt. Chris “Snowflake” Meyer, USN

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Saying Goodbye...

Mr. Doug Aguillard

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The Future of Fire Scout: A Bold Push for Integration Lt. j.g. Michael Didonato, USN

30

The Eightballers Building Up the Bench Lt. Adnan Abbasi, USN

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HMLA-469 Flight Line OIC / Gunship Pilot Capt. Charles “Dicasso” Kuhumech, USMC

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Remembering Hurricane Katrina: Reflections on 10 Years Ago Vice Adm. Nora Tyson, USN / Capt. Andrew Tucci, USCG

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2015 CTW-5 FLEET FLY-IN & NHA JOIN-UP

ON THE COVER

NHA Join-Up Schedule of Events

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HT-8’s

65th Anniversary

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Editorial Staff

Editor-in-Chief

Lt. Emily Lapp, USN emily.lapp@navy.mil

Design Editor George Hopson

navalhelicopterassn@gmail.com

Copy Editors

Capt. Jill Votaw, USN (Ret) Cmdr. John Ball, USN (Ret) Lt. Adam Schmidt, USN adam.c.schmidt@navy.mil

HSC Editor

Lt. Michael Hearon, USN michael.hearon@navy.mil

HSM Editor

Lt. Sean Castle, USN sean.castle@navy.mil

USMC Editor Position Open

USCG Editor

Lt. James Cepa, USCG james.e.cepa@uscg.mil

DEPARTMENTS

Lt. Doug Eberly, USCG

douglas.a.eberly@uscg.mil

There I Was

Aircrew Editor

59

The Longest Mile Lt. Justin Church, USCG and Lt. j.g.

Wesley Jones, USCG

daniel.l.mitchell@navy.mil

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Understanding Reasonable Restraint Lt. David M. Indiveri, USN

65

Leggo My Ego Lt. Hank “Dirty” Strong, USN

Historical

65

Rifle Away Lt. Alvin Bueno, USN

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Helicopter History Cmdr. Joe Skrzypek, USN (Ret) | Connecticut Humanities

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Papua New Guinea Rescue Lt. j.g. Jonathan Yaede, USN

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The Best Helicopter Pilots in the World Are Trained Here Lt. Brooks M. Rogers, USN

68 Command Updates

4 Chairman’s Brief 6 In Review 8 From the Organization 10 In Our Community 14 Industry and Technology 50 Change of Command

72 Engaging Rotors 77 Book Review

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

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78 Perspective

C2 33 41 71 C4

Naval Aircrewman 1st Class Dan Mitchell, USN

Technical Advisor

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

Historian

Cmdr. Joe Skrzypek, USN (Ret) 1joeskrzypek1@gmail.com

Editors Emeriti

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

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

Historians Emeriti

Capt. Vincent Secades, USN (Ret) Cmdr. Lloyd Parthemer, USN (Ret)

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Chairman’s Brief

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reetings!

The naval helicopter community has a lot to be proud of this fall. So let’s start with a couple of shout-outs to our very own!

First, to our newest Navy rotarywing Vice Admiral; congratulations goes out to Vice Adm. Kevin Scott, USN for his recent promotion as a “three-star” and his assignment as the “J-7” on the joint staff. Vice Adm. Scott commanded the “Vanguards” of HM-14 and then served as Commander, Mine Countermeasures Squadron 1 (MCMRON 1). Following his tour as Head, Aviation Placement (PERS 43), Vice Adm. Scott was selected to flag rank and served as Commander, Expeditionary Strike Group Two before his assignment to the Joint Staff.

Congrats Kevin, we are all proud of you!

Next, another “congratulations” goes out to Vice Adm. Paul Grosklags, USN for his second three-star assignment as the next Commander, Naval Air Systems Command (NAVAIR). For those few who don’t know Vice Adm. Grosklags, “G8,” came from the HSL community, commanded Helicopter Training Squadron (HT) 18 and then had a major impact on the future of Navy rotary wing aviation when he became the MH-60R Integrated Program Team (IPT) lead and then the H-60 program manager. His other flag assignments have included Commander Fleet Readiness Centers, PEO(A) and Principle Military Deputy for the Assistant Secretary of the Navy for Research Development and Acquisition. Vice Adm. Grosklags will be the very first Navy Rotary Wing admiral to take command of NAVAIR! We have a lot to celebrate in October and November.

As the U.S. Navy and U.S. Marine Corps will celebrate 240 years of service and excellence and we will celebrate naval rotary-wing aviation, HT-8 and NHA. First, as the Gulf Fleet Fly-In at Naval Air Station Whiting Field rapidly approaches we will recognize our oldest training squadron, HT-8, for its 65 years of service training our naval helicopter community at this year’s Fleet Fly-In. The training squadron was established on December 3, 1950.

Second, 12 of our rotary-wing pioneers got together on November 2, 1971 and established a non-profit organization

to represent all active duty and retired naval rotary-wing aviators, which we know today as the Naval Helicopter Association, Inc. or NHA. After 44 years, the organization continues to recognize and enhance the prestige of our nation’s naval vertical flight community; promote professionalism in the USN, USMC and USCG rotary wing communities and keep our members informed of the latest developments and accomplishments in rotary-wing aviation.

And, since we will be celebrating 72 years of Navy Rotary Wing Aviation on Oct. 16, 2015, I thought I’d hit you with a couple of Helo trivia questions:

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Question 1: In what year was the word “helicopter” first used?

Answer: The word “helicopter” was first used by Gustave Ponton d’Amécourt in 1861.

2 Question 2: Who received the first US patent for a helicopter design?

Answer: Thomas Edison was awarded patent number 970616 for his design of a helicopter flying machine in September 1910. It never flew.

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

All for now!

Rear Adm. Bill Shannon, USN (Ret)

Rotor Review #130 Fall 2015

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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 Aurcraft and Missile 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 / Vertex Logistic Solutions L3 Communications / Link Simulation and Training Navy Mutual Aid Association Northrop Grumman Integrated Systems Raytheon Robertson Fuel Systems L.L.C. Rockwell Collins Simulation and Training Solutions Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation USAA UTC Aerospace Systems

President................................................Cmdr. Shawn Bailey, USN VP Corporate Membership......Capt. Don Williamson, USN (Ret) VP Awards .........................................Cmdr. Dewon Chaney, USN VP Membership ................................Cmdr. Ryan Hayes, USN VP Symposium 2016...............................Cmdr. Chris Bailey, USN Secretary......................................................Lt. Kasey Scheel, USN Treasurer ................................................Lt. Jeremy Cappalo, USN NHA Stuff..............................................Lt. Adrian Andrade, USN Senior NAC Advisor................................AWCM Justin Tate, USN Executive Director.........................Capt. Bill Personius, USN (Ret) Admin/Rotor Review Design Editor..................... Mr. George Hopson Membership/Symposium ..................................... Ms. Leanne Dehner Marketing.................................................................. Mrs. Linda Vydra

Directors at Large

Chairman................Rear Adm. 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. Lawrence Vincent, USN Capt. Sil Perrella, USN Capt. Marc Orgain, USN President..…..................................................Cmdr. Bobby Brown, USN

Region 2 - Washington D.C.

NHA Scholarship Fund

President........................................Capt. Paul Stevens, USN (Ret) Executive Vice President.......Capt. Kevin “Bud” Couch, USN (Ret) VP Operations..........................................Lt. Jonathon Wendt, USN VP Fundraising ..................................Capt. Michael Fuqua, USN (Ret) V P S c h o l a r s h i p s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Va c a n t VP CFC Merit Scholarship.....................................Lt. Ian Gill, USN Treasurer.............................................Lt. Cmdr. Bob Royal, USN (Ret) C o r r e s p o n d i n g S e c r e t a r y. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T B A Finance/Investment............................Cmdr. Kron Littleton, USN (Ret)

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

Region 3 - Jacksonville

Director ..........................................................Capt. Bill Walsh, USN President......................................................Cmdr. David Loo, USN

Region 4 - Norfolk

Director ...............................................................Capt. Pat Everly, USN President .........................................................Cmdr. Chris Bailey, USN

Region 5 - Pensacola

Directors..........................................................Capt. Mark Murray, USN Capt. Thomas MacDonald, USCG President .................................................Cmdr. John D. McBryde, USN 2015 Fleet Fly-In....................................................Lt. John Geary, USN

Region 6 - Far East

NHA Historical Society

President..........................................................Capt. Bill Personius, USN (Ret) Secretary ...........................................................Cmdr. Joe Skrzypek, USN (Ret) Treasurer.......................................................................... Mr. Joe Peluso San Diego Air & Space Museum............................Capt. Jim Gillcrist, USN (Ret) USS Midway Museum..............Chief Warrant Officer 4 Mike Manley, USN (Ret) Webmaster............................................................Cmdr. Mike McCallum, USN (Ret) N HA Board of Directors........................................Capt. Dennis DuBard, USN (Ret) Cmdr. John Ball, USN (Ret) Naval Aircrewman Chief P etty O fficer Adrian Santini, USN

Director.......................................................Capt. Murray J. Tynch, USN President..…...........................................Cmdr. Stephen Froehlich, USN

NHA Junior Officer Council

President.......................................................Lt. Jeremy Cappalo, USN Region 1........................................................Lt. Dave Thomas, USN Lt. j.g. 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 Conley, USN Region 6.....................................................Lt. Chris Campbell, USN

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In Review Editor’s Log

by Lt. Ash Preston, USN - Former Editor-in-Chief (RR125 to RR129)

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or my final contribution to the Editor’s Log, I simply wish to express my thanks and appreciation to NHA for allowing me to serve as editor-inchief for the past year. I am truly honored to have helped the rest of the editorial staff and NHA staff in putting together some great issues that I hope have allowed NHA

members to stay informed of naval helicopter aviation events across the globe. My parting shot is to express how much potential NHA has, both inside and beyond Rotor Review, and to charge all members to stay active and do their best to contribute, wheter it is merely a single event or volunteering personal time at the regional or national level. Thanks again for a great year… get the X!

Message from the New Editor

by Lt. Emily Lapp, USN - Rotor Review Editor-in-Chief

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submarine warfare, humanitarian assistance, surface warfare and logistics, it is obvious that naval helicopter aviation is alive and well and that we are prepared to respond to our nation’s call at a moment’s notice. The pride and enthusiasm we have for our profession is clear and will undoubtedly be enthusiastically shared with the next generation of pilots at the upcoming Fleet Fly-In! You will notice a slightly different editorial style used in this issue of Rotor Review. We have changed our editing style to conform with the Navy Style Guide which follows the Associated Press (AP) stylebook. AP style is used by Navy NewsStand and Navy.mil as well as by many other professional publications such as newspapers and magazines.

The reason for the transition is to shift away from an internal, military writing style and align ourselves with the style used by the military for public release. Ultimately, the goal is to make Rotor Review easier to read and facilitate reprints of our articles in other media sources. I hope you find our new style more reader friendly and standardized with the majority of other print media you also read.

As always, the Rotor Review staff welcomes all feedback and suggestions for improvement. I hope you enjoy reading RR130 and I look forward to seeing you at the Fleet Fly-In!

t is my distinct pleasure to thank Lt. Ash Preston for his tremendous efforts as Rotor Review’s Editor-in-Chief over the past year and wish him “fair winds and following seas” as he heads off to his disassociated tour.

Whereas Ash is out to sea, I have the good fortune of being a land lubber for the next year or so and have stepped up to fill the editor-in-chief position. I have been involved with Rotor Review as the HSM community editor for the past year and am looking forward to continuing my work with the NHA staff and members as editor-in-chief.

The theme for this issue is #EverydayNHA, which ties in well with the upcoming Training Wing Five Gulf Coast Fleet Fly-In. Held October 27-30 at NAS Whiting Field in Pensacola, Fla. the Fleet Fly-In provides the perfect opportunity to pull back the curtain and give future unrestricted naval aviators a glimpse into what it is that we helicopter pilots do each day. Every pilot knows it’s not all gun shooting and torpedo launching and that some days are more like groundhog day than Top Gun, but, as you will see from the NHA photo and video contest entries in this issue, we get to do some pretty neat things! With a vast range of missions represented, to include search and rescue, vertical replenishment, anti-

Rotor Review #130 Fall 2015

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Letters to 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. Your anonymity is respected. 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 Dear Editors, Just received my Rotor Review last night…I really like the changes you have made to the layout, especially the way you have lightened up the design. The magazine is a lot more bright and much easier to read with these old eyes. A very big improvement IMHO. Lt. Cmdr. Tom Phillips, USN (Ret)

Dear Tom; Thank you for your comments for the layout. As you can see Rotor Review is in full color now. We are very excited!

We working with a new printer Ranroy Printing Company and the quality of printing has improved.

Corrections Because of an editing error, RR129 erroneously omitted the remainder of the last sentence of the text box on page 56 within the article “Shine Angel, Shine!” by Lt. Cmdr. Tom Phillips, USN (Ret). The sentence should have read, “When there was a load in the cabin, the weights had to be moved to the baggage compartment (aft of the engine) in what today would be called the transition section.” Additionally, the article incorrectly referred to Very Pistol Signals as “pistol signals.” The Very Pistol (pictured below), invented by American naval officer Lt. Edward Very, was a special pistol used to fire signal flares.

Naval Helicopter Association

2016 Submission Deadlines and Publishing Dates Winter 2016 (Issue 131)...............................Nov. 18, 2015 / January 2016 Spring /Symposium 2016 (Issue 132)..................March 11, 2016 / April 2016 Summer 2016 (Issue 133).................................May 18, 2016 / July 2016 Fall 2016 (Issue 134)..........................................Aug. 17, 2016 / October 2016 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.

Rotor Review Submission Instructions 1.

2.

3.

Articles must be in a Word Doc format without any tabs, identations or embedded photos.

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

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

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

Verify the media does not display any classified information .

Ensure 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 positive light.

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

In the Change of Command Section of Issue 129 the announcement for HSMWSP should have read as follows: Cmdr. Matthew G. Humphrey, USN relieved Cmdr. James F. Hartman, USN on June 11, 2015.

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From the Organization President’s Message

by C m d r. S h a w n “ O p i e ” B a i l e y, U S N

H

ello, NHA members! I hope this issue of Rotor Review finds you all well. In this issue we commemorate two important dates in our history as a community and organization, 72 years of rotary wing naval aviation on Oct. 16 and 44 years of the Naval Helicopter Association on Nov. 2. The articles and pictures inside connect our past to our present and show that a few important things don’t change: as conflicts come and go, platforms and missions continue to evolve, the impact and relevance of the rotary wing warriors that make up our community – YOU – and the service you provide continues to grow at an accelerated rate.

Today, all across the rotary wing and vertical lift community, squadrons, detachments and units are deployed and doing amazing work defending our nation, providing humanitarian assistance or disaster relief, protecting the global commons and our interests at home and abroad. Much of this great work has been captured in the images provided by you and in this issue you will also see the results of our annual photo contest. All the submissions were outstanding and highlight the fine work our Sailors, Marines and Coast Guardsmen are doing around the world, every day.

It is also a season of change at NHA. I would like to extend a warm welcome to Cmdr. Bobby “Downtown” Brown, HSM49 CO, as our Region 1 President. He takes over for Cmdr. Ed “E-Dub” Weiler, HSC-14’s Skipper. Ed – Your tenacity and enthusiasm have been a driving force behind the success of Region 1 and several other NHA initiatives. Thank you for your service to NHA! I’d also like to extend a warm welcome to Lt. Emily Lapp from HSM-41, who is stepping up to the Editor in

Chief position. Emily takes over from Lt. Ash Preston whose total commitment and vision have taken Rotor Review forward with each issue. Ash – thank you for all you have done for NHA and the vertical lift community. You will be missed! Cmdr.

John McBryde, HT-8 CO, takes over from Cmdr. Rob Sinram as Region 5 President. Rob – Thank you for your service.

Your efforts and professionalism have positively impacted the next generation of Naval Aviators, boosted membership and gave the community a truly outstanding Fleet Fly-In last year.

Additionally, a warm welcome goes out to Cmdr. David Loo, who is taking the helm of HSM-40 and Region 3 from Capt.

Mike Burd. Capt. Burd, thanks for your leadership and service to NHA and the entire helicopter community. As the year goes on we will turn over many key active duty positions at NHA National and within the regions. There’s no better time than now to get involved in your organization. It is indeed an opportunity to excel for the community.

As we move into fall we look forward to many great events and activities across the regions. Most notably, Training Wing 5 will host the 26th annual Gulf Coast Fleet Fly-In Oct. 27-30.

Your NHA office will be on hand contributing with our NHA fall Join-Up activities. It will be a great time as the fleet converges on NAS Whiting Field to interact with both our budding and newest naval aviators.

Planning for the 2016 NHA Symposium is well under way. It will be held at the Sheraton Norfolk Waterside Hotel in Norfolk, Va. May 9-13, 2016. So mark your calendars now and I hope to see you there.

All the best, and keep your turns up!

Executive Director Notes

by C a p t. B i l l P e rs o n i u s , U SN (R et)

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ll, The Fleet Fly-In/NHA Join-Up 2015 Edition of Rotor Review is here. We have had a busy three months and the rest of the year is going to be even more busy. Region One is planning a Padres baseball game in October and their annual Hawk Ball in November. Region Two is having a golf tournament in October. Region Four is doing their Helo Days in October and of course Region Five is prepping for the Fleet Fly-In Oct. 27-30, 2015. We have had several changes in personnel on the staff as well. Lt. Emily Lapp has taken over as the Rotor Review editor-in-chief. Emily is from HSM-41 and is taking Lt. Ash Preston’s place. Ash, thank you for all your hard work and best wishes going forward. Lt. Danielle Stone is joining our team as the Symposium POA&M point of contact

Rotor Review #130 Fall 2015

and will help formalize our symposium processes and turnover binders. Lt. Adrian Andrade will be taking Lt. Robin Dirickson’s place as our “NHA Stuff” person. Robin thank you for all you have done getting the NHA Store and online sales established as well as taking care of the 2015 symposium swag order. You will be missed. Cmdr. Bobby “Downtown” Brown will take over for Ed “E-Dub” Weiler as the Region 1 president. Ed will be off to D.C. and Bobby has already hit the deck running. Ed, thank you for our leadership as the Region One president. Your team has propelled NHA into a better place and significantly helped advance the brand. I certainly appreciate all your hard work and I personally have enjoyed working with you. Best of luck to you and your family in D.C. Cmdr. Mike “Bird Dog” Burd of Column continued on page 9

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HSM-40 has turned over to David Loo along with the Region Three presidency. Thank you, Bird Dog for all your hard work! Cmdr.

Rob Sinram was also recently relieved by Cmdr. J.D. McBryde.

Welcome aboard, JD, we’re all looking forward to yet another great event coming up at the end of October in Pensacola, Fla. This year is HT-8’s 65th birthday (see page 56) so we will look forward to those events which will commemorate this significant celebration.

This year is also NHA’s 44th year along with 34 years of the Rotor Review. This is also the 72nd year of the naval helicopter since it officially joined the fleet on Oct. 16, 1943. So, we have a lot to

celebrate these next couple months before the holidays. We hope that you will enjoy this 130th edition of the Rotor Review and our second ALL color edition. We are very happy with Ranroy, our new magazine publisher, given they are providing us this upgrade.

The last magazine got out a little late, however we have worked out the bugs and are back on track for a timely delivery of future editions. I hope to see you in Pensacola, Fla. for the Gulf Coast Fleet Fly-In and NHA Join-Up this October as things are shaping up nicely to be another great event!

Keep your turns up.

From the Reserves

by C a p t. Ma rc Org a i n , U SN

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s you know from the cover article, on October 16 we celebrate the 72nd year of U.S. naval helicopter operations. It was on that day in 1943 that Lt. Cmdr. Frank Erickson, USCG, flew the one hour acceptance flight on the Navy’s First helicopter, a Sikorsky YR4B (Navy Designation – XHNS-1). Less than two months later (on December 5 to be exact), Lt. Cmdr. John M. Miller, a Navy Reservist, soloed in the HNS-1 under the watchful eye of his instructor Lt. Cmdr. Erickson, becoming the second U.S. Navy helicopter pilot. A few days later he conducted shipboard operational tests, landing aboard the freighter M.V. DAGHESTAN in Long Island Sound with a Brigadier General along for the ride as an a observer. How is that for an abbreviated training syllabus!

The Navy Reserve has played a key role in naval helicopter aviation from the beginning. Given the fact that by the end of World War II 83 percent of the Navy’s fleet manpower consisted of reserves, it is not surprising that the Navy Reserve would get into naval helicopter aviation on the ground floor. Over the years, reserve support to the helicopter community has taken many different forms changing to meet the needs of the day.

Whether the mission is providing operational support to the fleet alongside active counterparts or providing a less expensive means

to preserve war time capacity during times of peace, reservists have always been ready to serve. The history of reserve service in Navy helicopters is a proud one. Helicopter Reservists have distinguished themselves in every major conflict since World War II. In the years of peace in between they have kept their skills sharp, used them to train others and continued to provide valuable support to the fleet.

