Rotor Review Winter 2018 #139

Winter 2018 NUMBER 139

HA/DR

“How Do You Spell Relief?”

1st Place Photo Contest Winner Landing at Sunset: Redhawk 743 conducting Day into Night DLQs. Photographer - LCDR Scott Moak, USN

Also in this Issue:

Embracing New Technologies Visualization Fly by Wire HC-5-There I was

An MH-53E Sea Dragon helicopter assigned to the "Blackhawks" of Helicopter Mine Countermeasures Squadron (HM) 15, attached to the amphibious assault ship USS Wasp (LHD 1), transports a concrete barrier to the Guajataca Dam in Quebradillas, Puerto Rico.

U.S. Navy photo by Mass Communication Specialist 3rd Class Michael Molina.

FOCUS: HA/DR Love You Helos, Go Away James T. McKenna.............................................................................................42 Quick Switch From OPFOR to HA/DR LTJG Jack Devine, USN....................................................................................43 Pacific Partnership 2017 Shifts Focus to Humanitarian Aid/Disaster Relief CPO 1st Class Micah Blechner, USN ............................................................44 Forces of Nature CDR Chip Whitfield, USN, Commanding Officer HSM 40............................45 A Caribbean September to Remember LCDR Nick Leiter, USCG................................................................................46 HA/DR is Logistics LT James Srisutasanavong, USN... .........................................................50 Hurricane Maria Response LTJG Paul Nelson, USN ..................................................................................51 Hurricane Irma Response LTJG Paul Nelson, USN....................................................................................53

Winter 2018 ISSUE 139 Photo Contest 1st Place Winner "Landing at Sunset" Redhawk 743 conducting Day into Night DLQs. Photographer - LCDR Scott Moak, USN

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 Corporation Code, is available on the NHA website at www.navalhelicopterassn. org. POSTMASTER: Send address changes to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578.

FEATURES NHA Photo Contest Rotor Review Staff .......................................................................................24 Staying One Step Ahead of the Threat: Embracing New Technologies Article by CAPT George Galdorisi, USN (Ret).............................................. 30 After Action Report: 2017 Gulf Coast Fleet Fly-In and NHA Join Up LT Caleb Levee, USN ........................................................................................34 Compulsory ASAP Reporting Wastes Time, Damages Navy Safety Program Credibility and Results in an Under-reporting of Safety Incidents Article by: LCDR Tom "Dirty" McCurdy, USN.................................................36 Bold Alligator 17: U.S., U.K., Mexican Reconnaissance Team Conducts Helocast Operations Courtesy Story, II Marine Expeditionary Force .............................................37 “YES”: An Aviator Mentality LT Andrew “Lennie” Drummond, USN ...........................................................38 The Flying Mad Man Article by LT Brandon Telatovich, USN............................................................39 Ensuring Maritime Superiority across the Korean Peninsula LT Aaron T. Sheldon, USN.............................................................................41

In Appreciation of this Issue's Advertisers Robertson Fuel Systems...............................................C2 Navy Mutual ..................................................................9 Hover Girl Properties ................................................ 40 Bell Helicopter.............................................................48 Sikorsky, a Lockheed Martin Company....................C4

©2017 Naval Helicopter Association, Inc., all rights reserved

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 keeps membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure the Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing Community.

Rotor Review #139 Winter'18

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DEPARTMENTS Chairman’s Brief ...................................................................................... 5 In Review .................................................................................................. 6 Letters to the Editors ............................................................................. 7 From the Organization .......................................................................... 8 In the Community .................................................................................10 Industry and Technology Roadmap for Unmanned Systems Being Drawn for the Department of the Navy Kelley Stirling and Andy Van Scyoc ............................................14 Game On! Evaluating a Video-Game Style Attack Hand Control Unit in the MH-60S LT Brian “Turtle” Cramer, USN and Dr. Chris Coburn................16 Visualization Realization Mark Robin ...................................................................................18 A Look at Fly-By-Wire Systems Ray Prouty ....................................................................................20 Useful Information How to Prepare for a Disaster Evacuation Information Courtesy of USAA ..................................................22 Navy Doctrine Library Moves, NWDC Announces Improved Online Site for Navy Doctrine Navy Warfare Development Command ....................................24 A Helo Bubba’s Intro to Global Force Management CDR Matt “Wrecking Ball” Wellman, USN ............................... 25 Helo History Indian Princess.. Really?

LCDR Tom Phillips, USN (Ret.).....................................................54 Med Cruising, 70’s Style (Part 1) CDR John Ball, USN (Ret.)...........................................................56 Change of Command.................................................................................66 .

Command Updates ...................................................................................72 Squadron Reunions ................................................................................63 Pulling Chocks ........................................................................................63 Radio Check ................................................................................................64 There I Was There I Was,The Founding Of HC 5 Det 6!

Bill “Red Dogg” Moss AFCM (AW/NAC), USN (Ret)...................68 We Have the Watch CDR Josh "Comrade" Fagan,USN ...............................................71 One Pilot’s Experience at the Joint Personnel LT Caitlin Schemenski, USN ........................................................73 Log Run to the USS Kidd LT Nichole L. Frantz, USN ...........................................................74 For Want of a Shoe LT James Robillard, USN with LT Robert Lennon, USN .............75 SAR for the Man Onboard LTJG Brian Colby, USN.................................................................76 Engaging Rotors ...........................................................................................93 Signal Charlie ...............................................................................................96

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Editorial Staff Editor-in-Chief LT Caleb Levée, USN caleb.levee@navy.mil Managing Editor Allyson Darroch loged@navalhelicopterassn.org NHA Photographer Raymond Rivard Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil CAPT Jill Votaw, USN (Ret.) jvotaw@san.rr.com HSC Editors LT Christa Batchelder (HSC West) eugene.pontes@navy.mil LT Kristin Hope, USN (HSC East) kristin.hope@navy.mil LT Greg Westin, USN (HSC East) gregory.westin@navy.mil HSM Editors LT Mallory Decker, USN mallory.decker@navy.mil LT Chris Campbell, USN (HSM West) christopher.m.campbe@navy.mil LT Jess Phenning, USN (HSM East) jessica.l.phenning@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usn.mil USCG Editors LT James Cepa, USCG james.e.cepa@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.mil Aircrew Editor AWS1 Dan Mitchell, USN daniel.l.mitchell@navy.mil Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian CDR Joe Skrzypek, USN (Ret.) 1joeskrzypek1@gmail.com

Editors Emeriti

Wayne Jensen - John Ball - John Driver Sean Laughlin - Andy Quiett - Mike Curtis Susan Fink - Bill Chase - Tracey Keefe Maureen Palmerino - Bryan Buljat - Gabe Soltero Todd Vorenkamp - Steve Bury - Clay Shane Kristin Ohleger - Scott Lippincott - Allison Fletcher Ash Preston - Emily Lapp - Mallory Decker

Historians Emeriti

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

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Corporate Members Our thanks to our corporate members for their strong support of Rotary Wing Aviation through their membership.

Airbus AECOM Amazon Military Avian, LLC BAE Systems Electronic Bell Helicopter Boeing Breeze Eastern Bristow Group CAE Crew Training Int’l. (CTI) Fatigue Technology FLIR Elbit Systems of America GE Aviation Innova Systems Int’l. LLC L3 Technologies Communications Systems-West L3 Technologies Link Simulation & Training L3 Technologies Vertex Aerospace Leonardo Helicopter Lockheed Martin Kongsberg MD Helicopters Northrop Grumman Raytheon Company Robertson Fuel Systems Rockwell Collins Simulation & Training Solutions Rolls Royce Co. SES Sikorsky a Lockheed Martin Company SkillMil Inc. SkyWest Airlines Trans States Airlines (TSA) Telephonics USAA Vector Aerospace

NHA Scholarship Fund

President............................................CDR Derek Fry, USN (Ret.) Executive Vice President............CAPT Kevin “Bud” Couch, USN (Ret.) VP Operations...................................................................VACANT VP Fundraising .................................................................VACANT VP Scholarships.................................................................VACANT VP CFC Merit Scholarship............................LT Nicholas Engle, USN Treasurer.................................................LCDR Bob Royal, USN (Ret.) Corresponding Secretary..................................LT Kory Perez, USN Finance/Investment.........................CDR Kron Littleton, USN, (Ret.)

NHA Historical Society

President..........................................CAPT Bill Personius, USN (Ret.) Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer.................................................Mr. Joe Peluso San Diego Air & Space Museum............CAPT Jim Gillcrist, USN (Ret.) USS Midway Museum.....................CWO4 Mike Manley, USN (Ret.) Webmaster.......................................CDR Mike McCallum, USN (Ret.) NHAHS Board of Directors..........CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.)

Junior Officers Council

Region 1 ...................................................LT Morgan Quarles, USN Region 2 .......................................................LT Ryan Wielgus, USN Region 3 .....................................................LT Michelle Sousa, USN Region 4 ....................................................LT Tony Chitwood, USN Region 5 ..................................................LT Christina Carpio, USN Region 6 ........................................................................... VACANT

Rotor Review #139 Winter '18

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

National Officers President.................................................CDR Brannon Bickel, USN Vice President……………….................CDR Sean Rocheleau, USN Executive Director..........................CAPT Bill Personius, USN (Ret.) Membership/Registration ........................................Mrs. Leia Triplett Marketing & Finance..............................................Mrs. Linda Vydra Managing Editor.................................................Ms. Allyson Darroch Retired and Reunion Manager ......CDR Mike Brattland, USN (Ret.) VP Corporate Membership............CAPT Joe Bauknecht, USN (Ret.) VP Awards ................................................CDR David Collins, USN VP Membership .................................................................VACANT VP Symposium 2018.......................................CDR Joe Torian, USN Secretary.............................................................LT Rick Jobski, USN Treasurer ..................................................LT Diane Sebastiano, USN NHA Stuff........................................................LT John Kipper, USN Senior NAC Advisor....................................AWCM Justin Tate, USN Directors at Large Chairman...........................RADM William E. Shannon III, USN (Ret.) CAPT Gene Ager, USN (Ret.) CAPT Chuck Deitchman, USN (Ret.) CAPT Dennis DuBard, USN (Ret.) CAPT Tony Dzielski, USN (Ret.) CAPT Greg Hoffman, USN (Ret.) CAPT Bill Personius, USN (Ret.) CAPT Mario Misfud, USN (Ret.) CDR Derek Fry, USN (Ret.) Regional Officers Region 1 - San Diego Directors...…........................................CAPT Kevin Kennedy, USN CAPT Dave Walt, USN CAPT Mike Mineo, USNR President..…...............................................CDR Joseph Murphy, USN Region 2 - Washington D.C. Directors ....……...……........................CAPT Kevin Kropp, USN Col. Paul Croisetiere, USMC (Ret.) Presidents .........................................CDR Wayne Andrews, USN CDR Pat Jeck, USN (Ret.) Region 3 - Jacksonville Director ...................................................CAPT Michael Burd, USN President.................................................CDR Richard Whitfield , USN Region 4 - Norfolk Director ........................................................CAPT Al Worthy, USN President ........................................................CDR Ryan Keys, USN Region 5 - Pensacola Directors........................................................CAPT Doug Rosa, USN CAPT William E. Sasser, Jr, USCG President .....................................................CDR Steve Audelo, USN 2017 Fleet Fly-In.........................................LT Kristina Mullins, USN Region 6 - Far East Director...................................................CDR Dennis Malzacher, USN President....................................................CDR John Bushey, USN

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Chairman’s Brief

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- During the Captains of Industry Panel one of the industry members mentioned that there is an active TH-57 on the flightline at NAS Milton that has over 25,000 hrs on it. We really need to get on with the rotary wing trainer replacement program.

- During the Safety Center brief it was highlighted that mishaps due to degraded visual environment is still an issue.

This is another issue that we need to get fixed. I believe the technology exists.

- Finally: thanks to the NHA staff and our industry sponsors for the great social events.

One final pitch for the 2018 NHA Symposium: Next year’s event will be at the Norfolk Marriot. It is located in the Waterside area of Norfolk , which recently had a bit of a facelift so it should be a great location. We’ve managed to negotiate per diem rates for rooms so you should have no issues setting up your TAD travel. Looking forward to seeing you all there!

All for now!

reetings! Well it’s finally happened!

We‘ve got a helo CAG select!!

Congratulations to CDR Matt “Hondo” Barr, former Commanding Officer of HSM-78, for this historic selection.

Matt comes from a storied Navy Helo family; his dad is CDR Dick Barr a former decorated Vietnam gunship pilot from HAL-3 who also went on to command HC-1. We are all very proud of you Matt!!