Today there continue to be many different ways to serve as a Navy Reservist in the helicopter community. Reserve squadrons, squadron augment units, active/reserve integrated squadrons, operational support, instructor duty, unmanned systems… all provide different opportunities for reserve service. There is a lot more going on out there in reserve helicopter aviation than you might think at first. In each of the next several issues of Rotor Review, I will focus on some of the many different ways that Reservists serve the helicopter community. Hopefully through sharing our Reservist’s personal stories and experiences, you may gain a better appreciation for what Reservists do and why. Maybe even some of you who are looking for a different way to serve will find an opportunity for continued service that resonates with you. Until next time…

Keep your turns up!

Aircrewman’s Corner b y AW R C M J u s t i n Ta t e , U S N

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ellow aircrewmen, It is amazing that as time goes by, great things continue to happen. I firmly believe that it is not because we have to, but we want to.

This is what makes us as aircrewmen GREAT! Ever since helicopters were brought into the aviation inventory, aircrewmen have been engaging the task and striving to do the job to the best of their ability. No matter what service you are in, if you have been watching the history of rotary aviation, you will notice how aircrewmen had to evolve with the technological advances the airframes as they were changing. All of you are why we as aircrewmen are where we are today and have the respect we do. Keep the drive for success and always challenge yourselves to think of ways to continue to get better. While we are remembering the greatness, let’s also take a moment to remember our fellow aircrewmen that have given the ultimate sacrifice while in the line of duty. Peace be with you!

Talking about what aircrewmen can do and are doing since the inception of rotary aviation, we have a great opportunity here at the end of October to influence the great young Americans that have chosen to be Aircrewmen. The Gulf Coast Fleet Fly-In is where the opportunity to engage the newest pilots and aircrewmen training in Pensacola, Fla. If you have a chance and you are able to attend, it is a great time to spend with these new accessions, while having our partners of industry giving us the information on the latest and greatest improvements of the helicopters we fly in. Look it up on the NHA website and come out to Pensacola to participate.

Once again, every one of you are doing great work and I am proud to be working with each and every one of you.

Fly Safe!

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In Our Community NHA Scholarship Fund b y C a p t. Pa u l Ste v e n s , U SN (R et)

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reetings from the Scholarship Fund.

By the time this article gets to you, the 2015/16 Scholarship cycle will have started. As in previous years, the application cycle started on Sept. 1, 2015 and closes on Jan. 31, 2016. We have made several changes in the application process, the most significant of which allows applicants to have supporting documentation (letters of recommendations and proof of eligibility) will need to be uploaded to the online database with your application. But still you must have your official transcipts mailed and postmarked no later than Jan. 31, 2015. More details on how these changes will work will be posted on our website at www.nhascholarshipfund.org/ /how-do-i-apply.html.

I think 2016 will be a defining year for the Scholarship Fund.

In years past, we covered most our operating expenses including scholarship payouts from donations received during that year.

This past cycle, yearly donations from all sectors (individual, corporate and regional fund raising) paid less than half of the scholarship bill. Clearly our Scholarship Committee needs to do a better job in finding new sources of revenue to make the Fund more viable.

I often make reference to the Tailhook Educational Foundation when looking for ways grow our bottom line and better serve those in our rotary wing community (past and present). One

striking difference in how our respective scholarship programs are resourced is the support given by the retired sector. Where the number of retirees contributing to their Fund runs in the hundreds, we receive only a handful of donations from our retired community yearly. I can only assume we are not doing enough to get the word out about the benefits of our Scholarship Fund. After all, the NHA Scholarship Fund specifically targets the children and grandchildren of those in our retired community.

Getting that word out will be a priority for our headquarters team this year. You can help us spread the word especially to those who may not be active in the NHA. If they have worked in any capacity in the Navy, Marine Corps or Coast Guard rotary wing community, they, their spouses, children and grand children are eligible to apply for our merit-based scholarships.

Tax deductible contributions to the NHA Scholarship Fund can take many forms from individual or corporate donations to including the Fund in one’s estate planning. You can also contribute to this important work by volunteering to serve on our headquarter’s (San Diego) scholarship team or on one of NHA’s Regional Staffs. Contact me at pstevens.nhasf@cox.net for more information.

Hold fast!

Naval Helicopter Association Historical Society

by C a p t. B i l l P e rs o n i u s , U SN (R et)

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alute, It is great to be moving forward again after the NHA Symposium 2015. It has taken a few weeks for us all to recover from the big event but we’re finally getting caught up. We’re busy again doing routine work keeping the organization going. This is an admin time of the year for us so we’re taking account of our status and getting some of the more routine things accomplished like updating our insurance, banking, investments and developing a plan for the coming year. As the holidays approach we’ll likely throttle back a bit and enjoy the season. We are currently prioritizing our projects for next year and hope to reengage with the West Coast Wings in San Diego to hopefully get Building G renamed, complete our rotor blade project in Building 654 and continue to work on the Midway ready room. We have three more ready room chair headrest dedication requests. All these things

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take time and some dedicated effort on the part of our staff so we enjoy staying involved and always moving the organization forward. We are standing by to assist with the Miramar Air Show fundraising again this year to support Region 1. We are also hoping to raise some more money for the scholarship fund along with making some cash for ourselves if the region needs our help. Not much new to report at this time. If you might be interested in joining us give me a call or send me an email at 619-435-7139 or executivedirector@ navalhelicopterassn.org.

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A View From The Labs: Supporting The Fleet

by C a p t. Ge o rg e Ga l d o ri s i , U SN (R et)

The United States’ New Maritime Strategy:

What It Means to Our Naval Rotary Wing Community

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nother Maritime Strategy - already? Earlier this year, the United States issued its updated maritime strategy, A Cooperative Strategy for 21st Century Seapower (CS-21R) - the “R” emphasizing the revision of the earlier 2007 maritime strategy. But one is motivated to ask: If the time between the United States Reaganera maritime strategy and the first A Cooperative Strategy for 21st Century Seapower was measured in decades, why did the United States feel the need to update its maritime strategy less than eight years later? Understanding this reasoning can help unpack this new strategy and assist us in divining its impact on our naval rotary wing community.

Of all the various strategies that a nation as large as the United States issues, it is its maritime strategy that is clearly most important to the naval rotary wing community. Why? Just break down the names of our HSM and HSC communities and you get the idea - we operate on and from the maritime domain. Thus, unpacking the 2015 A Cooperative Strategy for 21st Century Seapower can help us gain a clearer understanding of what part the United States Navy intends to play in helping ensure the security and prosperity of our nation as well as those of our allies, partners and friends. The Introduction to CS-21R answers the important question of “why” the United States felt the need to issue a new strategy so soon. As with the first CS-21, the second tri-Service U.S. Maritime Strategy is signed by the Chief of Naval Operations the Commandant of the Marine Corps and the Commandant of the Coast Guard. As the three U.S. maritime service chiefs put it: “Since we published A Cooperative Strategy for 21st Century Seapower in 2007, changes in the security and fiscal environments, along with new strategic guidance, including the 2012 Defense Strategic Guidance and the 2014 Quadrennial Defense and Homeland Security Reviews, mandate an updated maritime strategy to ensure that we continue to advance our national interests in an increasingly complex and interdependent world.”

The size of the United States Navy has declined at what many observers have noted is an alarming pace. Many compare the size of the U.S. Navy today with the size of the Reagan-era U.S. Navy and note the number of ships has been cut in half. This has happened as globalization has tremendously increased the volume of global trade as well as the United States’ world-wide responsibilities. With a Navy of just over 270 ships - and with most

informed commentators suggesting those numbers will dwindle further - the United States needs to refocus its strategy and do just “need to do” things and eliminate the “nice to haves.” A Cooperative Strategy for 21st Century Seapower goes on to describe this new approach: “Today’s global security environment is characterized by the rising importance of the Indo-Asia-Pacific region, the ongoing development and fielding of anti-access/area denial (A2/AD) capabilities that challenge our global maritime access, continued threats from expanding and evolving terrorist and criminal networks, the increasing frequency and intensity of maritime territorial disputes and threats to maritime commerce, particularly the flow of energy.”

With this reasonable rationale as background for why a new maritime strategy was issued, it is important to understand what A Cooperative Strategy for 21st Century Seapower says.

Unpacking the United States Maritime Strategy Any strategy, issued by any nation, has two primary audiences for what it contains. The first is the citizens of the issuing nation so they understand how their leaders will organize the instruments of national power - in this case the maritime instruments - to ensure their security and prosperity. But the larger audience is other nations so they can understand what the nation that produced the strategy intends to do - in this case on the oceans and seas - as it interacts with the other nations and navies it encounters.

Like its predecessor, the 2007 Maritime Strategy, A Cooperative Strategy for 21st Century Seapower highlights both the importance of forward presence and benefits of operating with allies and partners. It also continues the United States’ commitment to the traditional naval functions of deterrence, sea control, power projection and maritime security. CS-21R adds a fifth function - all domain access - designed to ensure that America’s Sea Services will be able to project military force in contested areas. CS-21R also builds upon its predecessor strategy by including a full section on how the Sea Services will design and build the future force.

As noted earlier, A Cooperative Strategy for 21st Century Seapower goes into some detail to explain the reasoning behind updating the 2007 United States Maritime Strategy. In addition to highlighting changes in the global security environment, coupled with new guidance such as the 2014 United States Quadrennial Defense Review, as well as the United States’ continued fiscal challenges, the new strategy gives clearer Column continued on page 12

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In The Community: From The Labs (cont. ) definition than its predecessor document to the specifics of this new security paradigm.

CS-21R highlights many changes in the security environment including key geopolitical factors such as a rising China, an unpredictable North Korea and an aggressive Russia. It also highlights challenges that are not tied to a particular nation-state, among them: violent extremist organizations like ISIL, energy vulnerability and climate change. None of these changes come as a surprise to you who are going to sea and living this reality, but rarely have these challenges been packaged in one strategy.

New “Foundational Missions” for the United States Maritime Strategy The updated United States Maritime Strategy articulated in A Cooperative Strategy for 21st Century Seapower is built on two “foundational principles.” These overarching principals serve as key themes throughout the document. The first foundational principle states, “United States forward naval presence is essential to accomplishing the naval missions derived from national guidance.” This focus on forward presence is a continuation from the 2007 Maritime Strategy, although in that document it was one of the Sea Services’ six core capabilities.

The second foundational principle is also an enduring theme from the prior Maritime Strategy. This notes, “Naval forces are stronger when we operate jointly and together with allies and partners.” The emphasis on partnerships and cooperative relationships is also repeated throughout A Cooperative Strategy for 21st Century Seapower. This builds on what then-U.S. Chief of Naval Operations, Admiral Michael Mullen, proposed when he first unveiled his concept of “The Thousand-Ship Navy (later renamed the “Global Maritime Partnership” - or GMP - by the George W. Bush Administration). Channeling that high concept, CS-21R calls for a “global network of navies that brings together the contributions of like-minded nations to address mutual maritime security challenges and respond to natural disasters.”

The principles of forward presence and partnerships are discussed in detail in the next section of A Cooperative Strategy for 21st Century Seapower. This chapter discusses the Sea Services’ plans to operate forward in each region of the globe, but focuses in particular on advancing the widely-heralded United States rebalance to the Asia-Pacific region. CS-21R builds on points previously articulated by U.S. Department of Defense and Department of the Navy officials by reaffirming that both quantitatively and qualitatively, the United States has made a strong commitment to the Indo-Asia-Pacific region.

United States Maritime Strategy Missions While some find “lists” or “bullet points” of limited use, in a long-anticipated and widely-discussed strategy such as the United States’ A Cooperative Strategy for 21st Century Seapower lists are useful in understanding what the United States needs its navy to do. The essence of CS-21R is contained in its listing of the U.S. Sea Services naval missions and their supporting essential naval functions.

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CS-21R describes the seven naval missions that the maritime services of the United States must accomplish: • Defend the homeland • Deter conflict • Respond to crises • Defeat aggression • Protect the maritime commons • Strengthen partnerships • Provide humanitarian assistance and disaster relief Beyond these critical missions, CS-21R outlines the following naval functions that support the missions of the U.S. Sea Services: • Deterrence • Sea control • Power projection • Maritime security • All domain access Of these, the function “all domain access” is a new addition in this version of the United States Maritime Strategy. It is defined as, “The ability to project military force in contested areas with sufficient freedom of action to operate effectively.” This function describes how the Sea Services will organize, train and equip to gain access to contested areas. The following elements contribute to “all domain access.”

• Battlespace awareness • Assured command and control • Cyberspace operations • Electromagnetic Maneuver Warfare • Integrated fires Moving beyond these “dry” — albeit important — lists, A Cooperative Strategy for 21st Century Seapower does a bit of a deep dive into the strategy’s subtitle: “Forward, Engaged, Ready.” CS-21R emphasizes the key themes of partnerships and of operating forward in conducting the essential naval functions of deterrence, sea control, power projection maritime security and all domain access. CS-21R continues build on the one-decade-old concept of The Thousand-Ship Navy/Global Maritime Partnership to call for a global network of navies that “leverages the best capabilities of participating states to address mutual maritime security challenges.”

A Cooperative Strategy for 21st Century Seapower outlines how the United States intends to build its future maritime force.

CS-21R calls for a U.S. Navy fleet of more than 300 ships. It is especially interesting that the strategy highlights the desired numbers for just three classes of ships: eleven aircraft carriers, fourteen ballistic missile submarines and thirty-three amphibious ships. Additionally, CS-21R notes the Coast Guard will develop its ability to operate in the Arctic, beginning the design process for a new, heavy icebreaking capability. The Maritime Strategy also describes several key attributes of this future force, including the fact that it will more tightly integrate with the U.S. Air Force and the U.S. Army to enhance its capability to operate in contested environments.

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In The Community: From The Labs (cont. ) A Well-Nuanced View of Why We Need Maritime Forces As with any strategy document — published by any government - the official publication of that strategy brings a substantial number of pundits and commentators “out of the woodwork” to opine on that strategy. A Cooperative Strategy for 21st Century Seapower is no exception. Just Google the title of this strategy and you’ll pull up any number of opinion pieces. If you read even some of them you’ll quickly realize there is far more heat than light.

One of the most thoughtful naval officers of our generation, Adm. James Stavridis, USN (Ret.), a former U.S. Southern Command and U.S. European Command Commander and now dean of The Fletcher School of Law and Diplomacy at Tufts University, said this about CS-21R and our need to be a maritime nation: There is one top-priority, underlying message throughout the new maritime strategy. The need for seapower is greater than ever.

Again, this does not diminish the need for other forms of national power – land, air, special operations, cyber. But make no mistake: extremely difficult international threats and challenges lie in the years ahead. It is essential that we provide the forces and the people the sea services require and this new strategic vision does a commendable job articulating the case.

This leads us to the all-important question - what does this mean to today’s — and especially tomorrow’s — naval rotary wing community?

Looking Ahead: The Future of the Naval Rotary Wing Community Our community is blessed with an array of industry partners who provide truly eye-watering platforms, systems, sensors and weapons that those of you still wearing flight suits get to fly. We also have managed to place our senior leaders in key positions on the Navy, DoD, Joint Staff and elsewhere - including command of the Naval Aviation Systems Command! - where decisions on what platforms, systems, sensors and weapons we will operate through the middle of this century are made.

So what does this have to do with you - especially you first and second tour aviators and aircrewmen? Everything! You all will be our leaders decades from now. What kind of capabilities do you want your community to have to execute A Cooperative Strategy for 21st Century Seapower? We can’t buy all the platforms, systems, sensors and weapons we’d like to but need to make choices - and the “smart money” is on acquiring those that support CS-21. The time to begin that process is today.

The 2015 Cooperative Strategy for 21st Century Seapower can be found here:

http://www.navy.mil/local/maritime/150227-CS21R-Final.pdf

Curtiss-Wright Awarded Contract by USCG

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urtiss-Wright Corporation (NYSE: CW) announced September 1st that its Defense Solutions division has received a contract from the United States Coast Guard to supply its Air Data Computer technology for use on the Coast Guard’s Airbus MH-65 Dolphin helicopter fleet. The MH-65 Dolphin helicopters will be integrated with dual Air Data Computers that provide flight critical altitude and speed information to the cockpit and other important helicopter systems. The initial value of the contract is approximately $3 million. Deliveries are expected to begin in 2015 and continue through 2019.

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Industry and Technology

Press Release by Rotorhub.com

“Curtiss-Wright is very proud to have been selected by the U.S. Coast Guard to provide our industry leading Air Data Computer technology for use on this important helicopter program,” said Lynn Bamford, Senior Vice President and General Manager, Defense Solutions division.

The MH-65 Dolphin is a conversion of the Airbus HH-65 Dolphin, which is itself a variant of the French-built Eurocopter AS365.

The MH-65 conversion integrates a glass cockpit into the aircraft. The Curtiss-Wright Air Data Computer supplies the altitude, airspeed and vertical speed data to the glass cockpit displays as part of that upgrade.

The Dolphin helicopter serves the U.S. Coast Guard both as a short-range rescue and maritime law enforcement platform. The helicopters operate from 17 air stations on the Atlantic and Pacific coasts, the Gulf of Mexico, Hawaii and the Great Lakes, as well as from deployed cutters.

Curtiss-Wright is manufacturing the products covered by this agreement at its Avionics & Electronics facility in Christchurch, U.K. The products will be shipped to the United States Coast Guard in Elizabeth City, N.C.

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Industry and Technology

Royal Australian Navy MH-60Rs Arrive at Patuxent River and Depart to Australia Press Release by Rotorhub.com

HX-21 and RAN squadron 725 unloading MH60S. Photo courtesy of HX-21 Public Affairs

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wo of the Royal Australian Navy’s (RAN) MH60R Seahawk helicopters were loaded onto a Royal Australian Air Force (RAAF) C-17 at Air Test and Evaluation Squadron (HX) 21 at Naval Air Station (NAS) Patuxent River, Maryland, for delivery to their new home in Australia May 27, 2015.

These two Seahawks mark the halfway point for the U.S. Navy’s foreign military sales agreement with the Commonwealth of Australia for training and production of 24 MH-60R helicopters, which began in June 2011.

“As they come off the production line, the Australians have picked them up two at a time,” said Cmdr. Scott Stringer, HX-21 MH-60 government flight test director. “This is a multiyear plan that should carry into mid-2016. We are delivering brand new aircraft to the Australians. They still have that new car smell with very few flight hours.”

RAN squadron 725 is in the process of establishing MH-60R operations at NAS Nowra, New South Wales.

Later this year, HX-21 and RAN squadron 725 are scheduled to test unique modifications on the MH-60Rs. These modifications are based on unique RAN requirements and include the addition of an instrument landing system and a crash-survivable data recorder.

The collaborative U.S. and RAN test and evaluation of the MH-60R modifications also allows for an open exchange of professional views and experiences.

Because of interoperability -- how the two navies have trained and operated together -- Stringer explained how he could foresee a U.S. Navy H-60 pilot seamlessly operating during a cross-deck tour on an Australian ship or vice versa.

“We have six people supporting the MH-60R acquisition and sustainment effort at Pax River and share office space with the Royal Austrailian Air Force (RAAF) Classic Hornet and Super Hornet sustainment team,” said Cmdr. Andrew Dawes, RAN MH-60R project resident team lead. “This is something we take a great deal of pride in and greatly appreciate the support that everyone at NAS Pax River is providing in this process.”

The mission of HX-21 is to conduct the highest quality developmental flight test and evaluation of rotary-wing and tiltrotor aircraft, airborne systems in support of all United States Navy and United States Marine Corps training, operational combat and operational combat support missions.

Going Global

MH-60R FMS Team Supports Royal Australian Navy Press Release by Rotorhub.com

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team of U.S. Navy and defense industry contractors recently delivered an advanced helicopter training device to the Royal Australian Navy.

The MH-60R Foreign Military Sales (FMS) team from the Naval Aviation Training Systems Program Office (PMA-205) and Naval Air Warfare Center Training Systems Division , in conjunction with CAE USA of Tampa, Florida, defined and procured training devices to support aircrew proficiency and

real-world mission rehearsal for the Royal Australian Navy (RAN) last February.

The simulator delivered to the RAN includes a fullmotion, operational flight trainer (OFT), which will prepare pilots and co-pilots for flight, as well as a weapons tactics trainer (WTT) to guide sensor operators in the helicopter.

The OFT and WTT can be operated as standalone devices, or combined to form a tactical operational flight trainer (TOFT),

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Helicopter pilot from RAN squadron training with the MH-60R TOFT. Photo courtesy of PMA-205

which provides comprehensive aircrew mission training. The MH60R training devices are now installed at the RAN’s training facility in New South Wales at HMAS Albatross, home of the RAN’s Fleet Air Arm. “I’m really proud of the hard work, dedication and time our FMS team put in to deliver the first MH-60R TOFT to the Royal Australian

Navy,” said Capt. Craig Dorrans , PMA-205 program manager. “The state-of-the-art TOFT will serve as a catalyst for operational flight preparation and weapons tactics training for the RAN.” The RAN aircrew and maintainers began training at the U.S. Navy’s schoolhouse at Naval Air Station Jacksonville, Florida, in spring 2013. The RAN returned to its newly constructed Seahawk Simulation and Warfare Centre after completion in March with its first TOFT, as well as an Avionics Maintenance Trainer/Weapons Load Trainer. A second TOFT is scheduled for delivery in 2016 along with four more maintenance and part-task trainers scheduled over the next several years.

The RAN selected the U.S. Navy’s MH-60R Seahawk in 2011 as its new anti-submarine/anti-surface warfare helicopter after seeking to replace its existing S-70B-2 Seahawk helicopters.

The MH-60R training devices are used to train pilots, co-pilots and sensor operators in the complete range of missions flown by the MH-60R Seahawk helicopter.

U.S. Navy Demos Endurance on the MQ-8C Fire Scout Press Release by Rotorhub.com

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orthrop Grumman Corporation (NYSE:NOC) and the U.S. Navy successfully demonstrated endurance capabilities with the MQ-8C Fire Scout unmanned helicopter. On a planned 10+ hour flight and range out to 150 nautical miles flight from Naval Base Ventura County, Point Mugu; the MQ-8C Fire Scout achieved 11 hours with over an hour of fuel in reserve.

The long range, long endurance flight was part of a series of capability based tests used by the Navy to validate their concept of operations and previously tested performance parameters. The Navy conducted the demonstration with support of Northrop Grumman engineers.

“Endurance flights provide a full evaluation of the MQ-8C Fire Scout systems,” said Capt. Jeff Dodge, program manager, Fire Scout, Naval Air Systems Command. “We can better understand the capability of the system and look at crew tasks and interactions in a controlled environment. This will allow us to adjust operational procedures to maximize the system’s effectiveness.”

This is a new flight record set for the MQ-8 Fire Scout; a system designed to provide persistent reconnaissance, situational awareness and precision targeting support for ground, air and sea forces.

“Today’s MQ-8C Fire Scout performance matches our model exactly. With adjustments, our production aircraft will have 12 hours of total endurance on a standard day. This prolonged endurance gives the Navy’s commanders a tremendous operational advantage,” said George Vardoulakis, vice president, medium range tactical systems,

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Northrop Grumman. “Increased time-on-station and fewer launch and recovery cycles better enables the Navy’s diverse missions.”

The MQ-8C Fire Scout completed its developmental flight test program earlier this year and has operational assessment planned for later this year. The MQ-8C Fire Scout has accumulated over 513 flight hours and flown 353 sorties.

MQ-8C Fire Scout going through test.

Photo courtesy of Northrop Grumman

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Schedule of Events on the next four pages

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SequEnce of Events Schedule is tentative and subjuct to change.

Tuesday, October 27th 0900-1400 Industry Displays Set-up (Sikes Hall) 1100-1400 Welcome Aboard Barbeque (BLDG 2977 Back Porch) 1500-1730 HT-8 65th Anniversary Open House (HT-8 Squadron Spaces) 1800 HT-8 65th Anniversary Reception (Goat Lips Deli, Pensacola)

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SequEnce of Events Schedule is tentative and subjuct to change.

WedNesday, October 28th 0630 5K Run - 0700 Start (BLDG 2977 Back Porch) 0730 Industry Displays Open (Sikes Hall) 0800-0815 Opening Remarks / Morning Coffee (Sikes Hall) 0830-1030 Aircraft Static Displays (Flight Line) 0900-1030 HT Helicopter Skills Competition (Flight Line) 1030 -1600 Fleet/Industry Fly Window (BLDG 2977 Back Porch) 1530-1700 NHA Director’s Meeting (BLDG 1401 - Invitation Only) 1800-2345 Welcome Mixer (Fish House, Pensacola)

There is still time to purchase your All Access Pass online or at the door for the NHA Join-Up Early Registration (Now-OCT 16th) Members: $10.00/ Non-Members: $35.00 (Includes 1 YR. NHA Membership & Pass) Late Registration (OCT 17th-OCT 26th) Members: $15.00/ Non-Members: $40.00 (Includes 1 YR. NHA Membership & Pass) Late Registration (OCT 27th-OCT 30th) Members: $20.00/ Non-Members: $45.00 (Includes 1 YR. NHA Membership & Pass)

Now is the perfect time to become an NHA Member for only $25.00 All Access Pass Includes: HT-8 65th Anniversary Reception • Welcome BBQ • Mixer at The Fish House • Aircrew Picnic • Spouse Event Ready Room Crawl • Aircrew Breakfast • Fleet Fly-In Patch

NHA Golf Tournament at Stonebrook Golf Course

Early Registration (Now-OCT 16 th ) Members: $45.00/Non-Members: $55.00** Late Registration (OCT 17 th -OCT 26 th ) Members: $55.00/Non-Members: $65.00** Late Registration (OCT 27 th -OCT 30 th ) Members: $65.00/Non-Members: $70.00** ** NHA

Golf Tournament at Stonebrook Golf Course is not included in the All Access Pass 19

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SequEnce of Events Schedule is tentative and subjuct to change.

THUrsday, October 29th 0730-1030 Industry Displays Open (Sikes Hall) 0830-1330 Aircraft Static Displays (Flight Line) 0840-0920 Civilian Flying Transition / Future of VLA Brief (location tbd) 0940-1115 Senior Officer Panel(Base Theater) 1115 -1300 Picnic Lunch for Aircrews 1200-1700 NHA Golf (Tee-Off at StoneBrook Golf Course: 1300) 1600-1730 Spouses’ Orientation Meeting (Atrium / Join-Up at “Aces”) 1800 ReadyRoom Crawl / Award Presentation (BLDG 2977 Back Porch / “Aces”)

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SequEnce of Events Schedule is tentative and subjuct to change.

FRiday, October 30th 0800-0900 Fleet Aircrew Breakfast (BLDG 2977 Back Porch) 0900-1200 Aircraft Departure Window (BLDG 2977 Back Porch)

Official Phone App for the 2015 Gulf Coast Fleet Fly-In

SCAN THE CODE & DOWNLOAD The Fleet Fly-In Phone App is compatible to iOS and Andriod phones.

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Joint Training – Crack On! Focus: #EverydayNHA

Article and Photos by Lt. Chris “Snowflake” Meyer, USN

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rabian Gulf - The “Dragonslayers” of HS-11, the Navy’s last Helicopter Antisubmarine Squadron have been taking full advantage of the opportunities for joint and integrated training presented by the current deployment to the 5th Fleet Area Of Responsibility (AOR). In just four short months, we have been executing Carrier Air Wing (CVW) 1 and Carrier Strike Group (CSG) 12 tasking across all of our primary mission areas (PMAs) in diverse and challenging environments. Operating across the spectrum of PMAs and core competencies, we have conducted missions including multiple Strait transits and force protection sorties, three rescues- including two aviators and one man overboard recovery and a complex casualty evacuation and hoist from a gulf state partner’s vessel in distress.

Just over halfway through the deployment, HS-11 has already achieved some stunning mission successes and demonstrated the versatility and professionalism demanded of the modern rotary wing community.

While accomplishing these real-world missions, HS-11 has also been leaning forward with training detachments and joint training exercises with partner forces. One such event was an integrated maritime interdiction operation (MIO) involving CSG-12’s embarked Explosive Ordnance Disposal Mobile Unit (EODMU), a platoon of British Royal Marine Commandos, the HMS Duncan (D 37), Destroyer Squadron 2 and a pair of HS-11’s HH-60Hs. HS-11 executes HVBSS training with Destroyer Squadron 2, British Royal Marine Commandos and HMS Duncan (D 37).

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#EverydayNHA: Joint Training — CRACK ON!!

Aircrewman (Helicopter) Second Class Ben Latham of HS-11 takes aim from the cabin door during HVBSS training.

When the chance to integrate with our colleagues in the Royal Navy was presented, HS-11’s training department jumped at the chance and began developing a Helicopter Visit Board Search and Seizure (HVBSS) scenario with Destroyer Squadron (DESRON) 2 staff embarked aboard USS Theodore Roosevelt (CVN 71). Building on our prior experience operating with the bomb technicians of EODMU-6, we knew that the addition of a highly trained boarding team to this event would provide us with enhanced and realistic capabilities that just could not be simulated. The exercise began with several events focusing on partial tasks outside of the scenario driven training environment. In order to gain comfort and familiarity between the squadron and boarding team, HS-11 conducted multiple fast-rope evolutions with the Royal Marines and EODMU-6 Helicopter Rope Suspension Technique (HRST) masters. The day events began with iteration training to the “Big Stick” and progressed to time on target (TOT) training and smalldeck infiltrations aboard HMS Duncan. The final event would be the full scenario with multiple surface and aviation assets conducting the infil aboard the USS Farragut (DDG 99) which was simulating the contact of interest (COI).

The day prior to the scenario event, Lt. Dave “Droopy” Visser led the air mission brief in ready room one as part of his special operations forces (SOF) Level III seahawk weapons and tactics program syllabus. We gathered the EOD HRST masters, the Royal Marines’ platoon leaders and the aircrews in the HS-11 ready room to cover the brief and final details and due outs for the mission. We would execute per the Seawolf tactical manual with the added benefit of the Royal Marines and the HMS Duncan’s LYNX helicopter providing an expansion in our capabilities. The general scheme of maneuver would be to fast rope the team, execute over watch, relay communications and provide casualty evacuation (CASEVAC) and close air support (CAS). The Marines and EOD would secure the vessel, sweep the ship, question the crew and relay their progress. We were confident in our ability and well-practiced tactics, techniques and procedures (TTPs) having completed multiple live-rope events to

maneuvering vessels with Marine Corps Forces, Special Operations Command (MARSOC) 1st Marine Special Operations Battalion during helicopter advanced readiness program (HARP) and dozens of MIO training events throughout the year during work-ups and at Air Wing Fallon. The entire team, from surface vessels, airborne Lynx, EODMU-6 and the Royal Marines would enable this scenario to be as complete as possible and would prove just how effective the HVBSS option could be!

The mission went off without a hitch: the HMS Duncan’s Lynx helicopter provided updates on the target vessel, we received execute authority, and hit our TOT with our boarding team roping in right on time. After the team was in, we took up our pre-briefed positions to provide overwatch and support, keeping our eyes and sensors on the team as the Royal Marines did their work. The USS Farragut provided a solid OPFOR presentation, complete with forged paperwork, pre-positioned bad guys and an “EOD problem” to up the realism and training. Within minutes, the Marines had the vessel under their control, their snipers had neutralized several popup threats and they were aggressively interrogating the opposing force (OPFOR) crewmembers. They were a well-oiled machine and their professionalism and flexibility allowed for an easy integration of tactics, techniques and procedures (TTPs) and a very smooth event.

Events like this one serve to reinforce the value of our TTPs, the training we receive and the absolute necessity of planning in professional aviation. In three hours of flight time, the “Dragonslayers” and the CSG-12 team proved that we could execute a complex mission set and maximize the desired results.

As we continue our deployment in the 5th Fleet, HS-11 will, as our Royal Marine brothers say, “crack on” in support of Operation Inherent Resolve and our nation’s strategic goals!

About the Author: Lt. Chris “Snowflake” Meyer flies with HS-11.

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Saying Goodbye...

Article and Photos by Doug Aguillard.

Reprint from Wings of Gold Summer 2015

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en become attached, even grow to love certain nonhuman things, like a Cowboy to his horse, it was the same with the U.S. Marines and their Boeing Vertol CH-46 (Sea Knight) helicopters.

First procured by the Marine Corps back in 1961, it was to meet their medium-lift requirements. It first flew in August in 1962 and was designated as the CH-46A.

By November of 1964, the Marine CH-46A and the U.S. Navy’s UH-46A was introduced to the Fleet.

For the next 50 years, thousands of Marines would step foot on these beast of burden. From flying into hot landing zones (LZ’s) to fighting wildfires in California, from Medical evacuations in combat to Humanitarian evacuations around the world, the CH-46 was always ready for the Marines.

Lovingly nick named the “Phrog” by the Marines (Wondering, why the name “Phrog”- If you look at the front of the aircraft, it resembles a sitting frog, thus the name), the Sea Knight has been used in all U.S. Marine combat and peacetime environments since its introduction.

By 2014, it was still regularly flown by the Marines (The U.S. Navy retired theirs in September 2004), its longevity as a reliable airframe has led to such mantras as “phrogs phorever” and “never trust a helicopter under 30”.

The “Purple Foxes” of Marine Medium Helicopter Squadron, HMM-364 (now VMM-364, due to their transition to the Bell Boeing MV-22 Osprey) started flying the CH-46 in 1967 and they were the last active duty (fleet deployable) Marine squadron to fly the CH-46, now with a “E” designation.

During the summer and fall of 2014, the “Purple Foxes” were slowly flying their old friends to the Davis-Monthan Air Force Base in Tucson, Arizona, where Aerospace Maintenance and Regeneration Group (ARMAG) is located. Also known as “The Bone Yard,” 2,600 acres of desert land, where most U.S. military planes go for retirement. Here the planes are stored for replacement parts or are slated for destruction.

HMM--364 takes Sea Knight 19, a CH-46E, on its last flight.

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#EverydayNHA: Saying Features: A Symposium toGoodbye...

Remember

On October 27 and October 28, 2014, I had the honor to fly with the “Purple Foxes” for their last delivery of aircraft #06, this CH-46E was flown by Captain Rick Hill and Captain Matt Schmitt, with Staff Sergeant Derek Burleson and Sergeant John Kirk VI as the flight crew.

We were being escorted by another CH-46E being flown by the commanding officer of the “Purple Foxes,” Lt. Colonel Paul Kopacz and Major Eric Landblom, the maintenance officer for HMM-364, along with crew members, Staff Sergeant Ryan St. Antoine and Sergeant Carmen Zangari. This plane had been repainted in the colors of her Vietnam days, green with black. She was to escort #06 to Davis-Monthan Air Force Base, and then fly us all back to Marine Corps Base (MCB) Camp Pendleton Calif.

Starting with a briefing for the flight, I was met and welcomed with open arms by the crew I would be flying with, and being a former Marine infantryman, it was to be a nostalgic final flight for myself, as I had flown on many CH-46’s during my time in the Marine Corps. A gentlemen by the name of Captain Gibson gave the weather report to the two crews and stated, “it is promising to be a beautiful day for flying.”

We took off from MCB Camp Pendleton with an itinerary to fly to the airport in Imperial, California and refuel, then fly non-stop to Davis-Monthan AFB. The flight took approximately 4.5 hours. The entire flight was smooth and the flying conditions were perfect. Flying over the high mountains of eastern San Diego County and then dropping down into the desert of southeastern California, I watched the Marine crew as they either performed their duties, or were looking out over the ever changing scenery. I was thinking back to my days of flying in the CH-46 and wondered if they were doing the same.

I asked Captain Schmitt, who has been a Phrog pilot for the last 4 years, what his thoughts were once we had landed.

The Captain replied, “I was thinking about how amazing this helicopter has been, how she has always brought people home safe and all of the people who were a lot worst situations than I have been in, that got out of trouble because of this bird”. I asked him if he was having any flash backs while flying her for her final mission. His reply, “No, not really, just enjoying the smoothness of the flight and the just how the aircraft handles.

It’s beautiful not having a tail rotor and an indescribable kinetics to it.”

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Landing in Tucson, the flight crew got out and prepared her for the night. The actual handover to the Aerospace Maintenance and Regeneration Group (AMARG) would not take place until the next morning. I had a lot of time to speak with the different Marines and talk about their time with the CH-46E. When asked about his feelings, Captain Hill, also a four year veteran of flying the CH-46 replied, “It’s kind of a sad day to see the Phrog go away. It’s the end of an era and sitting here looking at so much history in them: it’s kind of a sad day, sad to see them go as this is the last one (#06 BU 15368), we’re bringing here from HMM-364.” I asked him, if he saw it as an honor to be chosen to fly her last mission. Hill replied, “ Yes, it’s the 4th one I’ve brought here for retirement and it’s nice, even cool to be the last one to fly her, and I’ve flown the last six birds, four here (AMARG) and two to museums in Hawaii.”

The next morning, with the sun shining bright, the flight crew and pilots were getting #06 ready to taxi over to the AMARG side of the base. I observed the commanding officer watching over everything. I asked Lt. Colonel Kopacz about his final thoughts.

“Having just taken over command of HMM-364, and it being redesignated to VMM-364 (October 2014), I get the privilege of transitioning this famous squadron from CH-46’s to V-22’s. Now what do I think about us dropping off aircraft #06 here, it’s believe it or not, just being an avid lover of the V-22, it’s still such a sad day, she’s (CH-46’s) done so much for us, but it’s pretty exciting to think back over all of the years, that she’s been a major contributor to the mission. it’s fun to see the emotional ties to it. Yet if you’d asked me 15 years ago, when I was flying the CH-46 (Kopacz flew the CH-46 with the “Purple Foxes” when he was a Captain, having flown in both Operations Enduring Freedom I and Iraqi Freedom I, where he had two combat deployments in the CH-46)

and people’s opinion of you. You didn’t feel the respect then, but as it started to drop off here in the end, everyone is coming out of the woodworks, whether it’s be grunts (Marine Infantrymen) or others, it didn’t matter.”

Kopacz also went on to say, “I absolutely loved flying the aircraft, I still consider it one of the greatest helicopter designs.

It truly is a tandem rotor system, it’s nothing but lift. Not having a tail rotor has so many benefits for being able to do what we do and being to get into those tighter spaces, it had the ability for point of entry, pick ups, drop offs and it’s a very forgiving aircraft.

We’ve had over 50 years to know everything about this aircraft.

Historically, like every other aircraft it had it’s ugly growing years, it’s growing pains. You ask a H-34 guy about the 46 and he’ll say,“oh it’s a piece of crap,” and the CH-46 guy will say the same about the V-22. It’s funny, they’ve all had their growing pains, but this aircraft was obliviously able to sustain and at this point, it’s kind of like that perfect design that you find and your able to keep it going. It’s been a great aircraft, but it’s time to change. Our mission is slightly changing here. We starting to look more at the “Over the horizon” capability and we need that force multiplier, which the V-22 Osprey can bring to the fight, so it is time and I’ve done a lot of missions in the CH-46, that probably wasn’t the right aircraft for the mission, but we got it done. Adapt and overcome, I love this community.”

It was suddenly time, an escort truck arrived from the AMARG and we boarded #06 for her final taxi. Time seemed to slow down and it was a long way to the gates of the bone yard. As we finally entered the Yard, there was every type of aircraft and there were thousands of planes and helos all in formation for as far as the eye could see. We followed the escort to our parking spot and, as I departed the aircraft, civilian workers from AMARG immediately

HMM-364 flies over the farm fields of Yuma, Ariz.

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#EverydayNHA: Saying Goodbye...

A crew chief looks out of the cabin while flying over sand dunes in California. descended on our bird. They started covering all of the engine vents, taping up doors and windows and securing her. The crew slowly started to leave their girl, some giving her a simple tap on the airframe with their hands. One Marine had a pen and started to sign #06 with his name. All of the other Marines followed suit, as they said goodbye to this old warrior.

A group photo of the crew, the commanding officer and the maintenance officer was taken and then it was over. With the paperwork signed by the Lt. Colonel, he handed over #06 to the U.S. Air Force. We were then given a brief tour of the bone yard by our US Air Force host. We then boarded the last active duty CH-46 (#19) and started our flight back to MCB Camp Pendleton. it was a quiet flight back, as many of the Marines fell asleep.

When we did arrive back at MCB Camp Pendleton, the entire VMM-364 squadron was out on the ramp waiting for us to arrive.

Except for the pilots who were shutting down the aircraft, we all disembarked from the aircraft and the squadron formed a half circle

around the front of the #19, waiting for the pilot to come out. Major Landblom had the honor of being the last Marine to fly an active duty (fleet deployable) CH-46 and, what he did not know, was that there was a young enlisted Marine who had climb to the top of #19 with a 5 gallon bucket of water for a special celebration of this historical moment. When Major Landblom exited the aircraft he was greeted by the a huge applause and cheers from his fellow Marines and unknowingly, a cold shower of water over his entire body.

Major Landblom is currently the aircraft maintenance officer for VMM-364 and I spoke him afterwards and asked how it felt to be the last Marine to fly his unit’s 46s. Landblom said, “I’ve been with the “Purple Foxes” on and off, for around six years and three combat tours. It’s the end, but it’s also the beginning of a new life, a new part of the “Purple Fox” history. I mean we’re talking about a squadron that was flying the H-34 from 1961 to 1966, then the CH-46 from 1967 to 2014, now were going to make that history continue with the V-22 and make it a part of the legacy as well.

So I’m excited about being a part of it and seeing what this new aircraft is capable of doing.”

From the Author

I want to thank the “Purple Foxes,” Lt. Colonel Kopacz and his officers and enlisted Marines for treating me as if I were a member of the squadron and allowing me to spend so much time with them and sharing their stories with me. I also want to thank the 3rd Marine Air Wing and Captains Anton Semelroth, USMC and Melanie Salinas, USMC of the 3rd MAW’s Public Affairs Office for their part in allowing me this special access for this historic moment in United States Marine Corps history.

Semper Fidelis!

About the Author: Doug Aguillard is a journalist for the Wings of Gold magazine.

The CH-46E was retired on August 1, 2015 at the Smithsonian’s Steven F. Udvar-Hazy Center in Virginia.