Just a short note on this year’s Fleet Fly-In / NHA JoinUp: Congrats and thank-you to the folks at TRAWING Five and the NHA staff who put together another great event.

Nothing is more inspiring than talking with the future of our community. A few personal highlights: -The Senior Officer Panel was held at the Naval Aviation Museum again with very good turnout……what a fantastic venue. VADM Paul Grosklags, our NAVAIR Commander, was there for the event. He has supported every NHA event.

Thx G8!

RADM Bill Shannon USN (Ret)

Sailors assigned to the amphibious assault ship USS Wasp (LHD 1) board an MH-53E Sea Dragon helicopter assigned to HM 15 to conduct a family assessment in Puerto Rico.

U.S. Navy photo by Mass Communication Specialist 3rd Class Levingston Lewis.

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In Review Salutations Rotor Review Warriors!

By LT Caleb "Baggins" Levée, USN

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his issue’s focus is dedicated to the Amphibious Navy – and the integration of the Navy and Marine Corps aviation team. The BlueGreen team continues to push the envelope of innovation and enhanced warfighting capabilities. A pop-up feature touches on the heroic saves and services provided for Hurricane Harvey and Irma Relief efforts. Only midway through a catastrophic and record-breaking hurricane season, the Atlantic shows no sign of letting up. However, even in the worst of circumstances, our global force for good shines as a beacon of hope to those in need – often when there’s no one else to turn to. In this light, the theme of Rotor Review 139 will be Humanitarian Assistance/Disaster Relief (HA/DR).

Radio Check

It’s no secret that the civilian airline industry’s demand for qualified pilots is increasing. Not only are baby boomers retiring, but passenger demands continue to grow. Beyond the airline industry increasing salary and signing bonuses in attempts to hire at an unprecedented rate, other industries are snatching up pilots and maintenance professionals to fill their emergent demand as well.

Every military aviation community is addressing active and potential retention issues. The Air Force and fixed wing communities are being targeted more aggressively, for obvious reasons. But is it happening in helicopter aviation as well?

Or is our community immune because of our love of country and flying?

During the House Armed Services Subcommittee on March 29, 2017, top personnel officials from the Army, Navy, Marine Corps and Air Force met to address their concerns on the pilot shortage affecting all four branches. Lt. Gen. Gina Grosso, USAF, sited a 2015 exit survey ranking influences to leave active duty, “maintaining work/life balance is the number one reason and that’s 45%. Availability of civilian jobs is 28%.” In this issue’s Radio Check, you’ll find some pretty amazing examples of what work/life balance means and why it’s so important to find what works for you. If you can't love what you do or find time for 'life,' something will inevitably suffer.

As far as availability of civilian jobs, what is military aviation doing to compete with potential salaries and lifestyle of the civilian world (bonuses, promotion, incentives, balance)? Is money the systemic issue or is there an underlying cultural issue that repels our seasoned aviators? In the next issue of Rotor Review, I would like to gauge the pulse of the helicopter community with the Radio Check question, “Do you think there is a retention issue in Naval Helicopter Aviation? If so, why?”

See you at the Fly-In!

-Baggins

Check it out on page 65

Rotor Review #139 Winter '18

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Letters to the Editors It is always great to hear from the members of NHA to learn the impression Rotor Review is making on readers. The magazine’s staff strives to provide a product that meets demand. We urge you to remember that we maintain many open channels to contact the magazine staff for feedback, suggestions, praise, or publishing corrections. Your anonymity is respected. If you would like to write a letter, please forward any correspondance to caleb.levee@navy.mil , loged@navalhelicopterassn.org or mail to the following address: Letters to the Editor c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578

"The HZ-1 Aerocycle, also known as the YHO-2 and by the manufactur-

er's designation DH-4 Heli-Vector, was an American one-man "personal helicopter" developed by de Lackner Helicopters in the mid 1950s."

Naval Helicopter Association

Rotor Review Submission Guidelines Articles: Word documents as attachements are the preferred format. Do not embed your images; send as a separate attachment.

2. Photos and Vector Images: Should be as high a resolution as possible and sent as a separate file from the article. Please include a suggested caption that has the following information: date, names, ranks or titles, location and credit the photographer or source of your image.

3. Videos: Must be in a mp4, mov, or avi format.

• 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 maneuvers 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 a positive light.

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2018-2019 Submission Deadlines and Publishing Dates Spring 2018 (Issue 140) ........................March 19 / April 30, 2018 Summer 2018 (Issue 141)........................July19 / August 30, 2018 Fall 2018 (Issue 142) .................September 18 / October 10, 2018 Winter 2019 (Issue 143) .........November 18 / January 10, 2019 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.

All submissions can be sent to your community editor via email or to Rotor Review by mail or email at loged@navalhelicopterassn.org or Naval Helicopter Association, Attn: Rotor Review P.O. Box 180578, Coronado, CA 92178-0578

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From the Organization President’s Message

by CDR Brannon “Bick” Bickel, USN

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reetings from sunny San Diego! I hope that this issue finds you and your family well and that you had a great holiday season.

The National office is keeping busy with preparations for NHA 2018 in Norfolk. I’m really looking forward to the fleet engagement with you all at the Marriott Norfolk Waterside complex. It’s sure to be a wonderful time for the entire Rotary-Wing Community to get together and celebrate our past heritage and present successes at sea and ashore. For those on the pointy end of the spear, thanks for standing the watch. For those getting ready to deploy, congratulations on the hard work gaining readiness through pre-deployment exercises. Best of luck as you head over the horizon. This issue of Rotor Review will highlight those times when we’ve had strategic impact on the National Military Strategy, specifically conducting Humanitarian Assistance and Disaster Relief around the globe. Whether we do that following a nuclear disaster in a foreign land or after a natural disaster at home, Naval helicopter crews are showcasing the tremendous capabilities of the Carrier Strike Group, our Carrier Air Wings, and Naval Aviation writ large. We are making a difference around the globe in saving lives through emergency evacuations and delivering critical life-saving supplies. This mission area is common to all Naval Helicopters and also has strategic impact on how our allies and partners view this great land we call home, the United States.

Switching gears, I’d to personally thank our outgoing Rotor Review Editor, LT Caleb “Baggins” Levee, for the thankless job that he’s done putting together issue after issue of Rotor Review. Baggins, BZ! I’d also like to welcome our new Editor, LT Shane “Clover” Brenner. Clover, good luck… no pressure!

To all, enjoy the issue!

Keep it on glideslope.

-Bick

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Executive Director’s Notes

by CAPT Bill Personius, USN (Ret.)

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hank you to all that participated in, worked at and attended the 2017 Training Wing 5 Gulf Coast Fleet Fly-In and NHA Join-Up this year. NHA Region Five CDR’s Audelo and Parker and their team of volunteers did an outstanding job making it all happen so everyone had an outstanding week. I wanted to say a special thank you and welcome to the new Commodore Colonel Dave Morris, USMC and Deputy Commodore CAPT Doug Rosa, USN for hosting such an outstanding event. We all enjoyed a great week filled with professional presentations, briefings and social activities. Thank you to the National Naval Aviation Museum and to all our corporate sponsors and industry partners who without your help the week’s events would not have been possible. We especially like the Naval Aviation Museum setting and we continue to make improvements each year that hopefully make the event better for all those involved.

While we had a limited number of aircraft participate this year due to hurricane and the disaster relief efforts on-going in Texas and Puerto Rico, the Fleet pilots and aircrew managed to get the SNA’s out for a test flight and our corporate partners also showed-up in force and took the introduction team members out for assessment flights. Thank you to everyone at the base, airfield and other support services for your assistance during the week to make it all happen.

I’d like to thank our Region 6 President Carey Casterline for all his support and welcome Chris “Morgs” Morgan to the team as the new Region 6 President. Thank you to CDR Nick Leclerc, CO of HSC-21 for your leadership as the NHA Region One President and welcome aboard to CDR Joe Murphy, USN, CO of HSM 35 as his relief. I would also like to thank Mr. George Hopson for his 12+ years of dedicated service to the NHA organization. George best of luck to you and your family in the years ahead and in your next job.

A big thank you to NHA Region One for a very successful Hawk Ball and we appreciate the Air Boss and his wife Peg attending what was a great event at the Bahia Resort and Hotel. A good time was had by all! Thank you to LT Caleb Levee, USN from HSC-3 for being our NHA Rotor Review Editor-In-Chief. Great work Caleb and I know your relief LT Shane Brenner, USN from HSM-41 will work hard to follow in your footsteps. Best of luck to both of you in the future. We are into the holiday season now and hopefully everyone will take advantage of the time to rest and reflect on the past year and what lies ahead. In the National Office we have shifted gears and are starting to work on the 2018 Symposium in Norfolk and things are starting to take shape.

This year’s theme for the Symposium is 75 Years of Naval Helicopters and Aircrew. We hope that you might consider joining us at the Norfolk Marriott Waterside Hotel 14-18 May 2018. Hope that you enjoy some well-deserved time off with family and friends over the holidays and come back ready to hit it in 2018. Happy Holidays…keep your turns up.

Regards, CAPT P., USN (Ret)

To prove to the Navy the usefulness of the helicopter, Sikorsky sent an S-51 helicopter in 1947 to sea with Task Force 2 with 2 pilots and 2 crew chiefs.

The first military rescue by a helicopter was accomplished on February 9, 1947 by a Sikorsky S-51 helicopter flown by Sikorsky chief pilot Jimmy Viner.

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In the Community Naval Helicopter Association Historical Society

by CAPT Bill Personius, USN (Ret.)

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appy Holidays. I hope that you have had an opportunity to view the new and improved NHAHS Website. CDR Mike Brattland, USN (Ret) has been busy working on and updating the old website and has added a number of new areas and links to some interesting material that we hope that you all will enjoy. We are hoping that you pitch in to help provide the many details of our helicopter history where we have asked for your assistance to send us information that we know that you have and hopefully will be willing to share… such as: Send us your Navy Biography and Photograph Pictures/Scans of your Patches Pictures/Scans of your Plaques Send us Accounts of your Rescues

Send us your Award Citations

Send us Obituaries/Death Notices of our Fallen Heroes/Previous

Helicopter Pilots/Aircrewman, Maintainers and Support Personnel These are just a few of the areas of the website that we are looking for information to continue to tell the story of our Naval Aviation Helicopter Aviation History. We hope that you find the new design and updates both interesting and informative. Please feel free to email Mike Brattland your updates or corrections to retiredreunions@navalhelicopterassn.org. We are also looking for validation of the materials that we currently have on the website so if you see an error or know something that needs to be added please let us know that as well. Have a safe and happy holiday season. Keep your turns up.

Regards, CAPT P., USN (Ret)

Interested in having a reunion? Already working on a reunion? NHA wants to know and help.

Contact NHA’s Retired and Reunion Manager, CDR Mike Brattland USN (Ret.) (619) 435-7139 or email: retiredreunionmgr@navalhelicopterassn.org

Rotor Review #139 Winter '18

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Aircrewman’s Corner

by AWCM Justin Tate, USN

Fellow Aircrewmen, perform their best in the worst possible situations. As a rotary community, we sent a couple MH-60S's from Norfolk into Texas to assist after Hurricane Harvey, a couple MH-60R’s assisted locally in the Jacksonville area after hurricane Irma, a couple MH-53’s and MH-60S’sfrom Norfolk went down to Puerto Rico to assist after hurricane Maria and then more recently a couple helicopters from the Marines along with a couple MH-60S’s from a reserve unit out of San Diego assisted with the raging wild fires in southern California. These may not be all of the humanitarian assistance that was provided over the year, but they are the most recent and I do not discount any others that happened. First of all…THANK YOU all for being the dedicated professionals that you are to go in harms way to make sure others were taken care of. I also want to thank all the others that were called upon to be ready if more assets were needed. It is because of all of you is why we are so successful with whatever the tasking is.

All in all, we as Aircrewmen are very versatile and have the ability to change and adapt to new and ever changing tasking. It is because of all of you as to why the rotary community does so well when called upon. I do challenge each and every one of you to make sure you are conducting business by the book and bring solutions to the discussion if something is not working well. I commend each and everyone of you for taking the oath and volunteering to serve this great country!

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ood day to all of you! In RR138 I talked about the upcoming “Fleet Fly-In and NHA JoinUp” in Pensacola, FL. Well, the “Fleet Fly -In and NHA Join-Up” happened in October. Once again, this was another amazing event.

Special thanks to AWRC Stephen Griffen and his volunteers that put in the time and dedication to make this an absolute success for the perspective Aircrewmen going through Aircrew School, Rescue Swimmer School and AW “A” School. This event really allows us, the Fleet to focus on the future of our rating and give them a glimpse of the communities and see the aircraft they are going to be flying in. If you ever have a chance to attend this event, please do, it is an absolute rewarding experience.