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The Future of Fire Scout A Bold Push for Integration Article and Photos by Lt. j.g. Michael Didonato, USN

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n June 23, 2015, the “Wildcards” of Helicopter Sea Combat Squadron (HSC) 23 became the first squadron to successfully complete the Helicopter Sea Combat Wing Pacific (HSCWINGPAC) MQ-8B Fire Scout “Safe to Operate” (STO) inspection. Having earned the designation of “Safe to Operate,” HSC-23 is now poised to operationally deploy and exercise the Fire Scout in support of the Navy’s evolving mission aboard the Littoral Combat Ships (LCS).

The designation of “Safe to Operate” marks another milestone en route to a paradigm shift in the composition and capability of HSC expeditionary squadrons. The Wildcards will be the first to maintain and operate the MH60S Knighthawk and the MQ-8B Fire Scout in a continuously combat ready status for joint forward deployment. The success of HSC-23’s Fire Scout STO complements the squadron’s year-long ramp up to qualify Air Vehicle Operators (AVOs) and Mission Payload Operators (MPOs). This effort has required pilots and aircrewmen to attend an eight week syllabus at Helicopter Sea Combat Squadron Three (HSC-3) to train and qualify as operators of the MQ-8B. The course focuses on aircraft systems, standard operating procedures, system interface, checklist management, emergency procedure handling and tactical employment of the MQ-8B. The syllabus emphasizes both the capabilities and the limitations of piloting a remotely operated vehicle

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A MQ-8B Firescout on HSC-23’s flightline.

to ensure AVOs and MPOs alike are able to optimize the Fire Scout as a weapon in the HSC arsenal. Upon the completion of the syllabus, students are designated as AVOs or MPOs and return to HSC-23, joining the ranks of other Fire Scout operators in preparation for upcoming deployments aboard the LCS. The STO inspection evaluated the HSC-23 Maintenance Department’s ability to safely maintain and operate the MQ-8B Fire Scout. The overall objective of the STO inspection, administered by HSCWINGPAC, was to ensure quality and seamless integration of the MQ-8B Fire Scout programs into squadron maintenance operations as well as squadron operations as a whole.

Over the course of the two-day inspection, HSCWINGPAC personnel inspected 30 individual programs and evaluated 58 drills and practical assessments. The inspection was comprehensive, but particular scrutiny was applied to the programs requiring significant modification of current manned vehicle practices such as battery safety and taxi/turn licensing.

An unprecedented 100 percent of inspected programs achieved the highest grade of “On Track.” Additionally, all drills and practical assessments received a passing

Features: The Future of Fire Scout

grade of “Satisfactory,” the equivalent of a perfect score. The outstanding results of the inspection are a testament to the hard work of all HSC-23 personnel involved and set the benchmark for all future Fire Scout STO inspections.

The Fire Scout is designed to be an adaptable platform able to excel in a variety of mission sets including Intelligence, Surveillance and Reconnaissance (ISR) and Anti-Surface Warfare (ASUW). Within these mission sets, it has the ability to provide target acquisition and identification as well as remote target designation. Within the next year, the Fire Scout will be adding a radar package to its sensor suite providing a critical early detection capability while increasing situational awareness and facilitating battlespace management onboard the LCS. As early as next summer, eight pilots and aircrewmen, along with maintenance personnel from HSC-23 will deploy on an LCS, bringing to bear the hunter-killer combination of the MQ-8B and the MH-60S. Leveraging the superior loiter time of the MQ-8B, the LCS crews can launch the Fire Scout to investigate Contacts of Interest (COI) and relay critical information to the MH-60S crews during their pre-flight preparations. The two platforms can

then work together as an Anti-Surface Warfare (ASW) team to investigate and target surface threats. The long term goal of HSC23 is to develop, standardize and employ their tactical expertise in combined manned and unmanned operations onboard LCS class ships. HSC-23 and the HSC community as a whole is at the cutting edge of this long planned pivot to the littorals and will continue to be leaders in development and integration as new payloads and weapons systems are fielded.

In the near future, forward deployed LCS will host fully combat capable MQ-8B and MH-60S helicopters to fly and fight together. HSC-23 is leading the charge with successful integration and designation as “Safe to Operate.”

Bravo Zulu, “Wildcards!”

About the Author: Lt. j.g. Didonato flies with HSC-23.

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THE “EIGHTBALLERS�

Building Up the Bench Article by Lt. Adnan Abbasi, USN

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ue to master air plan changes in early 2013, Helicopter Sea Combat Squadron (HSC) 8 left Carrier Air Wing 9 and became the newest member of Carrier Air Wing 11 in August 2014. Due to the air wing change, HSC-8 was forced into a four year dwell period until the USS Nimitz (CVN 68) completes her refuel complex overhaul. With no orders to deploy on the horizon and funding support capped at R+6 for over 32 months, HSC-8 has become very creative in pursuing training opportunities for their aircrew to complete Seahawk Weapons and Tactics Program (SWTP), Helicopter Aircraft Commander (HAC), Helicopter Second Pilot (H2P) and crew chief designations to ensure career progression. Refusing to sit idly by on the sidelines, HSC-8 has taken advantage of several training opportunities to hone the warfighting skills of the squadron.

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#EverydayNHA: Building up the Bench In March, HSC-8 went on a detachment to Naval Air Facility El Centro in El Centro, Calif. The training emphasis was on personnel recovery (PR) / special operations forces (SOF) and terrain flight (TERF) events. Maximizing a 10-day training opportunity, the “Eightballers” efficiently executed flight and ground operations to enhance the squadron’s warfighting capability. Additionally, HSC-8 took advantage of the realistic training environments available in the Yuma Range Complex, practicing SOF insert and extract and Personnel Recovery missions in the Combat Town. Also utilized were the Arrow Weed and Pebble Box Training Areas east of El Centro which enabled aircrews to experience new TERF routes and landing zones. The five aircraft in the detachment executed 60 sorties for 170 mishap free flight hours, completing 41 pilot and 43 aircrewmen SWTP grade cards and two pilot and aircrewman PR/SOF level III check rides.

On the heels of El Centro, HSC-8 deployed to Fort Huachuca, Ariz. in support of the Air Force’s largest PR dedicated large force event, Exercise Angel Thunder 2015 (AT15). HSC-8 took advantage of the Fort Huachuca operating area to gain currency and proficiency for crews in both the day and night TERF environment. This detachment afforded the squadron a valuable opportunity to work in a combined joint planning and operating environment and to participate in the Air Force’s premier Personnel Recovery Exercise. The squadron worked in with units from Moody Air Force Base to include the 38th (Para Jumpers), the 41st Rescue Squadron (HH-60G) and 71st Rescue Squadron (C-130J), as well as the 304th (Para Jumpers) Rescue Squadron out of Portland, Ore. HSC-8 aircrew earned valuable joint experience while planning and executing mass casualty evacuation operations at high density altitude (7800 pressure altitude), opposed Combat Search and Rescue (CSAR) and long-range Helicopter Visit, Board, Search and Seizure missions (HVBSS).

HSC-8 conducted 44 sorties and 183 flight hours at a 100 percent completion rate earning high flight hour recognition amongst 18 participating units due to executing every assigned mission and picking A flight crew from Helicopter Sea Combat Squadron (HSC) 8 prepares to take off from the flight-line of Naval Air Station North Island in an MH-60S Knight Hawk helicopter with a kangarooduck (K-duck) configuration.

Photo by Charles White

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HSC-8 supporting Exercise Angel Thunder 2015 at Fort Huachuca, Ariz.

Photo by Lt. Adnan Abbasi, USN

up additional missions when HH-60G squadrons fell out for unplanned maintenance! Participation in AT15 was instrumental to the squadron because it created a working knowledge of how to work and excel in the joint planning/operational environment.

Within 48 hours of returning from AT15 the “Eightballers� were underway for a carrier qualification (CQ) detachment onboard the USS John C. Stennis (CVN-74) providing plane guard support for west coast fleet replacement squadrons. HSC-8 achieved a 100 percent sortie completion rate while flying 164.4 mishap-free flight hours. While embarked, HSC-8 transported 25 passengers, completed maintenance logistics runs in support of a diverted jet and flawlessly executed a 250 mile medical evacuation from the USS Princeton (CG 59) to Naval Medical Center San Diego.

This fall HSC-8 will remain busy supporting the Black Dart test and evaluation event out of Point Mugu, Calif., executing a unit level training detachment to NAF El Centro and seeking integrated operations with local Sea Air and Land (SEAL) teams at

the San Clemente Island Navy training facility. Remaining at home field, sitting idly by, is no way to prepare for tomorrows fight and because of that fact HSC-8 will continue to seek opportunities to create experience and hone our warfighting acumen. Our enemies are not resting; they are training for success on the battlefield and so shall we!

VICTORY ALWAYS FOLLOWS THE EIGHTBALL!

About the Author: Lt. Adnan Abbasi is the public affairs officer for HSC-8.

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HMLA-469 Flight Line OIC / Gunship Pilot Article by Capt. Charles “Dicasso” Kuhnmech, USMC

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s part of the strategic rebalance to the Asia-Pacific region, Marine Light Attack Helicopter Squadron 469 (HMLA-469), callsign “Vengeance,” deployed to the island of Okinawa, Japan, in support of the Unit Deployment Program (UDP) from November 2014 through May 2015. While at Marine Corps Air Station (MCAS) Futenma, Marines from HMLA-469 operated as the first full HMLA to deploy in support of the UDP since the beginning of Operation Iraqi Freedom. The maintainers and aircrew supported a number of large-scale joint and combined exercises in Thailand, South Korea, the Philippine Islands and supported the disaster relief efforts in the country of Nepal.

A UH-1Y from HMLA-469 lowers a stretcher during rescue hoist training at the Jungle Warfare Training Center in Okinawa, Japan.

Photo courtesy of HMLA-169 Public Affairs Office

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#EverydayNHA: HMLA-469 Flight Line OIC/Gunship Pilot

A crew chief from HMLA-469 talks the pilot into a hover during forest penetrator training at the Jungle Warfare Training Center in Okinawa, Japan.

Photo courtesy of HMLA-169 Public Affairs Office

During the first three months in Okinawa, HMLA-469 worked to setup their new hangar and begin flight operations in the local area. Establishing themselves as the first UDP squadron since the beginning of Operation Iraqi Freedom required a significant amount of work: modernizing standard operating procedures, training to fly in a tropical island environment and training new pilots and aircrew were just some of the challenges HMLA-469 faced. Mission sets conducted by HMLA-469 during this time included helocast, parachute operations, close air support (CAS), defensive air combat maneuvering (DACM), escort, forward air controller (airborne) (FAC(A)) and assault support in support of Marine Corps operational forces and numerous U.S. military units stationed on the island.

In February, HMLA-469 Marines embarked four AH1W and three UH-1Y helicopters aboard Air Force C-17s and deployed to Utapao Air Base, Thailand. For the next two

Rotor Review #130 Fall 2015

weeks, HMLA-469 Marines flew in support of exercise COBRA GOLD 2015, working for U.S. Marine, Royal Thai Marine and Republic of Korea Marine units. Mission sets such as visit, board, search and seizure (VBSS) with Royal Thai and US Navy SEALs, helocast with Thai, Korean and U.S. Marines and CAS with U.S. Marines, showed the wide range of missions that the newer UH1Y helicopter and the venerable AH-1W helicopter were capable of performing.

In March, HMLA-469 flew two Cobras and two Hueys to Camp Walker, South Korea, in support of the Korean Marine Exchange Program (KMEP) 2015. The exercise served as a proofof-concept for USMC helicopters, specifically that HMLA assets could respond to a crisis on the Korean peninsula in less than 24 hours (while based on Okinawa, Japan). Utilizing Camp Walker, Article continued on page 48

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2015 Rotor Review Photo & Video Contest Winners

Call for Extract Lt. Cmdr. Scott Moak, USN

1st Place

#EverydayNHA: A MH-60S from HSC-28 comes in for an extract with the Virginia National Guard.

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2nd Every Day in the Pacific NW AWS 1 Jesse Peterson, USN Place

#EverydayNHA: Firewood 75 in the Cascade Mountains.

Chasing the Hesperides (Greek Goddesses of Sunset) Lt. Cmdr. Michael Curcio, USN

3rd Place

#EverydayNHA: A MH-60R from Helicopter Maritime Strike Squadron (HSM) 72 Detachment 2, assigned to Task Force 64 departs Souda Bay, Crete as the sun dips below the ancient island of Antikythera. Task Force 64 was responsible for the destruction of Syrian chemical weapons stockpiles in accordance with U.N. Security Council Resolution 2118.

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Honorable Mentions

#EverydayNHA: Chemical Reaction

HSM-72 Detachment 2 flying in formation west of Crete, Greece on a mission to provide armed reconnaissance for the Motor Vessel Cape Ray as it destroys a stockpile of Syrian Chemical weapons.

#EverydayNHA: Red Landing

The Mighty Battle Phrog making a pax pickup in the desert.

Photo by Dr. Alan K. Jenkins

Photo by Lt. Matthew Schwab, USN

#EverydayNHA: Deicing the Phrog

After getting snowed in during a cross-country, the grounds crew deices the Mighty Battle Phrog.

Photo by Dr. Alan K. Jenkins

#EverydayNHA: Full Circle

A TH-57C from CTW-5 hovers next to a H-60S from HSC-28 in New Orleans.

Photo by Lt. Cmdr. Scott Moak, USN

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Honorable Mentions

#EverydayNHA: Point Loma Fly Over

A SH-60B and MH-60R from HSM-49 pass over Point Loma during the SH-60B sundown ceremony.

Photo by Lt. Cmdr. Justin Cooper, USN

Photo by AWS3 James Wynn, USN

#EverydayNHA: Clear Left Slide Left

Naval Aircrewman (Helicopter) 2nd Class Grills preparing to give the call to slide left to commence helicopter inflight refueling (HIFR). Photo by AWS3 James Wynn, USN Rotor Review #130 Fall 2015

#EverydayNHA: HIFR on the Port Royal

Naval Aircrewman (Helicopter) 2nd Class Grills guides the pilots for helicopter in-flight refueling (HIFR).

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#EverydayNHA: Poised to Strike

A MH-60S from HSC-15 practices a maneuver in the skies over the western Pacific.

Photo by CWO3 Ryan Williams, USN

Photo Courtesy of the Department of Defense

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Honorable Mentions

#EverydayNHA: The Gulf by Candlelight

HSM-73, Combat Element 1 embarked USS Dewey, 2014-2015.

Photo by Lt. William Fletcher, USN

#EverydayNHA: Murica

Era AW-139 on approach to hoist a mechanic by a retired Unrestricted naval aviator.

Photo by Lt. Cmdr. David Brickey, USN (Ret)

#EverydayNHA: PG Sunset

A MH-60S flies plane guard while strike aircraft are launched to go in country in support of Operation Inherent Resolve.

Photo by CW03 Ryan Williams, USN

#EverydayNHA: Silent Partners

A formation of MH-60R’s from HSM-72 Detachment 2 transits the western coast of Crete on a mission to provide armed reconnaissance for the Motor Vessel Cape Ray as it destroyed a stockpile of Syrian Chemical weapons.

#EverydayNHA: America and I Hellfire shot by HSM-73 pilot.

Photo by Lt. Keith Mitchell, USN

Photo by Lt. Cmdr. Michael Curcio, USN

Rotor Review #130 Fall 2015

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Rotor Review #130 Fall 2015

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y SAR NAS Whidbe R. ROSADO

1st Place

#EverydayNHA: This...is...SAR!

Video by Naval Aircrewman (Helicopter) 2nd Class Ricardo Rosado, USN

Click icon to view YouTube

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#EverydayNHA: Day and Night Lightning Strikes!

Video by Lt. Joey Summa, USN

Click icon to view YouTube ing Fallon

HSC-14 Airw

J. SUMMA

2nd Place

#EverydayNHA: Footage from HSM-75’s 2013 Deployment Video by multiple sources, submitted by Lt. Zach Duenas, USN

Click icon to view YouTube 2013 HSM-75

eo

Squadron Vid

MULTIPLE SO

URCES

3rd Place RotorReview Review#130 #130 Fall Fall2015 2015 Rotor

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#EverydayNHA: KNGU to KACY to KLGA Video by Lt. j.g. Casey Keilty, USN

Click icon to view YouTube HSC-2 DOES

NYC

C. KEILTY HONORABL

E MENTION

#EverydayNHA: Delivering Marines and supplies on their birthday to Camp Delaram, AFG Video by Lt. Cmdr. David Brickey, USN (Ret)

Click icon to view YouTube DAY

USMC BIRTH

D. BRICKEY HONORABL

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E MENTION

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A UH-1Y lands near Phalemetar, Nepal to deliver relief supplies.

Photo courtesy of HMLA-169 Public Affairs Office

Continued from page 35 and a forward arming and refueling point (FARP), HMLA-469 Marines supported Korean Marine JTACs with CAS training, as well as FAC(A) sorties. At the conclusion of the exercise, HMLA-469 successfully redeployed to MCAS Futenma to prepare for their culminating exercise.

In April, HMLA-469 embarked on the LPD-class ship USS Green Bay (LPD 20) with four Cobras and three Hueys and deployed to Basa Air Base, near Subic Bay in Olongapo, Philippines, for Exercise Balikatan 2015. From Basa, HMLA469 flew sorties supporting large-scale air, amphibious and ground assault exercises, alongside Philippine and U.S. Air Force aircraft. This exercise allowed HMLA-469 to operate in an expeditionary environment, while supporting the ground combat element, with the full range of capabilities offered by an HMLA squadron.

On April 25 2015, the country of Nepal suffered a 7.8 magnitude earthquake, killing and displacing thousands as homes and buildings collapsed across the country. HMLA-469 responded as part of Joint Task Force 505, Operation Sahayogi Haat, with three UH-1Ys. Within 38 hours of the order to deploy, HMLA-469 had one Huey on the deck at Tribhuvan International Airport (TIA), Kathmandu, supporting Humanitarian Assistance/ Disaster Relief (HA/DR) operations. The remaining two Hueys arrived within the next 48 hours. Daily, the Marines from HMLA469 supported the government of Nepal by flying relief supplies and aid workers throughout the eastern region of Nepal, as well

Rotor Review #130 Fall 2015

as conducting reconnaissance of roads and hillsides to determine where dangerous landslides may have impacted the citizens.

Operating out of TIA, HMLA-469 flew 140.9 hours and 81 sorties, delivering over 96,000 pounds of aid supplies to remote villages and conducting 33 casualty evacuations. HMLA-469 continued to conduct HA/DR operations until they conducted their turnover with HMLA-269 “Gunrunners� who replaced them as the current UDP squadron on May 22.

A UH-1Y from HMLA-469 loads relief supplies near Sindhuli, Nepal.

Photo courtesy of HMLA-169 Public Affairs Office

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Remembering Hurricane Katrina: Reflections on 10 Years Ago

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hen Hurricane Katrina made landfall along the Gulf Coast area from Alabama to Texas on Aug. 29, 2005, it marked the beginning of one of the largest search and rescue operations the naval helicopter community and naval amphibious support had ever seen.

In 2005, the city of New Orleans, La., half of which sits at an average of six feet below sea level, was protected by a series of levees capable of withstanding up to a category three hurricane. However, when Katrina, a strong Category 3 storm, hit the city as well as areas of Mississippi, landfall was only the beginning.

In the weeks and months that followed the aftermath of Katrina, the naval helicopter community kept on two things in mind: rescue and recovery.

Coast Guard and Navy helicopter units worked around the clock conducting 3,000 rooftop rescues. These rescue operations went on for many days, with aircrews ensuring the safety of citizens affected by the flooding. Along this southern coast, more than 60,000 people were rescued from rooftops and flooded homes.

But search and rescue operations were only the beginning. A week after the storm, when rescue operations began to wane, the Coast Guard and the Navy’s focus began to shift towards the myriad of problems posed by the destruction of the storm.

The following articles are reflections from 3rd Fleet’s Vice Adm. Nora Tyson, USN and Capt. Andrew Tucci, USCG based upon their rescue and relief experiences and lessons learned 10 years ago when Hurricane Katrina hit the Gulf Coast. These reflections paint a picture of the crucial role the men and women of the naval forces played in the immediate rescue and recovery efforts folowing Hurricane Katrina.

Article continues on page 52 A U.S. Coast Guard aircrewman (photo above) searches for survivors in New Orleans, La. in the aftermath of Hurricane Katrina in early September 2005 Photo by Petty Officer 2nd Class Shawn Beaty, USCG

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Change of Command

NAVAIR

Vice Adm. Paul A. Grosklags, USN relieved Vice Adm. Donald A. Dunaway, USN on October 2, 2015

HMLA-167

Warriors

MAG-16

Col. Chad Blair, USMC relieved Col. Anthony Biana, USMC on July 30, 2015

Raptors

Capt. William Walsh, USN relieved Capt. Clayton Conley, USN on September 3, 2015

Cmdr. Paul D. Will, USN relieved Cmdr. Ryan T. Tewell, USN on May 8, 2015

HT-8

HSM-48

Eight Ballers

Lt. Col. Samuel Meyer, USMC Cmdr. John D. McBryde, relieved Lt. Col. Robert Finneran, USN relieved Cmdr.

USMC on June 22, 2015 Robert Sinram, USN on August 20, 2015

HSC-14

Vipers

Chargers

Cmdr. Jeffrey Hill, USN relieved Cmdr. Edward O’Grady III, USN on August 20, 2015

Cmdr. Joseph W. Cortopassi, USN relieved Cmdr.

Edward M. Weiler, USN on September 17, 2015

HSM-35

Magicians

Cmdr. Kathleen M. Ellis, USN relieved Cmdr. Chad M. Falgout, USN on October 8, 2015

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HSM-77

CHSMWL

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HSM-73

Battlecats

Cmdr. James W. Stewart, USN relieved Cmdr. Wesley S. Daugherty, USN on October 15, 2015

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Remembering Hurricane Katrina While Preparing for the Next Crisis Article by Vice Adm. Nora Tyson, USN

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en years ago, I had the privilege of commanding the multipurpose amphibious assault ship USS Battan LHD 5) and we were returning to Naval Station Ingleside near Corpus Christi, Texas. We had just offloaded Helicopter Mine Countermeasure Squadrons (HM) 14 and 15 personnel and equipment, following the completion of a training exercise, when we received orders from Commander, U.S. 2nd Fleet, to remain on standby in the Gulf of Mexico in the event we needed to provide assistance in the wake of Hurricane Katrina. That was Aug. 28 Several helicopters returned to the ship Aug. 29 as we steamed toward New Orleans behind Katrina. We were the first ship on scene and began relief efforts Aug. 30, launching helicopters to aid in search and rescue efforts.

USS Bataan sailors became part of a multinational relief effort, working with Sailors from partner nations such as The Netherlands, Mexico and Canada. Partners who brought their ships and anchored alongside us in the Gulf. Partners who sent their Sailors ashore to work side-by-side with our Sailors. Partners who, like us, wanted to help their fellow man, and provide assistance during one of the largest national disasters in American history.

During the time we spent on station, we sent more than 500 of our Sailors ashore to assist in the relief efforts. Squadrons flew almost non-stop, transporting more than 1,600 people to safety and delivering 160,000 pounds of supplies. A team of 84 medical professionals from the Navy’s Casualty Receiving and Treatment Ship Team embarked on the USS Bataan to aid in hurricane medical relief operations, providing teams to assist medical personnel in locations along the Gulf Coast.

I couldn’t be more proud of the efforts of our Sailors and our partners, but we all recognize it wasn’t enough. The magnitude and overwhelming devastation caused by Hurricane Katrina identified

Chief of Naval Operations (CNO), Adm. Michael G. Mullen, USN talks with USS Bataan (LHD 5) Commanding Officer, Capt. Nora Tyson, USN after addressing the crew during an all hands call. USS Bataan was anchored off the Coast of Mississippi providing relief for Hurricane Katrina victims along the Gulf Coast.

Photo courtesy of Photographers Mate Seaman Jeremy L. Grisham, USN

inadequacies in our nation’s preparedness and response plans and served as a catalyst for reform. We learned the significance of building relationships with civil authorities and why state and local officials need to understand the capabilities the Department of Defense can bring to assist and integrate into their effort. This is one reason why Fleet Weeks are so vital. During these annual events, the Navy builds on joint and interagency relationships, helping to strengthen U.S. Third Fleet’s ability to respond to crises.

For example, last month during Seattle Sea Fair we hosted a defense support of civil authorities (DSCA) seminar that brought leaders from the city, county and state together with Federal Emergency Management Agency (FEMA), Department of Homeland Security (DHS) and the military services to coordinate efforts and plan responses to potential disasters. Next month during San Francisco Fleet Week, our Navy will partner with

On Sept 3, 2005 medical personnel depart the amphibious assault ship USS Bataan (LHD 5) to provide medical assistance at the convention center in downtown New Orleans, La. Photo by Photographers Mate Seaman Jeremy Grisham, USN

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the San Francisco Department of Emergency Management, Port of San Francisco and the San Francisco Fleet Week Center for Humanitarian Assistance/Disaster Relief to conduct a DCSA exercise and workshop, testing disaster transportation and logistics strategies from the new Bay Area Earthquake Plan. It will also provide the opportunity for medical peer-to-peer exchanges and multiple interoperable training evolutions with San Francisco Fire Department, Emergency Medical Services and Urban Search and Rescue. Twenty local, regional, state, federal and private sector disaster response agencies are scheduled to participate in the exercise.

We also train for DCSA missions through joint exercise programs, such as the North American Aerospace Defense (NORAD) and U.S. Northern Command (USNORTHCOM) led Exercise Ardent Sentry. Ardent Sentry provides a complex, integrated environment where federal, state and local emergency responders practice the procedures and test the processes they would have to implement during a crisis or emergency.

We all hope our nation never suffers another catastrophe like Hurricane Katrina, but should the unthinkable occur again, our Navy is prepared to assist our communities in crisis…and once again be where it matters, when it matters.

Port Recovery and Lessons Learned Article by Capt. Andrew Tucci, USCG

Reprint of the Coast Guard Compass, August 31, 2015

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n the aftermath of Katrina, with the short-term rescue and recovery operations behind them, the Coast Guard began to look at the long road ahead, a road, which would promote recovery and return the region to ‘business as usual.’ The storm, which caused destruction from Texas to Florida, required the collaborative efforts from the Coast Guard, federal, state and local agencies, private industry and countless volunteers.

For the Coast Guard, recovery meant helping New Orleans and other port areas resume commercial maritime operations. New Orleans was, and continues to be, a major port, handling grain from America’s heartland, petroleum from the Gulf of Mexico and beyond, steel, coffee and a wide range of commercial and consumer products from around the world.

The storm caused extensive damage to port infrastructure, scattered port workers and vessel crews, shut down the port for two weeks and interrupted supply chains stretching around the world. Ship and port operators quickly began asking when the channel could be surveyed and marked, when the port would be open for navigation, what terminals were in operation and who was going to prioritize the many activities needed to allow ships and cargos to move.

The Coast Guard, leveraging relationships across the port community, established and integrated a port recovery task force into the incident command system managing the incident. While this effort undoubtedly speeded port recovery, maritime commerce in New Orleans did not return to full capacity for almost a year.

Recognition of the importance of port recovery and resilience was one of the primary lessons learned from Katrina.

In 2006, Congress passed the Safety and Accountability For Every Port, or SAFE Port, Act (https://www.congress.gov/bill/109th-congress/house-bill/4954), which included a provision for salvage response plans at the port level – essentially plans to promote rapid recovery after a security incident. The Coast Guard quickly met that requirement and has been improving the ability to promote port recovery and resilience ever since.

For example, the Coast Guard has: • Created a Geographic Information System (GIS) based system to track and display the status of waterways and port infrastructure after an incident.

• Expanded salvage plans into all hazard port recovery plans • Established full time port recovery specialist positions • Developed port recovery training programs • Conducted workshops, exercises and drills to improve our recovery skills The Coast Guard also developed marine transportation system recovery units (MTSRU). These are public-private partnerships that include a wide range of port stakeholders. They operate within the Coast Guard’s existing Area Maritime Security Committees and are dedicated to port recovery operations.

These recovery plans were put to the test years later when Hurricane Sandy impacted the New York City region in 2012. The local MTSRU, recovery plan and other recovery resources more than proved their worth. Overcoming severe impacts to Coast Guard and other port infrastructure, the port community came together and prepared the port for business in an orderly manner.

Despite their success, the port still faced constraints from nonmaritime factors, such as damage to electrical infrastructure and the loss of trucks and rail cars. This interdependence showed that government and business need to approach recovery from a broad transportation and energy perspective, rather than looking at the various elements in isolation. To that end, the Coast Guard has been working with the Department of Energy, other agencies and the business community on recovery planning.

More recently, recognizing the growing importance of technology in maritime commerce, the Coast Guard has been addressing cyber aspects of recovery in the maritime transportation system. Terrorist attacks, natural disasters and accidents all could impact these systems, requiring both emergency response and longer term recovery actions.

The Coast Guard is also working through the International Maritime Organization to promote port recovery planning and supply chain resilience.

Ten years after Hurricane Katrina, 225 years after our founding in 1790, the Coast Guard is still learning and still improving our ability to serve the American people.

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Historical

Helicopter History

Article by Cmdr. Joe Skrzypek, USN (Ret) with permission from Connecticut Humanities Connecticut History.org

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IN THE BEGINNING . . .

uring the mid 1500’s, Italian inventor Leonardo Da Vinci made drawings of an ornithopter flying machine that some experts say inspired the modern day helicopter. In 1784, French inventor, Launoy and Bienvenue created a toy with a rotary-wing that could lift and fly and proved the principle of helicopter flight.

The ornithopter flying machine was never actually created. It was a design that Leonardo DaVinci made to show how man could fly. Some experts say that the modern day helicopter was inspired by this design.

The very first piloted helicopter was invented by Paul C o r n u i n 1 9 0 7 , h o w e v e r, t h i s d e s i g n w a s n o t s u c c e s s f u l .

French inventor, Etienne Oehmichen built and flew a helicopter one kilometer in 1924. Another early helicopter that flew for a decent distance was the German Focke-Wulf Fw 61, invented by an unknown inventor.

Origins of the Name

Igor Sikorsky

In 1863, the French writer Ponton D’Amecourt was the first person to coin the term “helicopter” from the two words “helico” for spiral and “pter” for wings.

Igor Sikorsky is considered to be the “father” of helicopters not because he invented the first. He is called that because he invented the first successful helicopter, upon which further designs were based.

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Historical: Helicopter History

Igor Sikorsky, Father of The Helicopter. Photo courtesy of asme.org One of aviation’s greatest designers, Russian born Igor Sikorsky began work on helicopters as early as 1910. By 1940, Igor Sikorsky’s successful VS-300 had become the model for all modern single-rotor helicopters. He also designed and built the first military helicopter, XR-4, which he delivered to Colonel Franklin Gregory of the U.S. Army.

Igor Sikorsky’s helicopters had the control to fly safely forwards and backwards, up and down and sideways. In 1958, Igor Sikorsky’s rotorcraft company made the world’s first helicopter that had a boat

hull and could land and takeoff from water. It could also float on the water.

World’s First Helicopter – Today in History: On Sept. 14, 1939, the VS-300, the world’s first practical helicopter, took flight at Stratford, Connecticut. Designed by Igor Sikorsky and built by the Vought-Sikorsky Aircraft Division of the United Aircraft Corporation, the helicopter was the first to incorporate a single main rotor and tail rotor design. Piloted by Sikorsky, the September 14 tethered flight lasted just a few seconds. The first free flight took place on May 13, 1940. The innovative 28-foot diameter, three-blade rotor allowed for variable pitch of the blades with a blade speed of 250 to 300 mph. The concepts demonstrated in the VS-300 provided the basis for the first production helicopters and became the standard for helicopter manufacturing across the world. On June 27, 1931, Sikorsky submitted a patent application (no. 1,994,488) for a direct lift aircraft, which included all the major engineering features of the VS-300. The patent was granted on March 19, 1935. Presented to Henry Ford and included in his Edison Museum in Dearborn, Michigan, on October 7, 1943, the VS-300 today remains on display at the Henry Ford Museum. Igor Sikorsky and the first successful helicopter built in America.

The XR-4 was derived from Igor Sikorsky’s experimental VS300. Today, the first military helicopter is at the Smithsonian Institution National Air and Space Museum’s Steven F. UdvarHazy Center. Photo courtesy of Sikorsky Aircraft Archives

See more of the Connecticut Historical Society and Connecuticut History online:

http://connecticuthistory.org/worlds-first-helicopter-today-in-history/#sthash.wqZw96Bx.dpuf

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The Best Helicopter Pilots in the World Are Trained Here Article by Lt. Brooks M. Rogers, USN

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very day students and instructors from the Navy’s oldest helicopter training squadron pass under an arch bearing the phrase: “The Best Helicopter Pilots in the World Are Trained Here.” However, few know the history behind that sign or the squadron that lies just beyond it. This article explores some of the major highlights from the long, distinguished tenure of Helicopter Training (HT) Squadron 8.

Before the Eightballers

Establishing the Standard

HT-8 started 65 years ago as Helicopter Training Unit One, but it was the Coast Guard who started testing maritime helicopter feasibility in 1943. Lt. Cmdr. Frank Erikson was tasked with training maritime helicopter pilots and would later be recognized as USCG Helicopter Pilot #1. After World War II, Helicopter Development Squadron (VX) Three, as well as Helicopter Utility Squadrons (HU) One and Two were established and located at Naval Air Station (NAS) Lakehurst, New Jersey. With the ever-increasing need for rotary-wing pilots, it became apparent that a formalized training program was needed. HU-2 became responsible for instructing aviators in a 25 hour syllabus to turn them into some of the first naval helicopter pilots. A few years later, the Marines joined the fight when they established Maritime Helicopter Squadron (HMX) One in 1947.

As the operational demands on HU-2 increased, Cmdr. Ben Moore Jr. (naval helicopter pilot #112) was ordered to stand up a new training squadron with the help of three lieutenants. On Dec. 3, 1950, HCU-1 was established and thus was the beginning of what would eventually become HT-8. Cmdr. Moore’s team created a graduate level flight training syllabus including 25 hours of ground school and 60 hours of flying. The students flew the Hiller THE-4 and would use a sandbag in the left seat for balance during their solo flights which was the origin of the popular phrase, “don’t be a sandbag.” They would stay in the Hiller during their second phase of training but would graduate to the Sikorsky HO3S and Piasecki HUP to learn tactics. These later stage flights went to outlying fields Site 4, 6, 8 and Spencer Field while all of the others stayed within the confines of Ellyson Field in Pensacola, Fla.

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Historical: The Best Helicopter Pilots in the World Trained Here

Called to Action

Given the squadron’s relative close proximity to Central America, HCU-1 was called upon to assist with humanitarian and disaster relief efforts from the devastation of Tampico, Mexico in 1955. During their 7 day effort, HCU-1 crews logged 2,166 hours and rescued over 5,000 residents.

What’s in a Name?

The squadron briefly changed names in 1957, post Korea, to Helicopter Training Group (HTG) One before finally being designated HT-8 on July 1, 1960. Over the next few years many changes occurred around the squadron including new aircraft and a tougher syllabus. The HSS-2 Sea King made it’s first appearance in 1963 and the squadron maintained a Beechcraft JRB/C-45 to allow the instructors access to an instrument rated aircraft. By this time, the 80 plus aircraft unit had a syllabus that required 80 hours of flight time which now included nighttime and carrier deck landing qualifications.

An Unofficial World Record

On June 5, 1961, to commemorate 50 years of Naval Aviation, a six man crew took turns flying a modified HTL-6 for three days!

Pilots swapped out in a hover using a platform attached to the left skid and maintainers checked the health of the aircraft with newly affixed monitoring gages. Mrs. Helen Ellyson, wife of naval helicopter pilot #1, witnessed the amazing act of endurance.

A Squadron of Safety

Despite the enormous demand on the squadron during the 1960s - including 19,300 flight hours flown in 1,098 days--HT-8 continued to operate “mishap free.” This tradition continued for decades including its 900,000th mishap free flight hour flown in March of 2003.

Hurricane Relief & SAR

As hurricanes continued to overwhelm communities along the Gulf Coast, HT-8 was called to help. Hurricane Carly in 1961 sent Skipper Wunderlich and his crews to assist in Texas and Louisiana.

The next month the squadron provided food, water and medical supplies to a ravaged Belize City courtesy of Hurricane Hattie while aboard the USS Antietam (CVS 36). HT-8 crews again assisted the residents of Mississippi and Louisiana following Hurricane Betsy in 1965 and again in 1969 during Hurricane Camille.

The squadron also helped with search and rescue efforts at home in Northwest Florida. Many of these searches included those for downed aviators operating from the regions last home ported aircraft carrier, USS Lexington (CVT 16).

The Arch Moves to Milton

Following the establishment of Helicopter Training Squadron 18 in 1972 and a need to move away from the growing regional airport in Pensacola, helicopter training was moved to Naval Air Station Whiting Field in Santa Rosa County. The officers and sailors of HT-8 took down the arch, which every naval helicopter pilot had previously walked underneath when entering base, and placed it outside the quarterdeck of their new home. This simple arch still stands today as a daily reminder of our rich past.

Conclusion

From training Apollo astronauts to sharing pilots to fight in Vietnam, it is safe to say there are few things pilots trained by HT-8 have never done. And, while I know that I will probably never understand just how big of an impact this squadron has had on helicopter aviation, there is one thing I do know: for the past 65 years and counting, the best helicopter pilots in the world are undoubtedly trained here.

References Sholley, H. (2011). The Collective Pitch: A Look Back at Helicopter Training Squadron EIGHT In the Centennial Year of Naval Aviation.

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COMMANDING OFFICERS OF

HELICOPTER TRAINING SQUADRON EIGHT Captain Ben MOORE, Jr., USN.......................December 1950-January 1953 Commander Francis R. DRAKE, USN.....................January 1953-July 1954 Commander William A. HUDSPETH, USN......July 1954-September 1954 Commander Robert C. LEFEVER, USN............September 1954-July 1956 Commander Archie R. FIELDS, USN.................July 1956-September 1956 Captain John J. HILTON, Jr., USN............September 1956-September 1958 Captain Joseph T. WATSON, USN......................September 1958-June 1960 Commander John F. WUNDERLICH, USN......June 1960-December 1961 Captain William G. STEARNS, Jr., USN............December 1961-May 1963 Commander Eugene H. MOYER, USN.............May 1963-November 1963 Captain William C. DIXON, USN.................November 1963-October 1964 Commander Wilson R. GAWTHROP, USN.........October 1964-November1964 Captain George L. BLISS, USN............................November 1964-July 1966 Captain Robert Q. WALLACE, USN........................July 1966-October 1967 Commander Henry BIPPUS, USN...........................October 1967-June 1968 Commander Conrad J. JABURG, USN.........................June 1968-June 1969 Commander Huston M. MORGAN, USN....................June 1969-July 1970 Commander Charles N. OSBORNE, USN....................July 1970-July 1971 Commander Leo H. KEIFFER, USN.............................July 1971-June 1972 Commander George J. TARRICO, USN.......................June 1972-June 1973 Commander Leon L. SMITH, USN...............................June 1973-June 1974 Commander Edward R. KIRK, USN.............................June 1974-June 1975 Commander Thomas A. FITZGERALD, USN...........June 1975-June 1976 Commander Gary N. WAX, USN.......................June 1976-September 1977 Commander Richard W. YOUMAN, USN....September 1977-December 1978 Commander John P. GANDER, Jr., USN.......December 1978-March 1980 Commander Vincent C. SECADES, USN....................March 1980-June 1981 Commander Clyde E. LASSEN, USN...............June 1981-September 1982 Commander Orrin B. POWELL, III, USN..September 1982-January 1984

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Commander Loring B. NICHOLS, USN...........January 1984-March 1985 Commander Horatio W. TURNER, IV, USN..........March 1985-June 1986 Commander John H. YOUNG, USN............................June 1986-July 1987 Commander Ludvig K. TANDE, USN...........................July 1987-July 1988 Commander James F. MADER, USN........July 1988-September 1989 Commander John B. MCGILL, USN............September 1989-August 1990 Commander Richard M. EUBANKS, USN..August 1990-December 1991 Commander Steven T. WEIR, USN...................December 1991-April 1993 Commander Jeffrey D. LINSCOTT, USN........April 1993-June 1994 Commander Brooks O. BOATWRIGHT, Jr., USN.....June 1994-July 1995 Commander William C. HUGHES, Jr., USN..............July 1995-July 1996 Commander Catherine H. OSMAN, USN..........July 1996-August 1997 Commander Walter B. WATSON, Jr., USN...............August 1997-September 1998 Commander James R. SICKMIER, USN...September 1998-October 1999 Commander Steven K. NOCE, USN........October 1999-September 2000 Commander Patrick J. DOUGHERTY, USN.......September 2000-October 2001 Commander Mark C. FEALLOCK, USN...October 2001-November 2002 Commander Charles W. LAINGEN, USN......November 2002-April 2004 Commander Sally de GOZZALDI,USN................April2004-March2005 Commander James D. ALGER, USN................March 2005-April 2006 CommanderMichaelS. STEINER, USN...........April 2006-March2007 Commander Kevin F. KROPP, USN..........…March 2007 – June 2008 Commander Christopher H. HEANEY, USN….June 2008 – June 2009 Commander Michael D. FISHER, USN…….June 2009 – October 2010 Commander Hans E. SHOLL, USN... October 2010 – December 2011 Commander Paul D. BOWDICH, USN... December 2011 – April 2013 Commander Matthew J. BOWEN, USN..... April 2013 – May 2014 Commander Robert G. Sinram, USN…May 2014 – August 2015 Commander J.D. McBryde, USN.................August 2015 – Present

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There I Was

The Longest Mile

Article by Lt. Justin Church, USCG and Lt. j.g. Wesley Jones, USCG

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he duty night ended just like scheduled; we finished our night off-shore hoisting flight, put the aircraft to bed and hit the rack by midnight. A couple hours into our restful night’s sleep, the “whoopi” went off at 1:40 am, reporting a 60 foot commercial fishing vessel (F/V) on the rocks, taking on water near Cape Blanco with four people on board.