We, as the professional Aircrewmen that we are, constantly train and prepare tactically for our primary missions to make sure we can fight the enemy whenever called upon. All of our training and readiness focus us this way to prepare for deployments and whenever required to defend National Assets.

Every so often, in the rotary community, we are called on to assist in other missions, one being “Humanitarian Assistance and Disaster Relief.” The theme of this issue could not been better timed to give accolades to the few that were called on to

Fly Safe!

NHA Scholarship Fund

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A View from the Labs: Supporting the Fleet

by CAPT George Galdorisi, USN (Ret.)

Humanitarian Assistance/Disaster Relief

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hat a great theme for this issue of Rotor Review, Humanitarian Assistance/ Disaster Relief. And it brings to mind the well-known GEICO commercial, “It’s what we do.” But that said; it’s probably worth a bit of background and maybe even a deep dive to put this important mission in perspective.

First, we all know why we have a military – to win our nation’s wars and to protect America’s security and prosperity. That has been true for over two centuries.

Another way of saying this is the way VADM Tom Rowden, now COMNAVSURFOR, and then-John C. Stennis strike group commander, put it when he spoke to a standing-room-only crowd in our auditorium at SPAWAR Systems Center Pacific.

Admiral Rowden was asked to speak to our scientists and engineers about what C4ISR (command, control, communications, computers, intelligence, surveillance and reconnaissance) capabilities were most important to a carrier strike group commander.

He began his remarks this way: “I was asked to come talk about C4ISR, and I’m going to do that, but first I want to remind you why we have a Navy – we have a Navy to kill people and break things.” I was there, and Admiral Rowden wasn’t being dramatic, he was just trying to remind our workforce of almost five-thousand scientists and engineers why they were doing what they were doing.

So with that as context, where does all this Humanitarian Assistance/Disaster Relief business fit into the equation? How does this undertaking fit into the mission set for a Navy that exists to “kill people and break things?” And how does HA/DR protect America’s security and prosperity?

To answer that, it’s worth looking backwards. After 9/11 and the attacks on Afghanistan and Iraq, America’s stock in the Muslim world was a low ebb. Then, in December 2004, a massive Indian Ocean earthquake and tsunami devastated large portions of the western Pacific. Indonesia, the world’s largest Muslim country, was especially hard hit.

The United States led a massive Humanitarian Assistance/Disaster Relief effort, and Indonesia was the focus of much of that endeavor. When he became Chief of Naval Operations in 2005, Admiral Michael Mullen noted that prior to this relief effort America’s approval rating among Indonesians was dismal. However, after the U.S.-led Humanitarian Assistance/Disaster Relief mission, Indonesians found the United States to be a good partner.

Clearly, the U.S. – and especially the U.S. Navy – didn’t undertake this massive Humanitarian Assistance/Disaster Relief effort specifically to “win friends,” in other parts of the world. We did it because the need was there, and without our help, the human toll would be even worse than what occurred during the storm and its immediate aftermath. But the results had a profound impact on Navy leadership, and now HA/DR has been “mainstreamed” as an important mission for our Navy.

And just as clearly, it is the Navy rotary wing community that does the heavy lifting in any Humanitarian Assistance/Disaster Relief effort conducted by our military and our Navy. And it’s not because our Navy, Marine Corps and Coast Guard aviators and crewmen are smarter, braver or better looking than our comrades in other parts of the military. It’s simply because, “It’s what we do.” And we do it damn well.

Naval air crewmen and Indonesian Soldiers unload relief supplies in the village of Jalan, Sumatra, Indonesia, from an MH60S Nighthawk helicopter assigned to the Gunbearers of Helicopter Combat Support Squadron One One (HC-11). Helicopter squadrons with the Abraham Lincoln Carrier Strike Group and Sailors from USS Abraham Lincoln (CVN 72) are supporting Operation Unified Assistance, the humanitarian operation effort in the wake of the Tsunami that struck South East Asia. U.S. Navy photo by Photographer's mate 2nd Class Philip A. McDaniel

Rotor Review #139 Winter '18

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A View from the JO Council

By LT Andrew “Hassle” Hoffman USN

Thanks for the Fly-In

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hanks to all those who helped make the 2017 Fleet Fly-In and NHA Join-Up a great success. This event is a fantastic way to welcome HT students into the rotary wing community while providing them information to aid in their aircraft selection. Additionally, it’s a great way for fleet aviators to get re-energized by going back to our collective roots at Whiting Field.

Region One also recently held its annual Hawk Ball in November. The event was held at the Bahia Hotel in Mission Beach and was highly attended. Big thanks to Airboss for taking time from his busy schedule to attend our social event.

Planning is being finalized for the 2018 NHA Symposium in Norfolk. I’m looking forward to seeing a lot of familiar faces on the East Coast! Fly safe!

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Industry and Technology

Roadmap for Unmanned Systems Being Drawn for the Department of the Navy

Article by Kelley Stirling and Andy Van Scyoc, Naval Surface Warfare Center, Carderock Division Public Affair

An MQ-8B Fire Scout unmanned aircraft system, left, and an MH-60R Sea Hawk helicopter are displayed on the flight deck of the littoral combat ship USS Fort Worth (LCS 3) while the ship is moored pierside in Singapore. Fort Worth is on a 16-month rotational deployment in support of the Indo-Asia-Pacific-Rebalance.

U.S. Navy photo by Lt. James Arterberry

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he Unmanned Systems Facilities workshop held by the office of the deputy assistant secretary of the Navy for unmanned systems (DASN UxS) and hosted by Naval Surface Warfare Center, Carderock Division Sept. 19-20 was just one step in the process to realize the future of unmanned systems within the Department of the Navy (DON).

Specifically, the workshop at Carderock's West Bethesda, Maryland, headquarters dealt with facilities to test UxS and train the human operators.

The facilities workshop included representatives from across the Department of the Navy, to include Office of Naval Research (ONR), Naval Sea Systems Command (NAVSEA), Naval Air Systems Command (NAVAIR), Space and Naval Warfare Systems Command (SPAWAR) and Naval Meteorology and Oceanography Command (NMOC), as well as from the U.S. Naval Research Laboratory, Virginia Commercial Space Flight Authority and NASA Wallops Flight Facility.

Ryan Fitzgerald, the director of technology for DASN UxS, and Andy Van Scyoc, DASN UxS chief of staff, facilitated the workshop at Carderock. Fitzgerald explained to attendees how the DASN UxS office got to this point since its establishment in November 2015.

Rotor Review #139 Winter '18

"One of our tasks was to develop a comprehensive DON roadmap for unmanned systems," Fitzgerald said.

Three primary steps served to inform the roadmap: first, establishing the 2030+ vision for unmanned systems, whether in the open ocean, the littorals or in the Arctic; second, defining the barriers to realizing the vision; and last, identifying specific action items to overcome those barriers. In all, approximately 250 action items were identified. From all these inputs, DASN UxS developed the DON Strategic Roadmap for Unmanned Systems and submitted it to the assistant secretary of the Navy in early 2017.

Fitzgerald said the goal of the series of summer workshops was to address the 250 action items. The recent facilities workshop at Carderock examined a handful of those action items in detail. Action items ranged from the capability to adequately test autonomy, which cannot be done deterministically, to duplicating conditions and threats in the unique operating environments that unmanned systems will face in the future.

Discussions also included the benefits and drawbacks to modifying current facilities and ranges or developing new ones to test and train in the land, air and sea environments for future cross-domain unmanned systems.

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"This workshop was identifying that we may have gaps in our facilities. In order for us to test and evaluate autonomy and gain trust in autonomous systems, we need to explore the facility capabilities," said Reid McAllister, director for Carderock's Integrated Unmanned Maritime Mobility Systems (Code 00X). He is also the co-lead of NAVSEA Warfare Centers' Unmanned Vehicles and Autonomous Systems Working Group (UVAS WG), along with Dr. Brian McKeon, department head of Undersea Warfare Weapons, Vehicles

lot of our facilities, our ranges, our policies, our instrumentation, our expertise, our personnel - it's moving a lot faster than the technology we can keep up with in order to evaluate it."

According to Fitzgerald, technology advances are not as much of a barrier as some of the cultural, policy and legal obstacles. The input gathered at the workshops in these areas will be crucial to the larger plan of successfully integrating unmanned systems.

"We have so many S&T (science and technology) organizations that are in the business of that technology development," Fitzgerald said. "We can take the desire for technological advances and map it on to ONR's S&T framework. That's already an action plan, so a workshop is not required."

Before a workshop is held, Fitzgerald's group reaches out to the unmanned systems community to find out what people are working on and how it might relate to the action items.

During the workshop, they hold leveling briefs to get all the attendees on the same page.

"The community members know what they are working on," Fitzgerald said. "What we are seeing is people realizing that there are some synergies that can be had, some collaboration. That's a great connection to start with. Then, given where we are, we work together to try to determine who should be heading up each of these actions, who should be supporting that organization, and then what do the stakeholders need to implement."

Fitzgerald said the DASN UxS team will gather all the out briefs and discussion points taken from the summer workshops and give them a holistic overview before generating any results or output, which the community can expect some time next year.

""I've run across a lot of interesting scenarios that I scratch my head and say, how am I actually going to be able to test that in the near future,." and Defensive Systems at Naval Undersea Warfare Center (NUWC), Newport Division.

McAllister said the UVAS WG was established in September 2015 as a collaborative effort across the Warfare Centers for multi-domain unmanned systems, meaning undersea, surface, air and ground capabilities. The group has an active role within the DASN (UxS) Roadmap, as part of the Navy Research and Development Establishment.

For Lee Mastroianni, a program manager from ONR, determining the future of researching and testing unmanned systems is very important because it is sometimes hard to see how some of the testing will take place, especially when a multi-domain autonomous mission is required.

"I've run across a lot of interesting scenarios that I scratch my head and say, how am I actually going to be able to test that in the near future," Mastroianni said. "We are really good at individual, single unmanned platforms with low op-tempo, not too complex of an environment. We've been doing that for a while. But technology is evolving a lot faster than that. A

Rick Rhodes (front) from the Office of the Chief of Naval Operations (OPNAV) Air Warfare (N98), participates in the Deputy Assistant Secretary of the Navy for Unmanned Systems (DASN(UxS)) Facilities Roadmap workshop Sept. 19, 2017, at Naval Surface Warfare Center, Carderock Division in West Bethesda, Maryland. U.S. Navy photo by Monica McCoy.

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Game On! Evaluating a Video-Game Style Attack Hand Control Unit in the MH-60S Article by LT Brian “Turtle” Cramer, and Dr. Chris Coburn, HSCWSL

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racking and engaging high-speed maritime targets with precision guided munitions in the MH-60S is a challenging task. Pilots must stay beyond enemy weapon engagement zones, maneuver the aircraft within valid shot parameters, and control the Multi-Spectral Targeting System (MTS) effectively enough to acquire, track, and engage a target. The task is workload intensive; in the MH-60S the MTS Hand Control Unit (HCU) can only be accessed by the pilot in the left seat, and controls are designed for single-hand use (although many pilots use two hands to improve target tracking and engagement).

Figure 1. MH-60S Hand Control Unit.

To address some of the challenges associated with the current HCU, engineers at the Naval Surface Warfare Center – Crane developed a prototype Attack Hand Control Unit (AHCU), modeled after popular two-handed video game control units.

Working closely with MH-60S Weapons and Tactics Instructors, the AHCU was designed with an ergonomic, intuitive control layout. Additionally, and perhaps more importantly, the AHCU was connected to the center console with several feet of cable, thereby allowing the MTS to be controlled by either pilot or by an aircrewman in the aircraft cabin. This quadruples the number of potential sensor users in the aircraft and decreases overall crew workload by allowing the crew to split the task of controlling the MTS throughout a flight.

Figure 2. Prototype Attack Hand Control Unit.

To assess the effectiveness of the AHCU, we compared the performance of pilots and aircrewman acquiring, tracking, and engaging targets with the HCU and AHCU in an MH-60S simulator (the device is currently not authorized for use in the aircraft). Using the Joint Semi-Automated Force system, we created scenarios of slow and high-speed maneuvering and non-maneuvering 30-ft boats, presenting various Rotor Review #139 Winter '18

target-to-helicopter aspects (e.g. coming directly toward helicopter, moving left to right relative to the helicopter, etcetera).

The simulator operating system was used to establish the aircraft parameters, which ensured all participants experienced the same target and aircraft characteristics.

Twenty-six pilots and enlisted aircrew from the Fleet Replacement Squadron, Fleet Squadrons, and the Weapons School participated in the evaluation. They were organized into two groups, one for the HCU and one for the AHCU. Each group included an equal share of experienced (Fleet Pilots) and novice (FRPs and Aircrewmen) HCU users. Each person was provided classroom training on the AHCU or HCU control functions, followed by a 1.5-hour simulator event of hands-on training and eight practice events, followed by eight “scored” events. Performance measures included the time to acquire the target, the amount of time laser energy was maintained on the target during an engagement, the amount of time laser energy was not maintained on the target during an engagement, and the number of successful target engagements. Simulator events were recorded, and performance scores were gathered from the recordings.

We conducted a statistical analysis of performance differences between groups, controlling for aircraft experience (based on flight hours) and video game controller experience (based on the number of years of experience). We found significant differences in performance in favor of the AHCU. AHCU users, on average, acquired high speed targets 27% faster, maintained target track 14% longer, lost track 30% less often, and successfully engaged 27% more targets. Flight experience did influence the ability to track and hit a target, but game experience effects were not significant between groups in our test.

In addition to measuring performance, we gathered subjective measures of workload. During a review of simulator engagements, each participant rated the amount of workload experienced for 8 acquisitions and 8 tracking events using the Bedford Workload Scale, a method often used when rating pilot workload. After rating individual acquisition and tracking tasks, participants were asked to consider the workload for the entire task, and rate the workload they experienced using the NASA Task Load Index. The NASA TLX produces a composite score of workload based on subject ratings of mental demand, physical demand, temporal demand, performance, effort, and frustration. The NASA TLX is also commonly used to rate pilot workload.

As with performance measures, we conducted a statistical analysis of workload ratings while controlling for the effects of flight experience and gamer experience. On average, AHCU ratings for workload during acquisition and tracking were significantly lower than workload for the HCU (19% and 21% lower, respectively). NASA TLX ratings were also lower for the AHCU (6% lower).

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INDUSTRY AND TECHNOLOGY A final subjective measure gathered was usability. We developed a control unit usability scale made up of 10 factors, based on DoD guidelines for evaluating control units and recommendations from HX-21 engineers. Participants rated the AHCU significantly more “user-friendly” than the HCU. Usability scores for the AHCU were 24% better than the HCU usability scores.

The lethality of the MH-60S in the maritime environment has been significantly enhanced in recent years with the addition of a 20mm cannon, unguided rockets, and the Advanced Precision Kill Weapons System (APKWS). Like the AGM-114 HELLFIRE, the effectiveness of the APKWS depends on the ability of the crew to acquire and maintain track on a target during an engagement. The existing HCU, although effective, has some characteristics that limit aircrew capabilities (e.g., being restricted to a single user and control layout). The evaluation of our Attack Hand Control Unit, provided by NSWC Crane, demonstrated improved performance in comparison to the existing HCU. Additionally, aircrew found the device to be more user-friendly and less workload intensive. Although the device was rated highly, participants did have recommendations for improvement, including longer, angled hand-grips, improved fidelity of slew controls, adjusting pressure sensitivity of triggers, providing a trigger guard to eliminate inadvertent trigger pulls, and modifying the cable to reduce potential entanglement. Moving forward, we (HSCWSL and HSCWSP) are recommending the AHCU be considered for further development and evaluation, as an addition to the already capable suite of MH-60S Armed Helicopter weapons systems. Follow on development should attempt to address recommendations from test participants and, importantly, evaluate performance in the aircraft, as we were limited to evaluating the device within the simulator. We encourage community leadership to keep this device in mind in their next Naval Aviation Readiness Group (NARG) vote.

More information on the Attack Hand Control Unit can be downloaded at the Unclassified HSC Community SHAREPOINT under the MTS section of the Documents tab at https://go.usa.gov/xnW3s.

Join us for the 2018 NHA Symposium

All Aviation Golf Tournament NAS Oceana Aeropines Golf Course Virginia Beach,VA Friday May 18, 2018 ENTRY FEES: Retired/Civilian - $90 Active Duty - $75 Fees include: Green fees and cart; Range Balls; Breakfast Goody Bag; Lunch; Prizes FORMAT: 4 Man Captain’s Choice (Scramble)

Registration opens March 1, 2018 To register or for more information visit NHA's website: http://www.navalhelicopterassn.org Proceeds benefit: Wings over America Scholarship Foundation, Naval Helicopter Association, Tailhook and ANA Hampton Roads

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Visualization Realization Article by Mark Robin

Helicopter simulator and training device capabilities are increasing, while their cost-to-benefits are decreasing.

Frasca International’s Level 7 Flight Training Device is evidence of flight simulation’s evolution. Photo courtesy of Frasca

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odern high-fidelity helicopter simulators and training devices that artificially re-create rotorcraft flight and the environment in which pilots fly have become powerful training tools for pilots. Among their many benefits, they can: Enhance the quality of aircraft training time by letting pilots completely understand concepts and develop significant flying skills before entering the helicopter.

Ensure safety by allowing pilots to learn safe operations and make mistakes in a safe environment.

Enable year-round training operations.

Simulation Evolution Advances in aerodynamics and ground-handling models have produced extremely accurate simulations of helicopter performance. At helicopter simulation training’s inception, “The operators of larger helicopters came to appreciate it and were early adapters,” says Steve Phillips, VP of communications at FlightSafety International Inc. “The twin-engine operators started it, and then single-engine operators came on board in a big way.”

Phillips compares the evolution of improved helicopter flight simulation to the move to high-definition television. Originally, “flight simulation was in black and white with no daylight scenes, but now it really looks like a high-resolution image,” he said.

“Advances in computer technology, including faster processing speed and storage, have made technologies such as photorealistic visual displays possible and have vastly increased the realism of the simulation.”

Due to advanced flight testing and more realistic visual systems, there are also mission-training capabilities that can be applied to law enforcement and air medical transport scenarios, according to Frasca. For example, “Simulators can now be equipped with flir technology to simulate a helicopter pilot following a suspect,” Frasca’s Peggy Prichard said. “We can also simulate landing in difficult conditions for emergency rescue operations. Better mission-training capabilities leads to better-prepared pilots.

Visual systems have become increasingly more accurate with exact replication of landmarks, and more incredible realism with waves in the ocean and weather effects.”

Frasca’s Level 7 Flight Training Device is evidence of flight simulation’s evolution. “It gives us the kind of training fidelity that you could previously only achieve with a full-flight simulator,” said Stephen “Tink” Sullivan, an Air Evac Lifeteam simulator instructor and retired U.S. Air Force helicopter flight instructor. “With Frasca’s new cueing system, a pilot really senses motion with the vestibular apparatus (in the inner ear) and the proprioceptive sensors (the body).”

Rotor Review #139 Winter '18

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INDUSTRY AND TECHNOLOGY In any simulated environment, the suspension of disbelief must be provided and convincing to the user, especially with helicopters.

Efforts are ongoing to field more cost-effective training options. In July, Austin, Texas-based Redbird Flight Simulations gained FAA approval of the Robinson R22 configuration of its VTO full-motion helicopter trainer as an advanced aviation training device. That allows pilots to credit some of the time spent training in the VTO towards the aeronautical experience requirements for the pilot certificate or rating. The company said private pilot applicants can credit up to 7.5 hours and instrument applicants up to 20 hours in the VTO. Redbird CEO Todd Willinger said the VTO “allows helicopter pilots to train more affordably, effectively, and efficiently.” He added the VTO was specifically designed to teach the two most difficult and time-consuming maneuvers: hovering and auto-rotation.

Even the U.S. military is appreciating simulation’s cost to benefits.

According to a Government Business Council survey, reduced cost is the military’s top benefit to integrating live and virtual training. It said 57% of U.S. Defense Department respondents cited this more than any other benefit. The survey cited that increased use of virtual training could cut costs by, among other things, lowering maintenance costs, avoiding costly trainee errors and shrinking logistics costs.

Simulation Replication The closer helicopter simulation replicates the physics of the real world, the more immersive and realistic the training becomes. Because helicopter simulation has moved to more physics-based modeling techniques, Phillips said higher fidelity flight characteristics, landing gear reactions, visual scenery and motion cueing are possible. “Improved modeling of wind effects and flow fields around objects is allowing for more accurate rehearsal of actual helicopter operating locations such as rooftop heliports, offshore oil platforms and shipboard operations,” he added. “Aerodynamic modeling and motion control algorithms allow for more realistic training in the simulator of maneuvers such as autorotation.”

Troy Fey, VP of technology at TRU Simulation + Training Inc., agreed that technology advancements have provided the means for a more immersive and realistic training environment, especially so for today’s out-the-window visual display systems. “The simulation industry benefits from a large consumer base of commercial, off-the-shelf projection systems and gaming software. This creates competition and consumer demand drives product evolution. We can now cost-effectively provide larger field-of-view visual systems with higher resolution, lower latency, better contrast and more full-featured realistic dynamic objects. Not only is the training more immersive, but the training tasks can include artificial intelligence-driven mission sets in a wider variety of simulated environments. In this dynamic, free-play environment, we can more effectively incorporate risk-based decision-making into our training programs.”

Fey stressed that, in any simulated environment, the suspension of disbelief must be provided and convincing to the user, especially with helicopters, since pilots are so dependent on visual feedback. “The brain senses when there is a disconnect, but helicopter simulation technology has brought the pieces together to make an immersive environment. Today’s simulation helps pilots stay engaged with the stress-level of decision making.”

Cost-to-Benefit Fey said he believes each operator will have its own independent variables and weighting factors when looking at this analysis. No matter what variables are used, certainly one overriding driver and justification for simulation’s costs is a focus and emphasis on safety. Simulators provide a safe environment where a pilot can make mistakes and errors and learn from them. Trainees can even perform and repeat normal and abnormal procedures that might not be considered appropriate or safe when executed in a real helicopter.

“I’m sure each operator places a high value on safety, but whether any given operator believes safety can be improved more cost-effectively by training in a simulator than in an aircraft is likely circumstantial and biased,” Fey contended.

“The cost per hour of aircraft versus simulator, acceptable versus unacceptable training risk, pilot and instructor logistics, access to simulators versus access to aircraft, weather, etc. all play a role.”

Photo courtesy of Tru Simulation + Training

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A Look at Fly-By-Wire Systems

Article by Ray Prouty Orignally printed in Rotor & Wing International as part of their 50th year anniversary on September 1, 2017

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he term “fly-by-wire” leaves much to the imagination and therefore generates different reactions among pilots and designers facing the idea for the first time.

To establish a base for discussion, let’s first examine the older concept: “fly-by-iron.” Early helicopters — and some current small ones — give the pilot direct control of the main and tail rotors through a system of mechanical linkages consisting of push-pull tubes, bellcranks and cables connecting the cockpit controls to the appropriate rotor. Figure 22-1 shows how this works in the longitudinal cyclic system.

With these simple systems, the controls can be easily moved when the rotors are not turning. But when they are turning, the pilot must act against sizable dynamic and aerodynamic forces.

Much early design effort went toward developing refinements such as bungees, Chinese weights and screw jacks to balance or reduce the pilot-control forces.

Fly-by-Oil At some point, as helicopters got larger, the control forces with fly-by-iron systems became too large to be handled comfortably and helicopter designers followed the lead of airplane designers by using hydraulic power for the muscle — thus introducing the era of “fly-by-oil.”

Figure 22-2 shows a typical system — suitable for a medium-sized helicopter — in which the mechanical linkage from the cockpit are retained. But instead of going directly to the swashplate, they go to a servovalve on a hydraulic actuator. Moving the servovalve results in the actuator extending or retracting to move the swashplate. The actuator does all the hard work while intercepting loads coming from the rotor and reacting them against structure instead of the pilot’s hand.

Only a single hydraulic system is used, but it includes a bypass that opens if the system fails. This allows the pilot to control the aircraft by moving the body of the actuator, but with greatly increased forces. This is similar to the power steering of your car.

On most large helicopters, the forces generated by the main and tail rotors are too large for even a strong pilot to overcome without help; so at least one more hydraulic system is added for redundancy. Great care is taken to make each system completely independent so that no one failure will leave the pilot without control.

Even though it takes only a small amount of force to move the servovalve and hydraulic redundancy exist, both the FAA Rotor Review #139 Winter '18

and the military insist on stout control systems between the cockpit and the actuators. This is because someone getting in or out of the cockpit might inadvertently put high loads on the sticks on pedals.

Another reason is that control systems occasionally get jammed by foreign objects. The system should be robust enough so that the pilot can bend a misplaced screwdriver or crush an errant flashlight while doing whatever is necessary to maintain control.

"Even the effect of a 10% hardover is minimized by monitoring the SCAS and immediately nulling its command if it is detected doing something dumb."

The presence of a servocontrolled hydraulic system opens the door to giving the pilot some help by artificially improving stability using gyros or other devices. Although components producing mechanical inputs were originally employed, the current practice is to use devices emitting electrical signals.