Waking from a deep sleep, I heard the co-pilot, Lt. j.g. Wesley Jones, run across the hall towards the locker-room, and I, the aircraft commander, Lt. Justin Church, stumbled my way into the command center for amplifying information. As I walked in, the first thing I heard was the captain on the radio saying, “We’re going down.” We recorded their latitude and longitude position.

With confirmation that a surface asset would be hours out, if they could reach their position at all, we knew they were dependent on us. With the captain as the reporting source, we felt confident with the information presented. The last wildcard we had to address was the weather.

Southwest Oregon Regional Airport, KOTH, was reporting 800 foot ceilings and eight statute miles (SM) of visibility. There was no moon or illumination and the only other weather reporting source near the scene was reporting 300 foot ceilings and one and a half SM of visibility. There were no instrument procedures serving the airfield. Soon after takeoff we realized the 800 foot – eight SM observation only applied looking east. As we stepped offshore

to the west, visibility immediately dropped to under three SM. Additionally, we recalled the seas were six feet from our training the night before.

Crescent City, the nearest instrument field to the south, was reporting even worse. Newport, the nearest instrument field to the north, forecast was as low as 400 foot ceilings – three SM visibility through the night. Armed with the knowledge of widespread Limited Instrument Flight Rules (LIFR), we elected to go offshore to transit the 44 nautical miles (NM) in order to preclude shooting an approach to the water in the vicinity of so many offshore rocks and reefs off Cape Blanco. As a crew, we decided that we would look to come home for fuel due to the known conditions to the south.

As we rounded Cape Arago, with no illumination or horizon on our night vision goggles (NVG), we relied solely on the radar to remain west of the offshore rocks. Once you round Cape Arago, there is only one town, Bandon, to offer cultural illumination.

However, none of the lights cut through the moisture to reach our position offshore. With the deteriorating conditions, we decided to load a local flight plan that would offer a low-level route down the coast well enough offshore to keep us clear of all obstacles.

I went heads down loading the “SAR South” flight plan into the Control Display Unit (CDU) and began preparations to expedite the transition to a hover.

Cape Blanco Lighthouse and the peninsula’s southern face; the area of the incident.

The F/V JAMIE K sits off the shore the following morning.

Photo by Lt. Erin St. Pierre, USCG.

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Somewhere offshore of Bandon, visibility dropped to zero; it was black everywhere we looked. Lt. j.g Jones was at the controls and announced to the crew he was solely on the instruments. Since it was so dark to begin with, we were primarily on the instruments anyway so there wasn’t much of a transition. We maintained our altitude, not seeing any gain to be able to “see” under the weather. We did, however, step offshore further to align with the Search And Rescue (SAR) south flight plan since we knew that kept us over safe water.

We spotted the Cape Blanco lighthouse beacon four to five miles out. Although the visibility began to improve, we gave a wide birth approaching the scene to avoid the rock formations and spires. The NVG’s helped, but was no means comfortable. The radar was still our primary means of terrain avoidance. On a southbound heading with a 35 knot tailwind, we began a left turn and slowly wrapped around the Cape.

Ceilings were 250 to 300 feet and fog was observed spilling over the Cape Blanco peninsula. Our intentions were to keep about a mile offshore and cruise south looking for the vessel.

As we arrived, a section in the rocks lit up a half mile radius glow enclosed by the rock cliffs to the north and the marine layer above. About 5 seconds later, it burned out and we knew those were the survivors lighting off flares.

We arrived on-scene 2:35 am. The on scene weather had fog spilling over Cape Blanco, giving 250 – 300 foot ceilings directly over the F/V, then opening up to over 800 foot ceilings further south. Visibility was clear in the two mile radius around the F/V and 5 or so miles to the south, but immediately worsened to the west. Winds were out of the north at 35 knots and running perpendicular to the 200 foot cliff. The water temp that night was just over 45 degrees.

As the crew discussed our rescue options, we could see first responder lights high atop Cape Blanco’s campground, near the Elk River beach access, so we knew we had help on the ground. We made a cautious high hover approach knowing winds would be the deciding factor, the intent was to preserve our fly-out option as long as possible. Significant orographic downdrafts and turbulence were visible in the moisture and

fog blowing from across the Cape Blanco peninsula, tumbling down and over the F/V, further evident on the surface of the water in the form of “catpaws.” We maintained the 120 feet Above Ground Level (AGL) hover approximately 200 yards south of the vessel to further assess.

As we approached in the hover, the survivors lit off one last pencil flare, which the wind caught and blew directly overhead. Literally, we had to slide hard right to avoid the flare descend through the rotors. The rescue swimmer, Aviation Survival Technician 2nd Class (AST2) Darren Harrity, called out “I think that flare is falling right on top of us!”

At this point we were around 9,000 pounds and routinely seeing power fluctuations of 40 percent (the MH-65’s max takeoff weight is just under 9,500 pounds). Four grown fishermen in survival “gumby” suits weren’t an option to load into the plane with those kind of winds and unpredictable power margin. We considered transferring one at a time to either the beach or the parking lot high atop the cliff. The more we discussed, the more we didn’t even like the option of trying to move in closer to effect a hoist, which would leave us with even less fly-out options. Nobody liked the idea of dumping fuel with the current weather and distance to any fuel source and the idea quickly passed. We tried climbing level with the cliff tops, to see if we could stay out of the downdrafts. Did I mention we were directly south of the lighthouse? The beacon caused complete whiteouts in the goggles so we continued to climb. Now we were beyond the usable cable length and back down we went.

The vessel appeared hard aground. The four men in the life raft were holding on to the bow. The closest point of land (100 yards) was a rock cliff that stretched as far as we could see to the left (west). Approximately 250 yards to the eastnortheast was the very edge of the beach that continues to run the remainder of the shoreline south. We put our faith in AST2 Harrity and asked him if he’d entertain the idea of swimming either the raft or each survivor further offshore for hoists or in to the beach. His reply of “Hell Yeah!” was exactly what I expected.

A fog blanket over the wreck of the F/V JAMIE K. Unknown photographer.

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There I Was: The Longest Mile Needless to say, the hovering posed serious challenges. It brought me back to day one in the helo when your entire body is tense and you’re literally utilizing every conscious brain cell to ride the bucking bull. Lt. j.g. Jones did a great job of backing me up on hover position keeping and power callouts. Multiple times he called out, “Power’s at 10” as we continued to settle; an uneasy feeling passing through 90 feet when you were just at 120 feet and there’s a rock wall staring you in the face. The First Limit Indicator (FLI) needle briefly passed 100 percent on three occasions, but with no exceedances.

For those not accustomed to the MH-65D, the aircraft is torque limited due to the design of the main gearbox. In a hover, an overtorque occurs at 100 percent which is a 10.0 on the FLI based on several engine limitations. A Full Authority Digital Engine Control (FADEC) stop feature limits an overtorque past 110 percent by reducing rotor speed to 335 before pulling in more torque. Just prior to completing rescue check part two, we experienced a rapid descent of approximately 35 feet due to a downdraft, resulting in a main gearbox (MGB) overtorque of 110.1 percent that was critical in arresting the descent. After completing the required action items, we noted that the flight manual required us to abort the mission. After collectively concurring that the urgency of the event justified continued maximum effort, the crew conducted a harness deployment of the Rescue Swimmer (RS) at 130 feet to the water, 100 yards southeast of the raft. Once the hoist was

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complete, the crew remained in a hover 200 yards southeast of the raft to monitor the swimmer’s rescue attempt and provide cover.

Moving aft a quarter mile reduced the 50 percent torque fluctuations to a comfortable steady 7.0 on the FLI. Avionics Electrical Technician 1st Class (AET1) Froese passed the “night sun” spotlight controls to the copilot to keep Aviation Survival Technician 2nd Class (AST2) Harrity illuminated. At this point, we felt completely comfortable remaining on scene as our RS worked in and around rocks in the surf. The gain simply outweighed the risk.

As we watched AST2 Harrity traverse back and forth, we contemplated how we were going to wrap up the case with bingo rapidly approaching. With the abort mission landing criteria allowing for continued flight to the desired recovery base, we essentially considered our time in the hover as extra flight time

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The F/V JAMIE K rests in peaceful waters two days after the rescue of all four fishermen.

Photo by AET2 Dave Sykes, USCG.

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survivor to awaiting Emergency Medical Services (EMS) personnel on the beach within 35 minutes.

Due to the complexity of the hoist, the aerodynamic challenges of the downdrafts from the 35 knot winds and fog pummeling down the leeward side of Cape Blanco, the crew elected to leave the swimmer on-scene. All things considered we just couldn’t justify the added risk of a hoist when he was safe on the beach with beach patrol vehicles nearby. With Petty Officer Harrity in good hands (and with a ride to North Bend), we felt confident departing scene and returned to the air station which happened to be the nearest instrument equipped airfield.

We loaded the “SAR South” flight plan back in the CDU and headed back to North Bend where we were greeted with 600 foot ceilings and six SM visibility.

If you do the math, AST2 Harrity had a 100 yard approach and a 250 yard swim for each of the survivors, totaling just under 1900 yards total. That’s over a mile, half of that towing pacific northwest fishermen, through surf, fuel and debris, at 3:00 am.

Petty Officer Harrity did one hell-of-a-job and his recognition is well deserved.

Debrief

to get to our desired recover base to more closely align with what we interpreted as the intent of the law. Therefore, we heavily considered secondary options, such as the Cape Blanco State Airport or the lighthouse parking lot.

I tell you the simple support from having the commanding officer present in the command center enabled us to remain on-scene, hoist AST2 Harrity if needed to and return to KOTH, gave the entire crew the confidence to make the most prudent decision. Due to the extreme weather and the commanding officer’s close proximity to the base, he and the operations officer came to the command center to monitor our progress.

Petty Officer Harrity made his way through debris, fuel and oil to the survivors in the liferaft at the bow of the vessel. Each of the survivors were in gumby suits and in decent enough shape to make the tow to the beach. As AST2 Harrity was making the 250 yard swim with the first guy in tow, he noticed a rip current running inside along the rock face that he utilized for the remaining three survivors. Navigating through debris from the ship, keeping the survivors from tangling in kelp beds and fighting off multiple muscle cramps, AST2 Harrity delivered each

For anyone who has flown in downdrafts caused by orographic turbulence in the MH-65, there is little room for error and the likelihood of uncommanded descents is predicted in a hover, which is why having a fly out option is absolutely critical. In this case, our crew recognized the safest option would be to use the RS as a vessel to transport the survivors through the surf to shore.

Even after this decision, the helicopter continued to experience downdrafts far downwind from the cliffs resulting in three minor overtorques and one overtorque at 110.1 percent, of which every ounce was required to prevent a continued descent into the water and rocks.

Due to the nature of the wind, cliff, rock spires, fog and darkness, there was no other way to approach the scene. Getting low to the water in order to meet ground effect was not an option.

The area was pitch black and littered with rocks that extend from the waterline to upwards of 110 feet. Lt. j.g. Jones, having recently hoisted a fall survivor from the base of a 400 foot cliff in similar daytime conditions, knew the preferred approach the would have been to come in at about 90-100 feet and tuck in close enough to the cliff to actually get underneath the turbulent wind and into clean air using the same technique as he used on his case.

However, the risk was too great in the darkness and without an option for fly out.

In this case, the best option was to put the RS in the water and let him work. The overtorque saved the crew and the aircraft from settling into the water and rocks below. The MH-65D does not handle downdrafts well and, in these cases, required critical onscene initiative and improvisation because a standard hoist would just not cover it. Swimmers get paid to swim…so let them swim.

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Understanding Reasonable Restraint Article by Lt. David M. Indiveri, USN

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rom the beginning of our careers in naval aviation, we learned is part of the Hawaiian National Wildlife Monument known have all been exposed to a plethora of expressions and as “Papahanaumokuakea”), one mile offshore and above 1,000 feet, sayings that capture important lessons in a sentence or two. Some we noticed a high amount of bird activity over land and decided to will warn you to cringe when you hear something like “Hey, check mitigate the risk by turning away and climbing to 3,000 feet. My this out!”, while others may be more insightful. One that was of initial inclination was that it may have been an uncharted wildlife particular note was a lesson from my air boss after passing my sanctuary, which by direction of NATOPS General Operating and helicopter aircraft commander (HAC) board. He said, “Imagine Flight Instructions (OPNAV 3710.7U), we would have had to cross you are standing in a room filled with information and lessons above 3,000 feet Above Ground Level (AGL) and operate in a manner that you have learned from flight school up to your HAC board. not to frighten wild fowl. Luckily, we identified the mass of sea birds Then you pass your board and a door opens to an empty room early, thus avoiding a potential bird strike that could have put my crew that will hold the lessons you learn from your experience as a and aircraft in a dire situation.

HAC.” This saying still resonates with me today, as I recognize Our poor headwork continued as we turned northeast towards that we learn the most from our mistakes and very often owe our Midway Atoll, putting even more unnecessary distance between us knowledge to the momentary failures of others. and the ship and increasing the level of risk. Had our ship called us to On March 28, 2015 I flew my first HAC flight on deployment. identify a contact down PIM, we would have been unable to do so based I felt comfortable with my level of knowledge and experience, on our fuel state and the time required to transit. Furthermore, had we but this was the first time I was signing the book in a blue-water experienced an in-flight emergency, such as an engine chip light or environment, paired with a even something as “minor” a mission helicopter second pilot (H2P) system degradation (such as our ship with whom I had never flown. ollowing our preflight inspection, we data link system), we would have found As our ship approached the climbed into the helicopter and had an ourselves in a lost communications international date line, we situation with over an hour before we uneventful takeoff before turning north. could radio home or safely recover a began our day with an AntiSubmarine/A n t i - S u r f a c e With little warning, my nearly empty HAC room degraded aircraft.

Warfare Tactical Air OPNAV 3710.7U states that was about to fill up with a valuable lesson. We Controller (ASTAC) flight “Flights of naval aircraft shall be were on a mission to fly over 125 nm away conducted so that a minimum of brief, crew Operational Risk from our ship to conduct unit-level training annoyance is experienced by persons Management (ORM) analysis and Naval Air Training with no specific tasking; the holes of the on the ground.” Seven persons occupy and Operating Procedures the Kure Atoll for roughly six months proverbial “swiss cheese model” began to align. at a time. These persons felt annoyed Standardization (NATOPS) brief. Our mission that day by our presence and filed a complaint was to build and enhance the surface picture for our parent ship, which brought unnecessary attention to our detachment, ship, squadron USS Preble (DDG 88) and conduct unit-level training. and naval aviation. A true understanding of reasonable restraint means There was not a single reported contact along the ship’s that we recognize that our limitations are based on maximums and Position of Intended Movement (PIM), but Midway Atoll and a shouldn’t be broken, or even approached, without good reason or as smaller, unlabeled island lay 125 nautical miles (NM) northeast of part of a specific mission. the ship’s position. A thorough chart study and preflight planning My crew and I learned a valuable lesson that day which we will carry identified the smaller island as Kure Atoll, a U.S. owned atoll forward throughout the remainder of our naval careers. Reasonable with a civilian airfield, outside of controlled airspace. We had restraint lies at the crossroads between headwork and situational a brief discussion about the merits of remaining on PIM versus awareness. In layman’s terms, just because you can do something does heading northeast, but thought we could mitigate any issues of not mean that you should. While no rules were broken, the decision deviating off PIM with a few radar sweeps. Being the brilliant we made as a crew was a poor one. We flew to our maximum radius HAC that I was, a trip to investigate Midway was in short order of action from a ship, and as a HAC, I set a poor example for my if the time-distance problem allowed and our surface picture was crew regarding pushing limits and the utilization of our aircraft. Our clear. mission that day was to maintain the tactical picture and protect our Following our preflight inspection, we climbed into the ship against any and all threats. As naval aviators, we are trained to helicopter and had an uneventful takeoff before turning north. utilize our aircraft in a combat environment regardless of how benign With little warning, my nearly empty HAC room was about to the tactical picture is at any given time. fill up with a valuable lesson. We were on a mission to fly over My once empty HAC room has acquired another valuable lesson 125 NM away from our ship to conduct unit-level training with to pass on to future generations of naval aviators: To push limits without no specific tasking; the holes of the proverbial “swiss cheese a valid mission requirement is not sound decision making. model” began to align. As we approached Kure (which we later

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Leggo My Ego Article by Lt. Hank “Dirty” Strong, USN

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go. No, this isn’t an acronym used in the competitive world of rotary wing aviation, but it is a hazard to all aviators. Our “type A” mentality has the potential to not only undo the level of proficiency to which we train, but is arguably one of the biggest barriers to cockpit safety. This hazard can manifest in anyone, and at the most inopportune times as it did in our MH-60S during practice Search and Rescue (SAR) swimmer deployments, or “SAR Jumps” off the coast of San Diego, California.

“Routine” is a misnomer that should not be applied to anything we do as naval aviators. However, this particular day into night SAR Jump was within our local San Diego area with experienced crewman and great conditions. The planning, brief, start-up and take off, everything went smoothly. We transited dual ship to the reserved jump area just off the coast of Coronado, cleared the area and began single-ship approaches for the first 10 foot/10 knot approach to deploy the swimmers.

With the last swimmer in the water, I pulled in the collective trim switch and made the Naval Air Training and Operating Procedures Standardization (NATOPS) prescribed climb from 10 feet to establish a 70 foot hover, begin the SAR scenario and then recover our swimmers. During the climb I noticed the radalt altimeter RADALT was not indicating a changing altitude, instead showing a constant 10 feet. Cross-checking the vertical speed indicator (VSI) and outside references, it was evident the aircraft was approximately 60-70 feet above the water and the RADALT was malfunctioning.

I verbalized to the helicopter aircraft commander (HAC) that the RADALT was “messed up” about the same time an “Automatic Flight Control System (AFCS) Degraded” caution appeared. I release the collective trim trigger to aid in stabilizing the aircraft. Despite this, the micro-switch located beneath the trigger did not release, so the collective trim would not set. At this point, the aircraft’s degraded stabilization system made it difficult to maintain stable control in a hover.

We often train to fly with degraded autopilot/stabilization systems, so I was confident I could maintain a stable hover and recover our swimmers prior to returning to base. EGO! It snuck into our aircraft and degraded our crew’s operational risk management (ORM). I fought to maintain control through the pick-up, but the first swimmer recognized the aircraft’s instability and unhooked, denying pickup. My pride hurt, I transferred controls to the HAC for swimmer recovery and I began troubleshooting the collective trim switch.

I was able to release the micro-switch and the RADALT began to indicate the correct altitude and allow for automatic Hover Mode to engage and aid in aircraft stabilization. With an apparently fully operational aircraft, the HAC executed the pick-up of the first swimmers. Once in the aircraft, we decided the safety aircraft should recover the remaining swimmers, which was accomplished without incident. What drove us to push an unstable aircraft and less than ideal situation so far? Was there a better way to have conducted the pick-up??

There were adequate safety controls in place; a safety aircraft able to pick-up our swimmers and experienced swimmers in calm, warm water with adequate survival equipment to wait for secondary recovery. These factors afforded us the ability to fly the short (less than five minute) return to Naval Air Station North Island so our maintenance team could troubleshoot and fix the aircraft. We did not do this. We fought the aircraft to the point that the swimmer decided the aircraft as too unstable for their recovery.

I identified the problem, yet did not transfer controls early enough to quickly troubleshoot the degradation and avoid an unsafe situation.

Looking back, adequate safety measures were in place and available.

My pride pushed me past safe. Had I used my training, I would have transferred controls much earlier, executed troubleshooting procedures and suggested a return to base due to an uncertain and persistent degradation. In the future, I am determined to utilize proven methods, not ego-driven whims of certainty in my own skills, to execute seemingly “routine” events.

Rifle Away Article by: Lt. Alvin Bueno, USN ombat capable; These two words signify to any pilot that their training has entered a new realm of effectiveness.

We are all part of a force projection and delivering service, but only few of us are allowed to push the button, pull the trigger, light the fire; I was going to join that crowd. If only my patience was greater than my eagerness.

I said those words as I pushed the button to launch my first missile and was suddenly filled with dread. I could sense the same feeling out of my helicopter aircraft commander (HAC), having realized I was not ‘cleared hot’ by the joint terminal attack controller (JTAC). The shot was invalid. I felt prepared and was excited for this moment, but I broke procedure.

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To prepare for my disappointment, I flew two captive air training missile (CATM) flights with ground JTACs. The first was a single aircraft event with Marine JTACs, where we conducted several simulated Hellfire engagements, including autonomous engagements (designating our own targets) and simulated engagement (JTAC designating the targets). Each time, I made sure to confirm I was “cleared hot.”

The second event was a section of two MH-60S practicing remote designation. Both aircraft performed two simulated autonomous and one remote designation engagement (I designated, we both shot). We made several mistakes, but training is the safest place to make them, and we were always cleared to continue dry prior to the engagement.

This is the equivalent of “cleared hot” for a CATM engagement.