These signals can be sent to a stability and control augmentation system (SCAS) computer, and then to an electrically powered servovalve that moves the actuator independently of the pilot’s input.

Typical of these systems is the one used on the McDonnell Douglas AH-64A Apache. The servovalve controlled by the pilot can move the actuator from fully extended to fully contracted.

However, the electrohydraulic valve controlled by the SCAS computer is limited in tis authority to 10% of full stroke on each side of the pilot’s commands. This prevents a short in a sensor or a glitch in the computer from producing a fullstroke actuator hardover. Even the effect of a 10% hardover is minimized by monitoring the SCAS and immediately nulling its command if it is detected doing something dumb.

Note that the hybrid system has the capability of accepting signal from any type of sensor, processing them in any manner, and then using them to improve the flying qualities. Fly-bywire advocates sometimes claim this capability exclusively for their own systems.

One type of signal going to the computer is from the linear variable differential transducer (LVDT) attached to each cockpit control. These signals improve controllability by overriding the gyrostabilizing signals that would normally fight the pilot during maneuvers. The existence of these LVDTs leads to the possibility of true fly-by-wire.

As a matter of fact, if the Apache mechanical control system is severed in combat, a backup control system (BUCS) is automatically brought into play using the LVDT in the severed channel and giving it full authority over the appropriate actuator. By

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INDUSTRY AND TECHNOLOGY design, when the Apache is flying on BUCS, the aftected channel does not accept signals from the other sensors, so control is like a pure fly-by-iron system. Since in this emergency situation the pilot is relying on a single LVDT, wire, and computer or “single-thread system,” he is advised to quickly finish whatever he is doing and head home for repairs.

Full Fly-by-Wire The Apache BUCS concept can be used as a basis for a full fly-by-wire system by not drawing in the push-pull tubes, bellcranks and cables found in the original design.

Now reliability becomes a major design consideration, since jeopardizing the aircraft with any single failure is not permissible. This is usually handled by using triply- or even quadruply-redundant independent systems with some sort of “voting,” so that any system which is out of step with its mates will be ignored.

The control system is said to have “fail-operational” capability; that is, its performance is not degraded by a single failure.

Physical separation of the various elements is also important.

These considerations are of special concern to designers of combat helicopters. There is obviously a weight saving achieved by eliminating the mechanical elements but the necessity of adding the redundant electronic elements at least partially reduces the saving.

Sidearm Controllers The recent thinking for such combat helicopters as the Army’s proposed light helicopter, the LHX, is that, for a variety of good reasons, a sidearm controller will replace the cyclic stick and perhaps the collective lever and pedals as well. Using a fly-byiron system with a sidearm controller does not appear possible because of the detrimental effect any free play — or “slop” — would have in a system moved with small wrist motions instead of large arm-and-leg motions.

Sidearm controllers will probably have little or no motion, but be responsive to forces instead. For these reasons, with these devices, it is quite certain that fly-by-wire is the only way to go — or is it?

Fly-by-light Fly-by-wire can do everything the designer wants. But it might also do something he doesn’t want. During a thunderstorm, the wires might act as antennas and generate transient electrical spikes in response to lightning strikes or even near misses, just as a radio produces static. Radio static might only be annoying, but control static could be downright dangerous.

Lightning isn’t the only source of electromagnetic pulses. They can be deliberately generated by sophisticated devices in a combat situation.

To get around this, inventors have developed fly-by-light systems in which a coded series of light pulses traveling through an optical fiber carries the information from the cockpit controls and other sensors to the computer and then to the actuators.

The CH-53K King Stallion features full authority fly-by-wire flight controls.

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How to Prepare for a Disaster Evacuation

useful Information

Information Courtesy of USAA

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ou can't predict when a disaster may force you to leave home, so make sure you know how to react before, during and after the event.

Before Disaster Strikes Consult your insurance professionals. Review all of your policies: auto, home or renters, valuables, flood, life and health. Be sure you have adequate coverage to help you fully recover after a loss. Also, be sure you understand what is and is not covered and your deductible levels. Here's why: Highlights

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Build a disaster fund Prepare an emergency kit Use your phone and mobile apps to communicate Take important documents with you Remember safety is the top priority Wind or hurricane coverage is offered as a separate policy or as a special endorsement.

Earthquake and earth movement may not be covered.

Evacuation expenses may only be covered if your property sustains a loss.

Certain types of property may have limitations under homeowners and renters policies.

Coverage suspensions could restrict your access to coverage or prohibit policy adjustments.

Flood policies may have a 30-day waiting period before they're effective.

Life and health insurance are important if you are injured (or worse) as a result of a disaster.

Establish a disaster fund. Create a disaster fund in addition to your basic emergency fund, which should cover three to six months' worth of living expenses. Use the USAA Goals Planning Tool to set savings targets and track progress.

Discuss a rendezvous point. Because some family members may be in different locations, pick a meeting place in a safe area away from home.

Rotor Review #139 Winter '18

Fire Season in San Diego

Create a car emergency kit. Include a phone charger, flashlight, spare tire and jumper cables. Check periodically to make sure each item is still usable.

Pack a travel bag for each family member. Besides clothes and toiletries, include a blanket for each person and sturdy shoes. Also, pack extra keys to your home and vehicles, cash in small bills, emergency contact information and a home inventory to help file an insurance claim.

Have your smartphone ready. Download banking, insurance and emergency service mobile apps, such as the USAA Mobile App, now so they'll be available in a crisis. During a disaster, texting may be more reliable than calling because it uses less bandwidth. Create a texting tree that includes a list of contacts. Sign up for text alerts from your city and insurance company, if available.

When You Get the Order to Evacuate If authorities order you to get out immediately, go right then. If you have at least 24 hours, follow these guidelines: Seek refuge. Contact emergency organizations such as the American Red Cross, Salvation Army or Federal Emergency Management Agency for shelter information. If you have animals, research local facilities that will provide temporary shelter or find hotels that allow pets.

Pack emergency supplies. Include a first-aid kit, a radio with extra batteries, one gallon of water per person per day, nonper22

Useful Information ishable food and a manual can opener, medicines, smartphone chargers including one for your car, and food and supplies for your pets. Aim for your supplies to last at least two to three days.

Plan your route. Get gas as soon as possible and check online for road closures and authorized evacuation routes. Don't take shortcuts.

Gather important papers. In addition to financial account information, take birth and marriage certificates, passports, Social Security cards, wills, deeds, recent tax returns, and stocks, bonds and other negotiable certificates.

Inform extended family and employers. Tell a family member about your planned destination and route, and notify your employer.

Secure your home. Lock doors and windows. Unplug electrical equipment, such as appliances and electronics, but leave freezers and refrigerators plugged in. Post a note saying when you left and where you're headed.

When You Return Make safety your top priority. Return home only when local authorities say it's safe. Wear sturdy shoes and gloves, and look out for exposed nails, sharp metal and other hazards like downed power lines and possible gas leaks.

Report property damage to your insurance company as soon as possible.

Photo by Flickr user wcn247 coutesy of KPSB

Helicopters from the Marines and the Navy were on scene to assist during the deadly wildfires in Southern California, December 2017. San Diego Union Tribune image - Lilac Fire

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Features

NHA Photo Contest

1st Place- "Landing at Sunset" (cover) Redhawk 743 conducting Day into Night DLQs. Photographer: LCDR Scott Moak, USN

2nd Place - "A Pilot’s View"

A pilot’s view of USS Abraham Lincoln’s (CVN 72) high speed maneuvering.

Photographer:Julia Zook, USN. Rotor Review #139 Winter '18

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3rd Place - "Anytime, Anywhere"

Naval Air Station (NAS) Whidbey Island SAR conducting training operations in the Pacific Northwest. Photographer: Chris Pitcher, USN.

4th Place - On Top of the World

NAS Whidbey Island SAR conducting training operations in the Pacific Northwest.

Photographer: Chris Pitcher, USN. 25

www.navalhelicopterassn.org

5th Place -"Birds of A Feather"

HSC-25 Detachment SIX fly through Japan enroute to embark LHD-6 f or Amphibious Operations in 7th Fleet. Photographer:John L. Blackstone, USN

5th Place - "Island Life"

Top-down view of an HSM-37 Easyrider aircraft taken during the Operation DARKEN SKIES Photo Exercise in Hawaii. Photographer: Jonathan Smith, USN Rotor Review #139 Winter '18

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6th Place - HRU

HSM-51 Warlord 04 and Warlord 05 during HRU on USS McCampbell in support of Ronald Reagan Carrier Strike Group operations in South China Sea. Photographer: Conrad Schmidt, USN.

8th Place - "Romeo Sunset"

HSM-77 prepares to land at the end of a fixed-wing cycle supporting Ronald Reagan Carrier Strike Group operations in the Bismarck Archipelago. Photographer: Conrad Schmidt, USN 27

www.navalhelicopterassn.org

9th Place - "Night Water Training"

An MH-65C Dolphin from Coast Guard Air Station Atlantic City conducts night water rescue training off the coast of Atlantic City, N.J. Photographer: Tom Spardulo, USCG

10th Place -"Last Deployment Sunrise"

Morning of HSM-72 Fly Off from USS Harry S. Truman July 2016.

Photographer:Natalya Cooper, USN Rotor Review #139 Winter '18

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Staying One Step Ahead of the Threat: Embracing New Technologies Article by CAPT George Galdorisi, USN (Ret)

Perspective here is no question that the naval rotary wing While unmanned systems are not brand new to the Navy— community has transitioned from being a critical we experimented with them early in the 20th Century, and enabler for all missions that the U.S. Navy, U.S. Marine Corps used them extensively in the war in Vietnam—their use has and U.S. Coast conducts, to an absolutely essential asset that st makes or breaks a wide array of vital Sea Services missions accelerated in the 21 Century with the MQ-8 Fire Scout and MQ-4 Triton now programs of record, and with other air, today. surface, and subsurface unmanned vehicles being tested and It is equally clear that the striking arm of the Navy and Maevaluated by the Navy’s R&D community. But it doesn’t end rine Corps resides in our increasingly capable aircraft carrithere, and it’s worth a bit of background to understand how er and amphibious strike groups. Naval rotary wing aviation the Navy and Marine Corps have come to embrace unmanned makes up a key component of these strike groups. Further, systems as critical assets for tomorrow’s force. when they are not in squadron tours, naval aviators populate these expeditionary strike groups doing important jobs as ju"As with many disruptive and innovative ideas, the nior- and field-grade officers, go on to command ships that Chief of Naval Operations Strategic Studies Group (CNO make up these strike groups, as well command aircraft carrier SSG) was tasked to attempt to determine the feasibility of and amphibious strike groups.

All this is good—no, great really—and the assets that we introducing unmanned systems into the Navy inventory." bring to the fight, modern MH-60R and MH-60S helicopters, MV-22 Osprey aircraft, new nuclear powered aircraft The U.S. Navy’s Commitment to Unmanned Systems carriers, and increasingly capable amphibious ships, are the The U.S. Navy has a rich history of UxS development. By ones that are “on point” doing the work of the Republic. And the turn of this century, the technology to control unmanned as the Chief of Naval Operations, Admiral John Richardson, systems had finally matured to the point that the U.S. Navy pointed out in his white paper, The Future Navy, expeditionary believed it could successfully field unmanned systems in all strike groups will be the essential ingredients—the sine qua domains—air, surface, and subsurface—to meet a wide variety non of naval power—as tomorrow’s Navy evolves. of operational needs. As with many disruptive and innovative While the trend lines for the aircraft we fly and the expeideas, the Chief of Naval Operations Strategic Studies Group ditionary ships we operate from are good, there are daunting (CNO SSG) was tasked to attempt to determine the feasibility challenges. Our aircraft and ships are expensive, and in a budof introducing unmanned systems into the Navy inventory. get-constrained environment, trying to buy more aircraft than The 28th CNO SSG spent one year examining this issue, and those currently programmed, or more billion-dollar ships, is its report spurred increased interest in—and emphasis on— going to be akin to pushing a big rock up a steep hill. unmanned systems Navy-wide.

The importance of unmanned systems to the U.S. Navy’s Addressing the Challenge with New Technology future has been highlighted in a series of documents, rangWith this as a challenging backdrop, it is worth looking at ing from the revised A Cooperative Strategy for 21st Century how the Navy and Marine Corps (and the Coast Guard as Seapower, to A Design for Maintaining Maritime Superiority, well, though, full disclosure, I don’t have first-person insights to the May 2017 Chief of Naval Operations The Future Navy into how the Coast Guard is dealing with the same trials) are white paper. The latter document presents a compelling case leveraging new technology to complement the platforms, sysfor the rapid integration of unmanned systems into the Navy tems, sensors and weapons in today’s—and especially tomorFleet, noting, in part: row’s—Navy and Marine Corps.