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Shortly after completing those two flights, I was selected JTAC designated, but once acquired, the engagement went on to conduct a single aircraft live Hellfire shot with ground JTAC without any major issues. students at the 29 Palms Range. This was a unique opportunity At last, it was time for the employment! The CAS 9-line was and I felt very prepared for the event. I had worked with JTACs nearly identical, but on a different target. Again, I had trouble during the CATM exercises just days before and now I was given acquiring the target, but as a crew, we found it. The HAC positioned the chance to show how well I learned my lessons. the aircraft and I continued communication with the JTAC, told Our crew attended a meeting with the Air Force JTAC instructor them I had capture and was on my final attack heading. I asked the to discuss concept of operations, range procedures, target sets and HAC to concur with missile arming. We were live! review Close Air Support (CAS) procedures. After which, we Requesting target designation from JTAC, I mentally verified discussed our event’s preferred flow. The instructor would perform all the parameters without verbally announcing it to the crew. a remote designation with the JTAC designating the target. But My heart started racing and time seemed to stand still, yet move first, we would execute a simulated engagement, followed by a fast at the same time. I was thinking, “This is taking a long time. practice gun pattern, then do it They’re waiting for me to fire again and launch the missile. this missile.” I verbalized, “Rifle After launch, we would perform away” and I pressed the release o prepare for my disappointment, gun patterns on the target for consent button.

I flew two Captive Air Training subsequent engagements. All The HAC asked me if I was Missile (CATM) flights with ground present agreed. cleared hot. In the two seconds JTACs.The first was a single aircraft To reinforce Hellfire between the button and the procedures, the HAC and I launching, I hoped the missile event with Marine JTACs, where we went to the simulator, where would not go off the rail; redeem conducted several simulated Hellfire we performed four autonomous me from making such a big engagements, including autonomous and one remote engagement. mistake. No such luck – straight The HAC emphasized the most to the target with impressive engagements (designating our own important thing when performing results, but not “valid.” I broke targets) and simulated engagement (JTAC CAS was to receive the “cleared the one rule emphasized in all designating the targets). Each time, I hot” before firing. After the our preparations. Contemplating simulator, I prepared the brief my error, JTAC called, “613, made sure to confirm I was “cleared hot.” and flight plan for our event, to you were not cleared hot.” I include the route, missile shoot acknowledged and JTAC concept of operations and procedures and communications for proceeded with the next 9-line brief. We executed two simulated both autonomous and remote designation shots. gun patterns and exited the range.

The morning of the flight our crew assembled for the brief After debrief, I had the rest of the day to think while waiting and again the HAC emphasized how important the “cleared hot” for the next crew to complete their flight and pick us up for the call was. The rest, start up, missile load and flight to 29 Palms, return to base. The HAC and I discussed why the ‘clear hot’ was so went without issue. We dropped off the crew that would be flying important. In a real CAS, there could be friendlies evacuating the after us at the airfield, refueled and headed to the range. I was target’s location or the JTAC might have been ensuring the laser nervous and excited. was on target. These didn’t happen, but it didn’t matter, the shot In transit, we experienced communications issues with the was still invalid. range controller and JTACs. Once resolved, we proceeded to the We train so we’re ready when our nation calls. In the real world, range and conducted our check-in with the JTAC. Immediately there is no room for error; there are lives at stake. Overconfidence JTAC called with our CAS 9-line live missile brief. The HAC has no place in our line of work. I made a big and expensive, replied we would be performing a simulated engagement first, mistake that day and learned a very important lesson. Train how which confused the JTACs, so we reminded them of our meeting you fight; Fight how you train. I will take that with me for the rest with the instructor. Initially, I had issues identifying the target the of my naval aviation career.

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Papua New Guinea Rescue: Unfamiliar Territory Article by Lt. j.g. Jonathan Yaede, USN

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t was about mid-June when I found myself on a standard passenger run to a remote island in Fiji in support of Pacific Partnership 2015 (PP15). I was the copilot alongside our Officer In Charge (OIC) and we had just landed to drop off a group of doctors that would be working for the day on the island. As our crew gathered the cranials and life vests from the passengers, a local dive shop representative came running up to them out of breath. He notified our crew chief (CC) and rescue swimmer that there was a capsized boat about five miles to the south of us on a reef with four passengers. The crew immediately ran back to the helicopter to inform the officer in charge (OIC) and myself about the situation. The one thing that still resonates with me as that situation unfolded was how my OIC so calmly said “I have controls,” and listed out about 10-15 questions for me to ask the dive shop representative and the Commodore of PP15 who fortunately happened to be one of our passengers. I proceeded out of the helicopter to ask the appropriate individuals everything from boat color and number of survivors to how long ago it happened, any injuries and approval from the Commodore.

By the time we were on-scene about five minutes later, we had located the boat and established communications with other dive shop boats in the area. The boats rescued the personnel from the water and the search and rescue (SAR) was over within minutes. It wasn’t until after the flight, thinking back on what had transpired that I was able to realize how quickly my OIC was able to change his mindset from the passenger transfer mission to the SAR, acquiring all the necessary information and instructing his crew to safely execute the new mission. I had a new respect for everything for which I was trained on at the fleet replacement squadron (FRS) and I learned that day being able to apply that training in a moment’s notice is an essential skill to have. I took away more than I could have asked for in my first glimpse into an operational search and rescue. Unbeknownst to me, I would have an opportunity to apply that newly learned lesson in the upcoming weeks.

Two weeks later, in the midst of PMC (Passengers, Mail and Cargo) runs, we had landed onboard the USNS Mercy waiting for the next group of passengers to board the aircraft for a flight into Papua New Guinea. The ship was at anchor outside of Arawa, which is one of the larger towns located on the island of Bougainville, a remote island to the east of the capitol. The crew and I had just hot-seated the aircraft from the previous crew and we were getting ready for a long day of passenger transfers to and from the islands. For once, the weather was nice in the area with a small scattered cloud layer to the north at 1500 feet. Winds were calm while the heat and humidity enveloped us. Only minutes after strapping into the seat, we received a call from tower telling us, “Standby, we have a MEDEVAC (Medical Evacuation) for you.” Tower passed to us that there were eight people on a small, remote island 80 nautical miles north of our current position.

Initial reports told us there were seven adults and one infant.

Their boat sank and they had drifted to shore. Immediately, the helicopter aircraft commander (HAC) and CC began preparing the crew and aircraft for a SAR. The aircraft needed to be reconfigured from the passenger transfers to the SAR, which took a few minutes and the CC asked to grab our detachment corpsman, knowing he would be vital to assessing the survivors. Thankfully, having experienced the previous SAR in the deployment, I was able to be a more useful asset to the crew. However, the SAR was called off only five minutes after the initial notification due to lack of higher approval. The anticipation of performing an actual SAR and then having it cancelled was emotionally draining, especially in light of the fact that this would have been the first rescue for most of the crew, myself included.

As the crew began reinstalling the seats in the cabin to resume passenger transfers, we received word from the tower that the SAR had been authorized and we were instructed to launch as soon as possible. Having the SAR information and aircraft reconfigured, we were ready to launch, but the HAC took a moment to reassess the crew’s focus. This may have been one of the most important things that contributed to the safe conduct of the SAR because the HAC had the situational awareness to make sure her crew had now mentally switched gears for the mission as it had been changed three times in the previous twenty minutes.

Beginning the 40 minute trip to the location of the survivors, I soon had a new appreciation for the importance of fuel calculations.

As I calculated the distance numbers to local hospitals and the amount of fuel needed to fly to the USNS Mercy, I realized we were not going to have much time on-station in a hover to affect the rescue, nor would we be able to transit to any local facilities. There were no other fuel sources available for us besides the ship and there were no other SAR assets available. Knowing this as we arrived on-scene, the HAC managed the time critical situation by lowering our corpsman to evaluate the survivors’ conditions while the aircraft orbited at our maximum endurance airspeed, making right hand turns to minimize fuel consumption. There was no suitable landing site on this island, so orbiting was our only option. After his assessment, the corpsman radioed up to us for assistance. We lowered down a second crewman on a sandbar running alongside the island to assist the corpsman in hoisting up the survivors to the aircraft. The second crewman was essential to providing safety to the survivors and corpsman, as well as crowd control while the survivors were being hoisted up to the aircraft. This left the HAC, CC and me in the aircraft. We were hovering with 50 foot tall palm trees on our left and front and the ocean was to our right. Due to the extremely small size of the island and lack of suitable terrain, the HAC, who was sitting left seat, maintained the hover, as the left seat provided the best sight picture, best situational awareness and aligned the aircraft into the wind. By sending down the second crewman, we lost the ability to clear the aircraft on the left side. The crew then elected to increase the standard hover height to 100 feet to remain well clear of all obstacles.

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The corpsman was on his way up in the rescue basket holding the infant safely to his chest, protecting her from any rotor downwash or debris. As the corpsman and infant reached the cabin door, I noticed the transmission oil hot advisory appear.

Knowing the HAC’s scan was primarily outside the aircraft and the crew was working with the survivors in the cabin, I notified the crew. No secondary indications were present and we concluded that the high temperature was most likely due to the hover in hot humid conditions. At this point, there was one survivor on the sandbar with our second crewman left to be recovered. The HAC made the decision to depart the hover for forward flight, notifying the crew on deck to standby as we worked through the system degradation. After establishing forward flight, we noted the temperature decreasing, confirming our earlier suspicions. The HAC instructed the crewman on the ground that this would be the last hover and to have all of the gear suitcased and ready in one pass. Once everyone was safely onboard the aircraft, we began the transit back to the ship. Safely on deck and the survivors

transferred to the care of the doctors onboard the Mercy, the SAR was complete.

For a crew that was not seasoned with operational SAR missions, we safely affected the rescue of six Papua New Guinea citizens, including one 18 month-old infant. One of the most important things that contributed to the successful execution of the rescue was the crew resource management between the crew. Everyone knew their role and effectively communicated as the situation continuously changed. The crew easily adapted to the altering environment. Each crew member’s strengths were employed to the highest extent, stemming from the HAC’s outstanding leadership. All of this allowed for the excellent execution of a SAR in an unknown area with no other assets. As a relative newcomer to the world of naval aviation, this invaluable experience has taught me that our procedures do not cover every situation, and we compensate for that void by solid operational risk management, decision making and crew resource management skills that we cultivate regularly by being “brilliant on the basics” every day.

command Updates

The “Wolf Pack” Heads to AUTEC Article By Lt. Zach Duenas, USN

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he “Wolf Pack” of Helicopter Maritime Strike Squadron (HSM) 75 recently ventured away from their homeport in San Diego to participate in a multi-national undersea warfare exercise off of Andros Island in the Bahamas. The exercise, Submarine Commander’s Course 44 (SCC 44), took place at the U.S. Navy’s Atlantic Undersea Test and Evaluation Center (AUTEC). Over a three-day period in May naval air and surface assets from the United States and Canada conducted coordinated Anti-Submarine Warfare (ASW) training against U.S. Los Angeles-class and Virginia-class submarines playing an opposing force (OPFOR) role. The training conducted on the AUTEC range was unlike anything the “Wolf Pack” had ever experienced. SCC 44 allowed “Wolf Pack” aircrews to integrate with multiple fixed-wing and rotary elements in a small, yet complex battle space to practice and refine coordinated ASW tactics, techniques and procedures.

AUTEC’s mission is to provide instrumented operational areas in a real world environment to satisfy research, development and test and evaluation requirements. The facility also assesses

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operational performance of war fighter readiness in support of maritime warfare. An additional benefit on the island was the opportunity for non-participating pilots and aircrew to sit beside range operators during each mini-war scenario and receive realtime tactical feedback.

The “Wolf Pack’s” integration with SCC 44 was significant as this was the first time a San Diego HSM squadron has participated in a SCC. AUTEC presented an invaluable opportunity to integrate ships and aircraft to localize, track and attack live submarines in a different water column and bottom topography than is found off the coast of San Diego. Witnessing the MH-60R’s vast ASW capabilities proved first-hand just how valuable the helicopter is to the Carrier Strike Group in its role as the only carrier organic ASW platform.

SCC 44 and Destroyer Squadron (DESRON) 22 planned and executed a series of complex day and night scenarios over the three-day period. SCC 44 prioritized aggressive prosecution, screen integrity and air asset integration within their carefully designed mini-wars. Each day consisted of one to two mini-wars,

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with each mini-war composed of five to six runs. Runs usually lasted from one to two hours and required plenty of coordination between rotary wing assets due to fuel, weight and power considerations.

Scenarios included choke point and harbor defense scenarios, high value unit (HVU) escort and active search and destroy tactics, all with varying threat levels and weapons postures. In water space roughly 20 miles long and 10 miles wide, “Wolf Pack” crews worked to coordinate P-8A buoy patterns, maintain screen integrity and clear the water space ahead of the Surface Action Group’s position of intended movement (PIM). Throughout all scenarios, the MH-60R flexed to meet the requirements for each ASW tactical environment.

The success of SCC 44 did not come from only one squadron or ship. Mission planning and coordination between communities proved to be the most challenging, but effective, key to success on the range. Other SCC 44 air participants included Maritime Patrol and Reconnaissance Squadrons (VP) 5, 8 and 16 flying the P-8A Poseidon; Helicopter Maritime Strike Squadrons (HSM) 48 and 70; and a squadron of CH-124 Sea Kings from the Royal Canadian Navy. Surface participants included the USS Ramage (DDG 61), USS James E. Williams (DDG 95) and HMCS Athabaskan (DDG 282). Of note, the integration between the P-8A and MH60R played an essential role in the exercise. Prior to the AUTEC detachment, HSM-75 hosted VP-8 in San Diego to conduct coordinated ASW events at the Southern California Offshore Range (SCORE). This was the first time the new P-8A Poseidon practiced ASW tactics with a west coast MH-60R squadron. It proved to be an exceptional training opportunity for both crews and the “Wolf Pack” experienced first hand the vast potential for coordinated ASW prosecution. The importance of both platforms being Link 16 (on board computer data system) capable cannot be overstated as it allowed both aircraft to organically manage the subsurface picture while providing each other with valuable information over Link 16 J-voice communication nets. This information included areas of uncertainty, buoy placement, buoy drift, track course and speed and water column environmental information. This coordination between the VP and HSM communities provided increased situational awareness, a significant reduction in aircrew workload and supported successful MK 54 exercise torpedo launches on a dynamic underwater target.

Sending a two-aircraft detachment over 2,500 miles across the country was no easy task. Coordinating movement for eight pilots,

six aircrew and 24 maintainers, along with multiple pallets of tools and parts required months of planning. Fortunately, support from Carrier Air Wing (CVW) 11 and Helicopter Maritime String Wing Pacific (HSMWP), AUTEC support personnel and our counterparts at HSM-70 made the challenges easy to overcome.

HSM-75 aircraft were flown cross-country from Naval Air Station North Island to Andros Island and then back to San Diego.

The journey took four days each way and included stops in El Paso, San Antonio and Austin, Texas; New Orleans, La.; Gulfport, Miss.; Pensacola and West Palm Beach, Fla. In addition to the ASW training at AUTEC, flying outside the San Diego local area was extremely beneficial for “Wolf Pack” pilots and aircrewmen.

Operations at new locations allowed aircrews to review relevant NATOPS General Operating Procedures (OPNAV 3710.7U) and Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM) regulations. Copilots and aircraft commanders alike were put to the test and dealt with unfamiliar airfields, controllers and inclement weather across the country.

The training and experience offered by the Submarine Commander’s Course entirely validated the cost and effort of a crosscountry detachment. “Our Wolf Pack crews received outstanding training at AUTEC in honing our ASW skills and we appreciated having the ability to work with our east coast brethren. Exercising this integration will pay dividends for the future when we find ourselves working together in a fleet operating area,” says Cmdr.

Jeffrey Melody, commanding officer of HSM-75. “The exercise was an important part of our efforts to sustain the squadron’s tactical experience base through an extended maintenance phase of the Fleet Readiness Training Plan (FRTP). The benefits gained from sending the detachment to AUTEC definitely laid a solid foundation for participating aircrews as they move further along in their tactical training syllabi and prepare for future pre-deployment work-ups,” he further explained. It is safe to say this will not be the last time a San Diego-based HSM squadron participates in events at AUTEC and the “Wolf Pack” looks forward to each future training event as an incredible opportunity to further develop ASW tactical proficiency and readiness.

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About the Author: Lt. Zach Duenas flies with HSM-75

navalhelicopterassn.org

VMM-166 and Infantry Marines Conduct Predeployment Training Article By Sgt. Lillian Stephens, USMC

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arines with Marine Medium Tiltrotor Squadron (VMM) 166 (Reinforced) and Marines with Echo, Fox and Golf Companies, 2nd Battalion, 1st Marine Regiment (Reinforced) conducted predeployment training aboard Marine Corps Base Camp Pendleton, California, Aug. 18. Marines with VMM-166 (Rein) and Marines with 2/1 (Rein) performed on-off drills with two MV-22B Ospreys and a Tactical Recovery of Aircraft and Personnel mission as part of their monthly predeployment training. According to Gunnery Sgt. Paul Gallion, a flight line division chief and weapons and tactics instructor with VMM-166 (Rein), the training allowed infantry Marines to practice safely boarding and exiting the aircraft. “For the ground-side guys, it is to make them comfortable getting on and off the aircraft,” said Gallion. “Some of [them] are experiencing getting on a helicopter for the first time.”

Marines with 2/1 practiced egressing from the Ospreys while maintaining situational awareness of personnel and equipment. “If you understand why you’re being told to do things in a certain way

… you buy into it more,” said Gallion. “We [trained] to build up their situational awareness and [make them comfortable with] getting on and off the aircraft.” Cpl. Orry Kappus, a section leader for mortars with G Company 2/1, said the training maintains necessary skills fresh prior to deployment and stresses the safety of the Marines, their equipment and aircraft. “[They’re] going to be our primary transportation during deployment,” said Kappus.

“We need to be proficient in getting on and off [the aircraft] … that’s why we practice.”

The Marines conducted a Tactical Recovery of Aircraft and Personnel (TRAP) mission after they completed the drills, which required them to locate and evacuate a simulated downed pilot.

“The TRAP mission was to build ground-side readiness and our own internal readiness for the multitude of missions we may have to do,” said Gallion. “[The crew chiefs] need to understand the basic concepts of every mission we do. It makes them a better crew chief and a better asset to the unit and to the Marine Expeditionary Unit.”

HSC-7 Fires New Weapon System for the First Time Article By MC3 Desmond Parks, USN

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he “Dusty Dogs” of Helicopter Sea Combat Squadron (HSC) 7 became the first helicopter squadron in the Northeast to fire an HSC Advanced Precision Kill Weapon System II (APKWS II) from an MH-60S Knighthawk helicopter during a live-fire exercise Aug. 17.

The exercise marked the start of the HSC-7 work-up cycle in preparation for deployment in the 5th Fleet area of operation with the USS Dwight D. Eisenhower (CVN 69) Carrier Strike Group (CSG) 10. “We’re also making combat maneuvers during the exercise in

Rotor Review #130 Fall 2015

preparation for our combat deployment,” said Lt. Cmdr. Jason Walters, HSC-7 training officer. “We have to have so many qualified people capable of actually pulling the trigger.”

The APKWS II is a laser-guided rocket similar to the standard air-to-ground missile (AGM) 114 HELFIRE missiles. The new system serves as a low-cost, high accuracy variant to the Hellfire missiles previously used against lightly armored targets. “For MH-60S aircraft specifically, the LAU-61G/A (Unguided Rockets System) and APKWS II add a medium-range guided option to

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Command Updates: HSC-7 its robust weapons footprint,” said Lt. Erik Gustafson, HSC7 tactics officer. “The MH-60S will employ APKWS II along with its existing 20mm cannon, 2.75” unguided rockets, Hellfire missiles and crew-served door guns, providing the Warfare Commander with a lethal and effective helicopter weapons system.”

TThe “Dusty Dogs” employed two helicopters for the exercise at a practice range approximately 20 miles off the Virginia coast near Naval Air Station Oceana - one performing combat maneuvers and firing the APKWS II at both stationary and moving targets, and one serving as a support aircraft, with an observing training officer and two rescue swimmers aboard.

“It is a lot more precise,” said Lt. Brian Cramer while using the system during the exercise. “Instead of needing to fire multiple missiles to make sure you hit a target, this is just one-and-go.”

The pilots deployed the missiles quickly, aimed at a target using a laser and immediately deployed a volley of missile

fire. Training officers and qualifying pilots observed significant damage to every sea surface floating target provided by the U.S. Navy Air Systems Command after firing a minimal number of missiles. “The event allowed HSC-7 crews to build proficiency in employing the system before we commence joint training with our Carrier Air Wing (CVW) 3 counterpart, Helicopter Maritime Strike Squadron (HSM) 74,” said Gustafson. “Together, we will provide CVW-3, CVN-69 and the whole CSG-10 team with an unmatched anti-surface warfare capability.”

According to Sikorsky Aircraft Corporation, the MH-60S Knighthawk is the Navy’s most versatile helicopter, performing missions such as vertical replenishment, search-and-rescue, regional security, medical evacuations and others. The MH60R Seahawk is a more combat-based aircraft primarily for anti-surface and anti-submarine warfare. Both helicopters will deploy with participating HSC’s during the upcoming 2016 deployment.

HMHT-302 Demonstrates CH-53E Capabilities With 2nd Transportation Battalion Article By Cpl. Paul S. Martinez, USMC

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ncient Rome was not built in a day, but perhaps it could have been if there were Marines from Marine Heavy Helicopter Training Squadron 302 (HMHT 302) around to do the heavy lifting. For the Marine Corps, transportation of resources is made expedient thanks to the 16-ton CH-53E Super Stallion helicopter’s capability to carry its own weight. HMHT-302 supported Marines with 2nd Transportation Support Battalion (2nd TSB) in multiple external lift training exercises at Marine Corps Base Camp Lejeune, N.C., Aug. 26, 2015.

A CH-53E with a crew of six departed Marine Corps Air Station New River with a heavy-duty pintle hook fastened within the cargo hold. They made their way to Landing Zone Albatross where Marines with 2nd TSB were waiting. “Wherever we go, this is our job,” said Cpl. Casey Caldwell, a landing support specialist with 2nd TSB. “We load [the high beam] so [the CH-53E crew] can learn how to fly with a load under their bird.” Caldwell explained the importance of communication between the ground helicopter support team and the aircraft crew. It was the ground team’s job to mark the ground with a “crow’s foot” of handheld chemical lights to signal clearance for landing. Pilots kept the CH-53E steadily hovering above as crew chiefs communicated with them and the Marines on the ground below.

Teamwork was crucial among the group to securely and safely attach the 8,500 pound steel beam to the pintle hook. The “hookup” man secures the load to the aircraft’s hook, the “static man” uses a static wand to ground electricity stored by the hook and a “safety man” observes the operation and keeps eyes on anything the other two Marines cannot. Through it all, heavy winds produced by the aircraft’s seven rotor blades sent waves of dirt that repeatedly slammed the team, yet did not stop them from completing their

objective. “We keep everything safe so that it goes well,” said Sgt. Robert Ellis, a crew chief with HMHT-302. “[These lifts] are something we tend to do a lot while we are deployed, so staying proficient definitely helps.”

After approximately 20 lifts that allowed each Marine to practice, the CH-53E let down the steel beam one last time for the day and proceeded to return to the air station. “It’s good to train like this so that if we have to set up a real-world helicopter support team, it goes as safely as possible,” said Caldwell.

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The newest naval helicopter pilots going to the fleet

Winging Class June 26, 2015 Back Row: Cmdr. Robert G. Sinram, USN, Commander Officer HT-8; Ensign Riley J. Emerson, USN; 1st Lt. William D. Thimmel, USMC; Lt. j.g. Zachary N. Dahlke, USN; Lt. Brian C. Plauche, USN; Lt. Samuel B. Hafensteiner, USCG; Lt. j.g. Tim J. Dickhaus, USN; Ensign Joseph R. Kuzmick, USN; Rear Adm. Joseph W. Kuzmick, USN, Commander Carrier Strike Group 15 Middle Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j.g. John M. Paquette, USN; Lt. j.g. Ryan D. Govoni, USN; Lt. j.g.

Mark W. Rintz, USN; Lt. j.g. Nicholas F. Cosenza, USCG; Ensign James A. Pellarano, USN; Lt. j.g. Julia M. Freeburg, USN; Lt. j.g. Anthony M. Catalano, USN; Col. Gary A. Kling, USMC, Commodore Training Wing Five Front Row: Cmdr. Jeffery D. Ketcham, USN, Commanding Officer HT-28; Lt. j.g. Cori. F. Sanchez, USCG; 1st Lt. James T. Cryer, USMC; Lt. j.g. Sean R. Greiner, USN; Lt. Mark Montaruli, USN; 1st Lt. Alexander C. King, USMC; Lt. j.g. Elizabeth GH. Hegarty, USN; Ensign Brendan F. McCarthy, USN

Winging Class July 10, 2015 Back Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j.g. Timothy S. Berry, USN ; 1st Lt. Douglas A. Lampton, USMC; Lt. j.g. Jared D. Ische, USCG; 1st Lt. Theodore J. Linn, USMC; Lt. j.g. Kevin P. Smit, USCG; Lt. j.g. Graham N. Pitcairn, USCG; Rear Adm. John W. Smith Jr., USN. Middle Row: Cmdr. Robert G. Sinram, USN, Commanding Officer HT-8; 1st Lt. Michael P. Taylor, USMC; Lt. j.g. Scott C. Blaha, USN; 1st Lt. Jaskirat S. Legha, USMC; Ensign Anthony J. Ivester, USN; Lt. Erick A. Lim, USN; 1st Lt. Sundar J. Pappu, USMC; Col. Gary A. Kling, USMC, Commodore Training Wing Five Front Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Lt. j.g. Aimee E. Brenner, USN; Lt. j.g. Danielle C. Reminger, USN; Lt. j.g. Jacob G. Guarino, USN; Ensign James D. Noneman, USN; 1st Lt. Christopher D. Leona, USMC; Ensign Brandon S. White, USN; Lt. j.g. Alexandria M. Songer, USN

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Winging Class July 24, 2015 Back Row: Cmdr. Robert G. Sinram, USN, Commanding Officer HT-8; Lt. j.g. William J. O’Brien, USN; 1st Lt. Christopher F. McCoy, USMC; Lt. j.g. Taylor G. Vann, USN; Lt. j.g. Robert A. Drummond, USN; Ensign Andrew J. Bush, USN; Lt. j.g. Glendon J Bartlett, USN; 1st Lt. Collin C. Alexander, USMC; Lt. j.g. Andrew J. Moravec, USCG; Col. Gary A. Kling, USMC, Commodore Training Wing Five Middle Row: Cmdr. Brian Sanderson, USN, Executive Officer HT-18; 1st Lt. Andrew P. Dunbeck, USMC; 1st Lt. Spencer A. Hart, USMC; Lt. j.g. Yazeed Z. Almutairi, RSNF; Capt. Andrew J. Lloyd, USMC; 1st Lt. Brandt D. Showalter, USMC; Lt. j.g. Samuel R. Ingham, USCG; 1st Lt. Nolan J. Vihlen, USMC; 1st Lt. Travis J. Phillips, USMC; Cmdr. Edward J. O’Grady, Commanding Officer HSM-48 Front Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Lt. j.g. Bader M. Alsubai, RSNF; Lt. j.g. John R. Spivey, USN; 1st Lt. Tyler R. Braconi, USMC; Ensign Robert A. Stoll, USN; Lt. j.g. Jemuir T. Rivers, USN; 1st Lt. Devin H. O’Connor, USMC; Lt. j.g. Austin J. Toombs, USN; Lt. j.g. Hosam A. Alsghair, RSNF

Winging Class Aug. 14, 2015 Back Row: Lt. Col. Cory E. DeKraai USMC, Executive Officer HT-28; Lt. j.g. Nicklaus W. Gfeller, USN; Lt. j.g. Roberto A. Schneider, USN; Lt. j.g.

Bryan J. Laroche II, USN; Lt. j.g. Paul R. Pedrotty, USN; Lt. j.g. Francesco Vanni, IT Navy; Lt. j.g. Nathan J. Noel, USN; Lt. j.g. Justin C. Gifford, USN; 1st Lt. Paul W. Neubauer, USMC; Capt. Mark A. Truluck, USN, Commanding Officer NASC Middle Row: Cmdr. John D. McBryde, USN, Executive Officer HT-8; Lt. j.g. Nawaf A. Alenezi, RSNF; 1st Lt. Gavin A. Wezensky, USMC; Lt. j.g. Brian A. Acuna, USCG; 1st Lt. Andrew K. Elliott, USMC; Lt. j.g. Erik W. Oredson, USCG; 1st Lt. Gregory A. Bradbury, USMC; Lt. j.g. Kevin R. Bullock, USN; Lt. j.g. Daniel J. Gillis, USCG; Lt. Col. Rafford M. Coleman USMC, Commanding Officer HT-18 Front Row: 1st Lt. Daniel J. Kelly, USMC; Lt. j.g. Kyle D. Hatcher, USN; Lt. j.g. Jorge L. Corona, USN; Lt. j.g. Jose A. Escobedo Jr., USN; Lt. j.g.

Andrew A. Samp, USN; Lt. j.g. Angelo A. Lonero II, USN; Lt. j.g. Jacob R. Naum, USCG; Lt. j.g. Orly Naum, USN

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Winging Class Aug. 28, 2015 Back Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; 1st Lt. David W. Peck, USMC; Lt. j.g. Nicholas J. Cerny, USN ; 1st Lt. Adam P. Olson, USMC; Lt. j.g. Eli S. Sinai, USN; 1st Lt. Amanda N. Griffin, USMC; Lt. j.g. Robert T. Haas III, USCG HT-8; Lt. j.g. Michael V. Short, USN; Col. Gary A. Kling, USMC, Commodore CTW-5 Middle Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j.g. Charles E. Goodman, USN; 1st Lt. Owen T. Schreiber, USMC; Lt. j.g. Jedidiah T. Daleiden, USCG; Lt. j.g. Ryan J. Vandhei, USCG; 1st Lt. Jacob J. Tyra, USMC; Lt. j.g. Harrison H. Haley, USN; Capt. Paul M. Esposito, USN, Guest Speaker Front Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer; Lt. j.g. Jordan K. Armstrong, USN; Lt. j.g. Parker W. Beam, USN; Lt. j.g. John V. Austin, USN; Lt. j.g. Katie L. Chambless, USN HT-8; Lt. j.g. Timothy J. Cadigan III, USN; Lt. j.g. Cameron A. Dann, USN; Lt. j.g. Mary A. Carlson, USN

Winging Class Sept. 11, 2015 Back Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j. g. Ryan E. Sliva, USN; Lt. Matthew B. Lane, USCG; Ensign Michael D. Wycoff, USN; Lt. j. g. Ernest J. Halton, USN; Lt. j. g. Andrew J. Vanheest, USN; Lt. j. g. Zachary E. Levi, USN; 1st Lt. Troy W. Carver, USMC, HT-8; Lt. j. g.

Daniel J. Whitsett II, USN; Col. Gary A. Kling, USMC, Commodore Training Wing Five Middlle Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; 1st Lt. Connor M. Stokes, USMC; Lt. Theodore P. Warren, USCG; 1st Lt. Robert M. Scoggin, USMC, HT-8; Lt. j. g. Christopher R. Thompson, USN; 1st Lt. Blake C. Cole, USMC; Lt. j. g. Michael W. Simpson (Leskowsky), USN; Lt. j. g. Isiah E. Coker, USN; 1st Lt. Mason H. Kimmel, USMC; Maj. Gen. Michael A. Rocco, USMC, Commanding General Third Marine Aircraft Wing Front Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Lt. j. g. Heather H. Resue, USN; Lt. j. g. Katie M. Otano, USN; Lt. j. g. Michelle A. Simmons, USCG; 1st Lt. Matthew J. Morris, USMC; Lt. j. g. Madeleine J. Andersen, USN; Lt. j. g. Cassandra J. Olson, USN; Lt. j. g. Sarah E. Rupp, USN; Lt. j. g. Mary E. Graf, USN

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“Hover” Book Review Review by Lt. Cmdr. Emmett “Chip” Lancaster, USN (Ret)

Book Review

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over, that’s one of the things that Lt. Sara Denning does best.

Problem is, she’s still trying to find herself. She is embarked as one of two women on an H-46 detachment aboard a supply ship with the carrier task force bound for the Persian Gulf. She’s the product of generations of naval tradition and has to maintain a professional face, but is saddled with a dark secret.

The detachment, ship and task group are perhaps your typical amalgam of politics and command dynamics but with an undertone of uncertainty; something’s up but no one’s talking. On the surface, Wilson presents life aboard ship from the female perspective. Unique for most of us out there may be the day to day routine, roomie relationship and interaction with officers and enlisted at all levels.

For sure, the aviation is there with some thrilling and hairy scenarios bound to bring back memories good and not so good. However, you mix the sexes together in floating pressure cookers and the inevitable comes about. Unintentional love interests develop and ride throughout the story on the surface and in the background. Love interests and personal conflicts building to a boiling point due to task group relationships and peculiar scheduling requirements.

Wilson brings all of this to a mental, emotional and physical head, culminating in betrayal and confrontation. But, we’re not left holding the bag and working all of that out is left to the reader. A particular highlight is the crossing the line ceremony.

Obviously the author’s been there and done that, her description dredging up memories and smiles from even the most skeptical Shellback!

Anne Wilson’s debut novel has given us a vision from a unique perspective. Her book is a satisfying read and worthy addition to helicopter anthologies.

It will leave you wanting more from this talented young author in the future, and she leaves the door open for just that.

NAVAL HELICOPTER ASSOCIATION, INC

The Navy Helicopter Association, Inc was founded on November 2, 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

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

Cmdr. D.J. Hayes Capt. C.B. Smiley Capt. J.M. Purtell Cmdr. H.V. Pepper

Objectives of NHA Provide recognition and enhance the prestige of77 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.

It’s Funny How Time Flies!

Perspective on 10 Years Ago

Commentary by George Hopson, NHA Art Editor

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ormally, I wouldn’t start off a perspective this way, but it’s funny when you find yourself in the groove of things and, poof, life catapults you 10 years later. It seems like just yesterday I walked into the NHA office wearing a green tweed European-cut blazer, holding my creative résumé in one hand and my nine-year-old daughter’s hand in the other as I arrived to be interviewed.

Now, I know what you are thinking. It certainly seems a bit unusual to bring a child to a job interview. I used the desperate parent, “I couldn’t find a babysitter” excuse. But really, I needed someone familiar to help me calm my nerves and I needed a good luck charm! Before I knew it 30 minutes had passed as I answered interview questions. And, as you might guess, I got the job and the rest is history!

As I sit here today at my desk with the fan blowing and smashing the ants crawling across my computer screen, I think about how grateful I am to still be doing what I believe I was born to do - which is to create vision and passion via graphic design. That vision and passion comes from you, the naval helicopter community and the stories that you have shared with me over the past 10 years. These stories have inspired me to layout and design each issue of Rotor Review to best share your flight experiences in defense of our nation and in the protection and rescue of others.

Rotor Review #130 is the fortieth issue that I have designed as art editor. Working on the magazine has had its challenges over the years but has also been extremely

Rotor Review #130 Fall 2015

rewarding! You see, I didn’t come from the naval aviation community. I have never been behind a throttle or manipulated any collective flight control. Believe it or not, I still have never flown in a helicopter. My Navy experience has always been ships and anti-submarine warfare (ASW) from my time as a Surface Sonar Technician from 1984-2004.

However, the new challenge encouraged me in so many ways to reach outside my comfort zone and realize my full potential. I was able to help make a magazine, about which I knew nothing of its subject matter, into a great success. I look back at the older issues of Rotor Review and read Capt. Bill Stuyvesant’s (Ret) “Green Bug” stories. These commentaries

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have been very lucky this past decade to have had such wonderful and passionate young pilots and aircrewmen from the Navy, Marine Corps and Coast Guard from across the nation volunteer their time to work with me on the Rotor Review editorial staff. Their contributions and ideas have always been essential to making Rotor Review a thought provoking and progressive military magazine!

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had every aspect of journalism in them as they investigated my fellow Sonar Technicians and Operations Specialists for what it was like being a helicopter pilot out in the fleet. The the fact that I did not! articles were also graphically presented in an animated yet I wouldn’t have gotten this far here at NHA if it wasn’t for professional manner. This encouraged me to maintain Rotor the help of others. I appreciate the wisdom, encouragement Review’s professional layout, but also encouraged me to push and advice that I have received from each NHA chairman and the design envelope, too. president. I am grateful to Howard Whitfield for hiring me Rotor Review is an extraordinary magazine for its stories as NHA Art Editor and believing in my abilities. I am also of honor and valor, but also its grit! Your stories published in grateful to Bill Personius for keeping me on the team after the last forty issues were not always just about the machine. becoming the new executive director.

Your stories expressed the true meaning of bravery, human I have been very lucky this past decade to have had such value and camaraderie. It’s what the naval helicopter wonderful and passionate young pilots and aircrewmen from community has always offered to our naval community and the Navy, Marine Corps and Coast Guard from across the our nation. Helicopter aviation is like a best friend - whether nation volunteer their time to work with me on the Rotor on land or at sea, the Review editorial staff. helicopter is always Their contributions elicopter aviation is like a best friend — there when you need it and ideas have always whether on land or at sea, the helicopter most. Frankly, you’re been essential to is always there when you need it most. everywhere!

What making Rotor Review I admire most about a thought provoking this community is that you, the naval helicopter community, and progressive military magazine! Each person on the are the great “multi-taskers” of the fleet. The other naval Rotor Review editorial staff over the past 10 years has communities and our nation all owe this community a great brought something different to the table. We often focused deal of appreciation and gratitude for what you do. on the “now” which included such things like air ambulance I had the opportunity during my 20 years of active duty missions, the individual augmentee program (IA); the global service to watch your tireless efforts from afar during ASW war on terrorism (GWOT); humanitarian assistance and missions or replenishment at sea details. I will never forget the disaster relief (HADR), search and rescue (SAR) and even the time I was out to sea on the USS Port Royal (CG 73) in 1995. I impact of sequestration on community operations at sea and received a care package from my mom for my 29th birthday. It on land. The support provided by Chip Lancaster and George was a German chocolate cake - my favorite! The amazing thing Galdorisi through industry and technology updates has been was that the cake was delivered by helicopter still intact and outstanding. And the support that I got from Lloyd Parthemer not at all smashed! Whoever was part of the Helicopter Anti- and Vince Secades in keeping us up-to-date on history of the Submarine Squadron Light (HSL) 37 detachment onboard naval helicopter and its pioneers. Additionally, there were during that time, thank you! You definitely boosted my spirits personal opinions and editorial articles. I believe these topics that day. I wish I had enough of the cake to share, but I blame are what brought new life to the magazine as it was what the

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USPS Statement of Ownership, Management and Circulation for Rotor Review Each year the Naval Helicopter Association, Inc. (NHA) has to submit an USPS 2526R Form (Statement of Ownership, Management and Circulation to ensure Rotor Review is mailed as a periodical each quarter in order to reduce the cost of delivery to our NHA members. Thank you for your support.

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hat I admire most about this community is that you, the naval helicopter community, are the great “multi-taskers” of the fleet. The other naval communities and our nation all owe this community a great deal of appreciation and gratitude for what you do.

community wanted to discuss. I am glad and very appreciative to have had the opportunity to witness this type of growth with Rotor Review.

I have also learned a lot about the rotary community through the experience of each editor-in-chief. Individually, they each brought a different aspect to Rotor Review and the Rotor Review team: Clay Shane- passion; Lt. Cmdr.

Kristin Ohleger-Todd - strength; Lt. Cmdr. Scott Lippincott - innovation; Allison Fletcher - unity; Lt. Ash Preston community and, although this is her first issue, I already see that Lt. Emily Lapp offers a new perspective with fresh ideas.

Additionally, the work of the community editors was crucial in providing content for each issue and making Rotor Review such an exciting magazine to read.

Above all, I must thank my family for their love, support, encouragement and inspiration to get up and do this job each day. Honestly, I would have never thought to apply for the art editor position if it weren’t for my wife, Dr. Anna Hopson, researching the opportunity and encouraging me to go for it.

What I have found most refreshing about this community and organization is that you have included and made welcome my wife and daughters. And, on the behalf of my family, we thank you for the opportunity to be of service to you in many ways via NHA, NHA Scholarship Fund and the NHA Historical Society.

That family support is what I take away from my 10 years at Rotor Review. The magazine is more than just telling stories about what aircraft and missions you fly. It is also about you as individuals and the love and support received from your spouse, children, parents, other family members and friends; and the support and unity demonstrated each time you strap into the cockpit.

As we celebrate 72 years of naval helicopter history and 44 years of NHA, I want to leave you with this thought: NHA member or not — keep on telling your story. Rotor Review is

your way to record and keep your history alive. It’s the only way the rest of our nation will know how courageously and proudly you all have served our country.

I thank you for these past 10 years and I thank you for your service.

George Hopson at NHA headquarters, already hard at work on the next issue.

Photo by Mrs. Linda Vydra NHA Marketing Manager

The Next Issue of

will be focused on the topic of Aviation Safety.

All photo, video and article submissions need to be sent no later than Nov. 18, 2015 to your Rotor Review community editor or NHA Design Editor. Any other questions, please contact the NHA National Office at 619.435.7139 or navalhelicopterassn@gmail.com.

Rotor Review #130 Fall 2015

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PROUDLY SUPPORTING U.S. NAVY AVIATION PAST, PRESENT AND FUTURE Sikorsky continues to support Naval Aviation with an innovative MH-60R upgrade strategy and the MH-53K, the future of Naval Aviation Mine Counter Measures.

MH-60R upgrade plans include a significant increase in time on station, payload, and safety measures.

The upgrade plans also include a reduction in maintenance hours and operating costs.

The Sikorsky MH-53E Sea Dragon TM is the only proven airborne mine hunting and sweeping capability currently fielded by the U.S. Navy. The MH-53K promises increased payload, reduced work load, lower flight hour cost, improved safety margins, and keeping sailors out of mine fields. Airborne Mine Counter Measures has proven to be the most effective solution to enemy mines and will likely continue to be relied upon into the future.

Sikorsky has provided helicopters to the Navy since the first helicopter rescue in 1947 and we are honored to continue providing Navy Aviation with multi-mission helicopters designed to meet the Navy’s aviation needs today, tomorrow, and in the future.

sikorsky.com | follow us on: The MH-53E Sea DragonTM is a trademark of the Sikorsky Aircraft Corporation.

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