There is no question that unmanned systems must also be While a wide-array of new technologies offer the potential an integral part of the future fleet. The advantages such systo add warfighting wholeness and distributed lethality to our tems offer are even greater when they incorporate autonomy expeditionary strike groups, the one technology that appears and machine learning…Shifting more heavily to unmanned to offer the most promise is unmanned systems. And since the surface, undersea, and aircraft will help us to further drive Navy has embraced the MQ-8 Fire Scout to complement the down unit costs.

MH-60 aboard the Littoral Combat Ship, it would be easy to The U.S. Navy’s commitment to—and dependence on— stop there and say, “Okay, I get it, we did it and we’re good unmanned systems is also seen in the Navy’s official Force to go.” But nothing could be further from the truth, and this Structure Assessment of December 2016, as well as in a seseverely undervalues what unmanned systems can bring to the ries of “Future Fleet Architecture Studies.” In each of these fight today—and especially tomorrow. studies: one by the Chief of Naval Operations Staff, one by

T

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Twelve-foot USV photo of "enemy" beach during Bold Alligator 2017

the MITRE Corporation, and one by the Center for Strategic and Budgetary Assessments, the proposed Navy future fleet architecture had large numbers of air, surface, and subsurface unmanned systems as part of the Navy force structure. Indeed, these reports highlight the fact that the attributes that unmanned systems can bring to the U.S. Navy Fleet circa 2030 have the potential to be truly transformational.

Column space doesn’t permit a full analysis of all three studies, but I do want to highlight one, the Navy Project Team, Report to Congress: Alternative Future Fleet Platform Architecture Study. This study notes that under a distributed fleet architecture, ships would deploy with many more unmanned surface and air vehicles, and submarines would employ more unmanned underwater vehicles. The Distributed Fleet would also include large self-deployable independent unmanned surface and undersea vessels (USV and UUVs), increasing unmanned deployed presence to approximately fifty platforms.

These unmanned vehicles would improve situational awareness and provide additional options to achieve maritime security during steady-state operations and the initial transition to contingency operations and crisis response.

This study calls out specific numbers of unmanned systems that would complement the manned platforms projected to be part of the U.S. Navy inventory by 2030: • • • • •

255 Conventional take-off UAVs 157 Vertical take-off UAVs 88 Unmanned surface vehicles 183 Medium unmanned underwater vehicles 48 Large unmanned underwater vehicles

By any measure, the number of air, surface, and subsurface unmanned vehicles envisioned in the Navy alternative architecture studies represents not only a step-increase in the number of unmanned systems in the Fleet today, but also vastly more unmanned systems than current Navy plans call for.

What this means for the naval rotary wing community is that we will likely be working with and employing vastly more 31

unmanned systems than any of us might have imagined just a few years ago. With this in mind, it is worth looking at what the Navy and Marine Corps are doing today to accelerate the use of unmanned systems in the Navy and Marine Corps (and likely the Coast Guard) tomorrow. It isn’t a stretch to say that unmanned systems are poised to be the “bridge” to the Navy-after-Next.

Testing and Evaluating Unmanned Systems The Navy and Marine Corps have a number of ways to test and evaluate unmanned maritime systems. While some of this testing and evaluating—especially in the early stages of unmanned maritime systems development—occurs at industry facilities or at U.S. Navy laboratories, once these systems are more mature, they are fielded in a wide-array of Navy and Marine Corps exercises, experiments and demonstrations in the operational environment where they will ultimately be used.

Recently, as the Department of the Navy has become increasingly interested in unmanned maritime systems for the reasons cited above, this testing and evaluating and accelerated in a number of exercises, experiments and demonstrations, such as the Ship-to-Shore Maneuver Exploration and Experimentation (S2ME2) Advanced Naval Technology Exercise (ANTX); the Battlespace Preparation in a Contested Environment; the Surface Warfare Distributed Lethality in the Littoral demonstration; the Citadel Protect homeland security exercise; Dawn Blitz; Steel Knight; Military Ocean Terminal Concept Demonstration (MOTS CD); and the Navy-Marine Corps Bold Alligator 2017 exercise, among others.

The Ship-to-Shore Maneuver Exploration and Experimentation Advanced Naval Technology Exercise is a prime example of the Department of the Navy’s push to test and evaluate unmanned maritime systems. S2ME2 ANTX provided a unique opportunity to demonstrate emerging technology and engineering innovations that could be used to address priority Navy and Marine Corps missions. The S2ME2 ANTX experiment focused specifically on exploring the operational impact of advanced unmanned maritime systems, autonomy, sensors, www.navalhelicopterassn.org

communications, and command and control systems on emerging amphibious raid and assault concepts of operations.

S2ME2 ANTX was especially important to the Navy and Marine Corps as the amphibious shipto-shore mission is one of the most challenging tasks the military must undertake. The most promising technologies will be featured in upcoming Fleet exercises and other technology demonstrations including RIMPAC 2018, Valwo MANTAS USVs being operated during Bold Alligator 2017 iant Shield 2018, Talisman Saber 2018 and Cobra Gold, among others.

Due to the enormous stakes involved in putting troops obstacle location and other information crucial to planners ashore in the face of a prepared enemy force, S2ME2 ANTX prior to a manned assault. had a heavy focus on unmanned systems—especially unA key element of the exercise was to demonstrate new techmanned surface systems—that could provide intelligence, nology developed in rapid response to real world problems surveillance, and reconnaissance (ISR) as well as intelligence facing the Fleet. The technologies on display and in demonpreparation of the battlespace (IPB). These are critical mis- stration at the S2ME2 ANTX event featured networked ausions that have been traditionally been done by U.S. Sailors, tonomous air and maritime vehicles and intelligence, surveilMarines, and Special Operators, but ones that put these warf- lance, and reconnaissance technologies. The amphibious raid ighters at extreme risk. and assault missions are ones where ISR and IPB technologies that provide intelligence preparation of the battlespace are especially important. As the Navy and Marine Corps inject un"A key element of the exercise was to demonstrate manned systems into additional exercises and demonstrations, new technology developed in rapid response to real this ISR and IPB mission will likely increase in importance. world problems facing the fleet."

In many ways, S2ME2 ANTX was a warm-up for, and precursor to, Bold Alligator 2017, the annual Navy-Marine Corps exercise designed to enhance interoperability in the The importance of using unmanned systems in the ISR and littorals and across the maritime domain. Bold Alligator was IPB roles was emphasized by the new deputy assistant secre- a live, scenario-driven exercise designed to demonstrate martary of the Navy for research, development, test and evalua- itime and amphibious force capabilities. This year’s exercise tion, Mr. William Bray, in a recent interview with U.S. Naval focused on evaluating new technologies that support the exInstitute News where he said: peditionary force.

Responding to a threat today means using unmanned sysWhile the scope of Bold Alligator 2017 was modified betems to collect data and then delivering that information to cause of U.S. and partner nation efforts in the wake of hursurface ships, submarines, and aircraft. The challenge is de- ricanes Harvey, Irma and Maria, the exercise incorporated livering this data quickly and in formats allowing for quick amphibious assets to provide a rigorous training environment action. for the combined forces. The 2ND Marine Expeditionary BriDuring the S2ME2 ANTX the amphibious assault force gade (MEB) led the exercise and operated primarily from dock employed an unmanned surface vehicle (USV) proactively— landing ships USS Fort McHenry (LSD-43) and USS Gunston even aggressively—to thwart enemy defenses. The man-por- Hall (LSD-44); amphibious transport dock USS Arlington table MANTAS USV (an eight-foot version of a family of (LPD-24). stealthy, low profile, USVs) swam undetected into the “eneBold Alligator 2017 took the concepts explored during my” harbor (the Del Mar Boat Basin on the Southern Califor- S2ME2 to the next level, employing two different size (sixnia coast), and relayed information to the amphibious force foot and twelve-foot) MANTAS USVs (launching one recommand center using its TASKER C2 system. Subsequent motely from a U.S. Navy SeaMob autonomous craft) in the to this ISR mission, the MANTAS USV was driven to the ISR and IPB roles to provide long-range littoral reconnaissurf zone to provide IPB on water conditions, beach gradient, sance of “enemy” beaches and waterways. These systems were Rotor Review #139 Winter '18

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FEATURES employed in early October 2017 during the Long Range Littoral Reconnaissance (LRLR) phase of the exercise.

The 2ND Marine Expeditionary Brigade used the larger (twelve-foot) USV, equipped with a Gyro Stabilized SeaFLIR230 EO/IR Camera and a BlueView M900 Forward Looking Imaging Sonar to provide ISR and IPB for the amphibious assault. This sonar was employed to provide bottom imaging and analysis within the surf zone of the amphibious landing area. This latter capability is crucial in amphibious operations in order to ensure that a landing craft can successfully enter the surf zone without encountering mines or other objects.

While S2ME2 was confined to a relatively constrained operating area off the coast of Southern California, Bold Alligator 2017 was a played out over a wide geographic area. This included a Command Center at Naval Station Norfolk, Virginia, and operating units employing forces in a wide area of the Atlantic Ocean, North and South Onslow Beach, Camp Lejeune, North Carolina, as well as in Mile Hammock Bay and Inter-Coastal Waterway near Camp Lejeune.

The MANTAS deployed both from shore, as well as remotely from a U.S. Navy SeaMob, a modified Rigid, Inflatable Boat (RHIB) designed to operate autonomously. Operators in the command center at Naval Station Norfolk were able to launch the six-foot MANTAS from the SeaMob and have it conduct a variety of ISR and IPB missions, including being driven in and out of the surf zone at both North and South Onslow Beaches.

During the Long Range Littoral Reconnaissance phase of Bold Alligator 2017, Navy and Marine Corps operators at Naval Station Norfolk were able to control both the six-foot and twelve-foot MANTAS USVs and drive them in the Inter-Coastal Waterway as well as off North and South Onslow Beaches. Once positioned, both MANTAS USVs streamed live, high-resolution video and sonar images to the command center at Naval Station Norfolk several hundred miles away using its TASKER C2 system. The video images showed vehicles, personnel and other objects on the beach, while the sonar images provided object identification in the water column as

Six-foot USV aboard SeaMob vehicle during Bold Alligator 2017

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well as surf zone bottom analysis.

The latter capability is crucial in amphibious operations in order to ensure that a landing or other craft could successfully navigate a waterway or enter the surf zone without encountering mines or other objects. Clearing a path for LCACs or LCUs to safely pass through the surf zone and onto the beach during an assault is a make-or-break criterion for any amphibious operation. And having the ability to view these images in real-time enables decision makers not on-scene to make time-critical go/no go determinations. The value of providing commanders with real time ISR and IPB is difficult to overstate, and it is likely that this capability will continue to be examined in other expeditionary exercises going forward.

Watching Future Tests and Leveraging Unmanned Systems to Help Us Win the Fight As Naval Aviators and Naval Aircrewmen, our focus is, quite naturally, on objects that fly. We “get” the MQ-8 Fire Scout and MQ-4 Triton, and our operational instincts are to “adapt and overcome,” and make the best of whatever platforms, systems, sensors and weapons the Navy Staff and Acquisition Community fund and procure for us.

I’m not suggesting we all become rebels and begin complaining about the gear we have. As I said at the outset of this article, we have great air and surface platforms and our primary role is, and should be, using these assets to the best of our abilities to fly, sail, fight and win. What I am saying is that we do ourselves a disservice by not thinking outside the box and envisioning what all kinds of unmanned systems—air, surface, subsurface and ground—can bring to our fight.

If I learned anything from S2ME2 ANTX and Bold Alligator 2017, it was that we need to keep the pedal down and find ways to exploit all unmanned vehicles to complement our manned platforms. We all know that the conflicts in Iraq and Afghanistan have spurred the development of unmanned air vehicles and unmanned ground vehicles to meet urgent operational needs. As a result, the lion’s share of DoD funding for unmanned systems has gone to air and ground systems, while funding for unmanned maritime systems (surface and subsurface vehicles) has lagged.

Today, this balance is shifting, as increasingly, warfighters recognize the need for unmanned maritime systems in the fight against high-end adversaries. Like their air and ground counterparts, these unmanned maritime systems are valued because of their ability to reduce the risk to human life in high threat areas, to deliver persistent surveillance over areas of interest, and to provide options to warfighters that derive from the inherent advantages of unmanned technologies.

S2ME2 ANTX and Bold Alligator 2017 validated the promise of unmanned maritime systems to support the amphibious assault mission today, and especially tomorrow. Adjusting our normal operational instincts to think of unmanned maritime systems as “our” systems in the same way we think of unmanned air systems such as Fire Scout and Triton today can provide us with another arrow in our quiver as we fly, sail, fight and win the wars of the 21st Century.

www.navalhelicopterassn.org

After Action Report: 2017 Gulf Coast Fleet Fly-In and NHA Join Up

Reunion Social Skills CompetitionWinner

Reunion Social Farewell Social Skills Competition On the first full day of activities for the 2017 NHA Gulf Coast Fleet Fly-In, the action got off to an exciting start with the 4th annual Helicopter Training Squadron Skills Competition. An opportunity to promote excellence and camaraderie among the instructors and students of Training Air Wing FIVE, as well as share professional knowledge and technique that makes South Whiting Field the home of the greatest helicopter aviators in the world.

The competition allowed each of the three helicopter training squadrons (HT-8, HT-18, HT-28) to hand pick the instructor pilot and aircrewman most skilled at their craft, and watch as those crews flew the venerable TH-57B through a series of standard flight maneuvers. As colleagues and students looked on, Capt. John Buss of HT-8, LTJG Ryan Stille of HT-18, and LT Mace Melonas of HT-28 took to the air to offer their best autorotation, most precise placement of an external load, and most accurate touchdowns during a hovering box pattern. For the external load exercise, Capt. Buss was joined by AWS2 Jacob Aldach, LTJG Stille by AWS2 Brendon Mullholland, and LT Melonas by AWS2 Joel Martinez.

All three crews exemplified the impressive airmanship and professionalism on display every single day at South Whiting.

The capabilities highlighted by our IPs during the Fleet Fly-In were an outstanding opportunity for students and staff alike to see what dedication to perfecting our trade looks like firsthand. After an impressive showing from the competitors, and a hard fight on the judge’s scorecards, it was LT Mace Melonas of the “Hellions” that took the trophy. Congratulations to all of the participants on a safe and successful event, and for a great competition!

LT Wayne Cheney, HT-28 Rotor Review #139 Winter '18

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FEATURES:

Thank you to our Sponsors. Your support made the 2017 Fly-In & Join-Up possible.

Gulf Coast Fleet Fly-In / NHA Join-Up Telephone App Wednesday's Luncheon Buffet Thursday's Burritos & Beverages

Event Registration Notebook Set, Back Porch Picinc Wednesday Morning Coffee & Coffee Tumbler Sports Bag, Farewell Social

Event Registration All Access Pass Fleet Welcome Social & Reunion

Monday's Welcome Aboard BBQ Wednesday's Flightline Lunch Golf Tournament Prizes

Transition Assistance Dinner Buffet Briefing

5K Fun Run & T-Shirt, Breakfast & Coffee

Welcome Tote L3 Technologies Vertex Aerospace

Thursday's Flightline Lunch and neck koozies

Farewell Social Sports BBQ Luncheon and Golf Tournament 35

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Compulsory ASAP Reporting Wastes Time, Damages Navy Safety Program Credibility, and Results in an Under-reporting of Safety Incidents Article by: LCDR Tom "Dirty" McCurdy, USN

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ata fuels our culture. In government, acquisition and regulatory decisions are made based on data. The goal of all the data is to try to pick signals out from the noise.

But extraneous data collection processes have the potential to add noise to everyday mission routine.

Submitting obligatory Aviation Safety Awareness Program (ASAP) reports, regardless of whether an event occurred, places an excessive administrative burden on aircrew, and the seemingly unproductive task diminishes "big 'S'" safety credibility amongst fleet operators. However, there are some advantages to mandatory reporting; for example, it contributes to statistical significance, provides context for the positive (Event Occurred) reports, and helps to build the self-reporting habit pattern. The challenge is to strike the right balance between data collection and level of effort. This article posits that compulsory ASAP reporting damages the perception of Naval Aviation Safety culture by simply wearing people out.

One's post-flight routine probably goes something like this.

After completing your last landing of the night back aboard "Mom," all you can think about is "I Wonder what's for midrats?" or about how good it will feel to get to your rack. Following a mission debrief and returning your gear to the paraloft, you make your way to maintenance control to log your flight; then, due to incongruent record-keeping systems, you proceed to the ready room to log your event a second time in SHARP. At the end of the SHARP process, you follow the link to ASAP. If you get lucky, the ship's internet bandwidth allows you to make it to the website. ASAP wants a couple of pieces of data: date, and whether a significant event occurred on this flight?

You select "No Event Occurred," then you get asked to take a quick survey on command safety climate. The truth is that after going through this process a few times, most individuals just skip ASAP unless an actual event occurred. Further adding

to the administrative burden is knowing that if a reportable event DID occur, there are likely a myriad of other reporting requirements (e.g., HAZREP, SITREPS, local processes, etc.).

As a Safety Officer, it’s hard to sell to our aircrew that a "nonevent report" is worth their time.

Citing a "strained force" as the impetus, the US Air Force and Army recently took steps to reduce unnecessary administrative burdens, especially those associated with collateral duties and over-regulation. The Navy has made similar progress by reducing the number of collateral duties in squadrons and aboard ships. Following that same line of thinking, all systems, tools, and programs should undergo cost/benefit analyses. If leadership believes that aviators need to be out talking to sailors, digging in and finding out what the real issues are, practicing deck-plate leadership, they should justify compulsory ASAP reporting and the massive amount of times it consumes, or they should eliminate it.

Perhaps mandating only reporting "actual events" and having individual units submit sortie counts at the end of every period under review could preserve the statistical significance allegedly offered by mandatory reporting and reduce the overall administrative burden. If the concern is that incidents will be under-reported, from the perspective of this author, under-reporting is already a byproduct of the current system. We are spending a lot of time collecting unnecessary data. The expected outcome of eliminating compulsory ASAP reporting is that there will be more individual buy-in resulting in better data.

Why is "non-event" reporting required? Is this another example of filling gaps between incongruent systems? Would only reporting actual events provide the necessary data? These questions can only be answered by those who hold the keys.

When is information too much information ?

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Bold Alligator 17: U.S., U.K., Mexican Reconnaissance Team Conducts Helocast Operations Article by Courtesy Story, II Marine Expeditionary Force

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.S. Marines with Force Reconnaissance Company, Royal Marines with British Surveillance and Reconnaissance Squadron, and Mexican Marines participated in a helocast exercise during Bold Alligator 17 at Marine Corps Base Camp Lejeune, North Carolina, Oct. 19.

Helocasting is an operation where a unit inserts into water from a helicopter then boards a combat rubber raiding craft, continuing by boat to the on-shore objective.

As part of BA17, a multinational amphibious exercise, the training simulated a unit inserting into a contested environment to execute complex shaping operations necessary to carry out an amphibious landing and attack to Photo Credit: U.S. Marine Corps photo by Lance Cpl. Ashley McLaughlin enhance the force’s expeditionary capabilities.

“To do this kind of insert, there’s a progression of training you have to complete,” said Capt. Joseph Accountius, a platoon commander with Force Reconnaissance Company. “It begins in the pool; everyone has to be qualified for intermediate water survival at a minimum, for reconnaissance Marines, they have to complete advanced water survival. From there we move to tower entries, then we have to practice our small boat handling skills, that includes surf passages, operating an out-board motor and then maneuvering. From there we can put it all together and do it on a helicopter.”

There are potential concerns when working with multiple nations during an exercise, from procedural differences to linguistic concerns. Through training and cooperation, the unit was able to work through it all to accomplish their mission.

“Helocasting is something we do on a regular basis, but to do it with two other nations is quite an experience and we got a lot of good training out of it,” said Sgt. Eric Walraven, a radio team operator with Force Reconnaissance.

Each team was able to share specific tactics involved in the insert itself and the reconnaissance that gets them past the beach and to the next objective. The experience built their knowledge because they had to learn how to adapt to each other as the exercise was happening.

“In the event we work with allied nations again, this has definitely been a stepping stone into bigger operations,” said Walraven. “Our three nations coming together has made us improve and work effectively together.”

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“YES”: An Aviator Mentality Article by LT Andrew “Lennie” Drummond

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tart with ‘yes: a simple mantra that most driven individuals prescribe to, whether or not they realize it.

This was a quote imparted to me by a previous Department Head that has stuck with me throughout my short, yet eventful, time as a Fleet MH-60S pilot.

As Naval Aviators, we hope to be tasked with missions that are both challenging and rewarding; the more arduous the challenge, the greater the reward. To be able to accomplish a mission regardless of the seemingly inevitable curve balls that pop-up gives us a great sense of pride, while also boosting standing amongst our peers. As an MH-60S pilot, one of the most common day-to-day missions we experience on deployment is logistics flights. During these flights, we receive MH-60S Sea Hawk assigned to the "8 Ballers" HSC 8 transtasking to transport personnel, parts, mail, etc. to or from fers cargo during a VERTREP with USS Princeton (CG 59) ships or land-based destinations. While the mission is relaU.S. Navy photo by Mass Communication Specialist Seaman tively straight forward, there are always unforeseen issues that Kelsey J. Hockenberger complicate finishing the job. Ships are often much further passengers inbound for Nimitz . Again, the mission was very apart than anticipated, making meeting timelines difficult. straightforward in its design.

Issues with the aircraft can occur, almost always when you’re However, the curveball this time was that we had approx50 miles from the nearest landing site. Passengers, or gear, imately 45 minutes before sunset, and by our estimate we are never where we were told they would be. These issues are would be arriving back at Nimitz from the New Zealand ship just a few examples of the many potential problems we could within ten minutes of sunset. The issue now became violating face, forcing the Helicopter Aircraft Commander (HAC) the Commander, Naval Air Forces Instruction 3710 section in to decide if mission accomplishment is still a realistic goal. regards to transporting passengers overwater at night. How Good HACs know when they are able or unable to accomcould we manage to drop these passengers off and still to replish the mission. Great HACs know the resources available cover the passengers from Princeton in the time allotted? The to them and when to ask for help, in order to ensure mission HAC saw this issue shortly after we departed the Frigate and accomplishment. quickly went through a list of assets able to assist in accomOne example of this type of headwork that comes to mind plishing the final transfer of passengers from Princeton. After came from a logistics flight during one of the first few months scanning the Air Plan, he realized that we had an additionof deployment. The details of this particular flight are quite al bird on a routine training flight that would be over head complicated, but we were tasked with moving passengers, inNimitz around the same time that we would be arriving. He cluding an Admiral, between USS Nimitz (CVN 68), a New contacted Nimitz tower and asked for a squadron represenZealand Frigate, and two US Destroyers. Total flight time tative (REP) to contact him on the designated frequency.

He would be around 5.5 hours while working around fixed wing quickly and accurately relayed our situation to the REP, who launch and recoveries at the carrier, and completion would require careful planning and adherence to a tight timeline. It in turn relayed the situation to the other aircraft, enabling was a very enjoyable flight which started with us arriving at them to successfully retrieve the passengers from Princeton the New Zealand ship (nearly 50 miles away from where we before sunset, completing the mission.

While this is a relatively benign issue to encounter, it is were told it would be) only to find that they were not monrepresentative of the overwhelming majority of issues we as itoring their Land/Launch (L/L) frequency, nor were they MH-60S pilots routinely face. The takeaway from this flight monitoring Fleet Common Frequencies, Maritime 16, or was that successful HACs are able to identify problems which Guard. Fortunately, they acquired us visually after about 20 they cannot solve alone.

Asking for help, while encouraged minutes of orbiting and came up on their L/L, much to our in our community, is still a shot at the eternally sensitive ego relief. These little types of setbacks are what make the flights of a pilot.

However, knowing when you are no longer able to interesting, but can end up delaying our timelines to the point complete the mission can be crucial to mission success. The where we are no longer able to complete the mission withsooner you can identify and accept this, the sooner you can in the constraints of our timeline. However, the rest of the identify solutions to the problem.

Additionally, knowing who flight proceeded more or less as planned. Fast forward four to reach out to for help further increases your effectiveness as and one half hours and we are on our second to last pick up an aircraft commander.

Start with “yes”.

If you are unable of the day. Our objective was to pick up passengers from the New Zealand frigate, drop them off at the USS Nimitz (CVN to achieve “yes” alone, admit it to yourself, and reach out for 68), then proceed to USS Princeton (CG 59) to retrieve more help. Most solutions are rarely more than a radio call away.

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FEATURES:

The Flying Mad Man

Article by LT Brandon Telatovich, USN

Taking off for testing. Photo by LT Jess Phenning, USN.

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n March of 2017, HSM-48 had the unique opportunity of participating in an operational evaluation of the Digital Magnetic Anomaly Detection system (DMAD). Any mention of MAD would spark the interest of every former Bravo pilot. I personally have never flown a Bravo, and with that being said, more often than not, a discussion revolving around tactics or NATOPS would involve terms like “back in the Bravo”, or “the Bravo did this” leading most to refer to the Bravo as “The TMS That Shall Not be Named.” In this instance, on the other hand, fond memories may lead to exciting future capabilities.

only organic air ASW aircraft embarked in Aircraft Carriers and Surface Combatants designed to defend the CSG/CSF/ESG/ESF or CLF/Maritime convoys,” all point to the fact that expanding our ASW capabilities would provide a valuable service to the fleet. The addition of the DMAD to the MH-60R’s sensor suite could be a big step in bridging this warfighting gap. As a matter of fact, the NARG priority list even specifically mentions “light weight, non-acoustic sensors capable of underwater search, localization, and targeting, characteristics of the current version of the digital MAD.” The major difference with the new DMAD is the digital aspect, forgoing a reeling machine and transducer for a digital receiver. For this operational evaluation, the receiver for the DMAD was installed in place of the aft data link antenna with wires running through the transition section to an unintegrated stand-alone lap top in the cabin. The removal of the data link antenna and replacement of the sensor took approximately two hours and

In the most recent Naval Aviation Requirements Group (NARG) - a process for identifying and prioritizing a community’s desired assets and capabilities now and in the future – ASW lethality improvements landed at number five on the list. Specifically, addressing critical warfighting gaps with “ASW acoustic and non-acoustic detection and lethality improvements, especially in shallow water environments and while transiting through strategic choke points, are required to shorten the kill chain and maintain ASW superiority in defense of the CVN or HVU.” This coupled with the fact that the “MH-60R is the 39

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was a relatively simple process. The sensor itself is produced by CAE, a company most will know for its flight training systems, including the Navy’s MH-60R simulators, but also the company who “has been designing MAD systems for over 40 years and delivered over 2,000 MAD systems and equipment to military forces around the world.” A quick search on CAE’s website for MAD reveals the sensor in question – the Magnetic Anomaly Detection Extended Role or MAD-XR. “MADXR is a MAD sensor with reduced size, weight, and power requirements allowing the MAD system to be extended to smaller platforms, such as UAVs, helicopters, and small fixed-wing aircraft.” Based on the requirement set forth in the NARG and the MAD-XR capabilities described from manufacturer CAE, it would appear that the pieces of the puzzle are there; it’s just a matter of putting them together.

Throughout the course of the data collection trial, I had the pleasure of flying with Lockheed’s Systems Engineering tech Mr. Dave “MADMAN” Youngs. The goals of this trial from Lockheed as delivered by Mr. Youngs were relatively simple: collect data on performance of an unintegrated MAD-XR sensor, characterize potential effectiveness of MAD-XR on the MH-60R, and demonstrate the MAD-XR’s potential added value to the ASW mission. The DMAD evaluation was not all sunshine and rainbows for everyone, and it does have some skeptics. Most skepticism arises based on the thought that a digital MAD flat out will not work. An aircraft has to tow the sensor well behind it to eliminate magnetic “noise” in order for the concept to work. This point was exactly what we were out to prove as false.

After the installation of the sensor, several days were dedicated to determining on ground figure of merit and ground turns prior to taking it to the air. The first few flights recorded surface contacts – small, medium, and large – at various altitudes and airspeeds equaling roughly 120 raw data points. With the completion of the raw data collection, I had the opportunity to test the DMAD on an ASWEX flight.

Working off the coast of Mayport, FL, our aircraft was scheduled to check on station with another MH-60R and a P-8 already prosecuting the Rotor Review #139 Winter '18

ASW solution. When we arrived to the scene, both aircraft had been tracking the contact for some time and had established a subsurface track.

For the sake of validation and curiosity, I decided to overfly the track in an attempt to receive positive contact off of the DMAD. Low and behold as soon as we mark on top, I hear Mr. Youngs over ICS call “MADMAN, MADMAN, MADMAN.” The tone of his voice was full of confidence and had a sort of “I told you so” quality. My copilot and I looked at each other with a pause, both of us thinking about making the radio call and with the whole crew being pure-bred Romeo Pilots and Aircrew, it took me a second to key the radio and call “MADMAN, MADMAN, MADMAN”, marking the first ever MAD hit of a subsurface contact in the MH-60R. Several times throughout the flight, we repeatedly marked on top and conducted multiple simulated attacks all while only utilizing the DMAD sensor onboard. From an operator standpoint it worked as advertised. After speaking with other crews who used the sensor, all were in total agreement that the DMAD made the crews better. Having a non-acoustic sensor proved invaluable during this short experiment and will prove to be a capable asset in the future.

From the pure data collection aspect, Lockheed and CAE determined the overall takeaways: unintegrated sensor ranges are roughly two times better than expected, unintegrated MAD-XR exceeds integrated ASQ-81 (the legacy SH-60B MAD system) and ASQ-504 (the P-3 MAD system) ranges, and they anticipate a significant improvement once integrated with a complete aircraft groom.

After we uninstalled the sensor and moved toward the debrief portion of this endeavor, it was clear that this was an overwhelming success. All parties involved agreed that we completed what was set out to be accomplished and more. This was the raw collection and proof that a DMAD system onboard the MH-60R would work. It was the initial move in a greater scheme to see the DMAD implemented into the MH-60R’s sensor suite. The next steps are in the hands of the Navy to decide to move forward on the project in order to see a Mad Man once again as an organic asset to the CSG and CRUDES. 40

FEATURES

Ensuring Maritime Superiority across the Korean Peninsula Article by LT Aaron T. Sheldon,USN

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he four-day Maritime Counter Special Operations Forces exercise (MCSOFEX), a bilateral exercise conducted between South Korea and the United States in defense of the Korean Peninsula, has come to a close.

Waged in the Yellow Sea to the west of the Korean Peninsula and with the Sea of Japan to the east, the annual exercise, which took place October 17-20, yielded invaluable joint training and experience between aircraft and ships from the U.S. Navy Seventh Fleet (USN), U.S. Eighth Army, U.S. Seventh Air Force (USAF), and the Republic of Korea (ROK) Air Force and Navy.

Among the participants were multiple MH-60R helicopters forward-deployed from two Helicopter Strike Maritime (HSM) squadrons to both sides of the Korean Peninsula. The squadrons — based at Naval Air Facility Atsugi in Japan — included the HSM-51 “Warlords,” operating in the west off the USS Mustin (DDG-89) and out of Osan Air Base in South Korea, and the HSM-77 “Saberhawks,” operating off the USS Ronald Reagan (CVN-76) in the east.

The two HSM-51 helicopters forward-deployed to Osan Air Base marked the first ever demonstration of MH-60R support in the Korean Theater via a rebase operation from Japan. This year’s exercise also marked the first execution of air support rendered in the Yellow Sea by F/A-18F Super Hornets launched from a carrier in the Sea of Japan, proving Seventh Fleet’s ability to reinforce defense efforts across the peninsula.

Consolidating battlespace management The key focus of the exercise was the simulation of a combined air/surface response to hostile North Korean fast attack craft (FAC) and fast inshore attack craft (FIAC). During the surface warfare portion of the exercise, HSM-51 and HSM77 crews served as the primary assets for Strike Coordination and Reconnaissance (SCAR) by providing the radar coverage necessary to identify and target threats across the battlespace.

USN P-8 Poseidon aircraft and USAF E-8 JSTARS (Joint Surveillance Target Attack Radar System) aircraft augmented coverage throughout the events.

Multiple flights of USAF A-10 Warthogs and Army AH-64 Apaches dominated the sea as attack and reconnaissance units under the tactical control of the MH-60R SCARs, whose robust radars and electronic warfare suites enabled the aircrews to differentiate between friend and foe in densely populated maritime environments. Efficient handoffs of SCAR responsibilities between MH-60R crews as they checked on and off station ensured seamless tactical control was maintained throughout the entire exercise.

While SCAR aircraft are typically equipped with the radar, Identification Friend or Foe (IFF) and tactical data link capabilities required to maintain situational awareness of the 41

Seals fastrope from MH-60R during Exercise

battlefield, attack assets such as the A-10, which are famously employed in overland environments, do not. This made air traffic control in a three-dimensional maritime setting one the most critical roles fulfilled by MH-60R SCARs throughout MCSOFEX. High situational awareness and strict vectoring doctrine allowed MH-60R SCARs to simultaneously manage more than 14 aircraft operating in close proximity and at closure rates often exceeding 500 knots.

Participating MH-60Rs also exercised the opportunity to demonstrate their submarine-hunting capabilities during the anti-submarine warfare portion of MCSOFEX, utilizing stateof-the-art dipping sonars and radars uniquely designed to detect periscopes on the surface of heavy seas nearly 40 miles away.

Strengthening the Alliance The aim of MCSOFEX, as stated by the public affairs branch of U.S. Seventh Fleet, was to promote communications, interoperability, and partnership in the Seventh Fleet area of operations. By the end of the MCSOFEX, U.S. and ROK forces successfully demonstrated the bilateral coordination and swift lethality required to defeat attempts by North Korean special operations forces to infiltrate the Korean Peninsula by sea.

LCDR Alex Haupt, an HSM-51 pilot qualified as a Seahawk Weapons and Tactics Instructor, believes the exercise achieved and surpassed its goals.

“The number of participating assets and the target-rich environment provided the best SCAR training experience of my career,” said Haupt, whose previous tour of duty involved developing and promulgating warfare tactics for the HSM community. “It was exceptionally rewarding to share this training opportunity with the junior pilots on our detachment and watch their mission comprehension progress rapidly.”

HSM-51 looks forward to future MCSOFEX efforts and stands ready to lead the charge from sea and shore in defense of the Korean Theater of Operations.

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Focus: HA/DR and Helicopters

Love You, Helos, Go Away

Reprinted editorial from Rotor and Wing International: by James T. McKenna An aviation journalist for more than 25 years, James T. McKenna served as R&WI’s editor-in-chief from 2003 to 2008. He then worked on communications projects for Bell Helicopter and numerous consulting clients, including the Aerospace Industries Assn., Helicopter Assn. International and AHS International. He has completed aircraft accident investigator courses of the U.S. National Transportation Safety Board and the Air Line Pilots Association and the NTSB’s crisis communications course.

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s Rotor and Wing International went to press, the Northern Hemisphere again was in the midst of severe natural calamities. Seasonal storms’ flooding and landslides killed nearly 1,000 people and destroyed tens of thousands of structures in Bangladesh, India and Nepal. In the U.S., Harvey’s devastation was second only to 2005’s Hurricane Katrina, and Irma was bearing down on Florida. From North America’s Pacific coast to Portugal, France, Croatia and Montenegro on the Adriatic and Georgia, wildfires raged.

People love helicopters at such times. Countless news clips and photographs testified to this. In India, air force helicopter crews have been busy flying flood-relief missions since July, and their counterparts in Nepal were doing the same. In the U.S. South, military rotorcraft rescued flood survivors and relieved thousands of the stranded.

Throughout the world, military crews were joined by ones from government agencies, charities, commercial and private operators. Yet the goodwill from such work rarely lasts.

After skies clear, floods subside, wildfires die and people start rebuilding their lives, gratitude for angels from above will be replaced by complaints about helicopter noise, gripes about frequent flights by “fat cats” and fears of such machines’ safety. All too swiftly, public sentiment will return not to integrating vertical flight more into daily life, but segregating it, even though times as these demonstrate clearly the vast public benefit of greater integration.

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Quick Switch From OPFOR to HA/DR Article by LTJG Jack Devine, USN

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uring a scheduled underway period embarked on USS San Jacinto to participate as opposition forces (OPFOR) in an upcoming exercise, the Swamp Foxes of Helicopter Maritime Strike Squadron 74 (HSM-74) Combat Element One (HSM-74.1) received news of the building power of Hurricane Irma in the Atlantic Ocean. The ship’s crew and HSM-74.1 stood poised and ready to help in any way to support Humanitarian Assistance and Disaster Relief (HADR). Though the crews of USS San Jacinto and HSM-74 have homes and families along the eastern seaboard, they knew their duty and focused on the job at hand; whether that was to perform as OPFOR Aviation Boatswain's Mate (Handling) 2nd Class Ray Clark signals or as a mechanism for saving lives. Hurricane to raise an aircraft elevator in the hangar bay of t USS Iwo Jima Irma continued to build in intensity, becoming (LHD) 7 as part of preparations for potential humanitarian relief the largest and fastest Category 5 hurricane ever efforts. U.S. Navy photo by Mass Communication Specialist Seaman recorded. The storm was forecasted by many Michael Lehman.

The ships arrived off the Florida Keys on September 11th, meteorologists to provide a direct hit to several of 2017 prepared for the worst. The HSM-74 Swamp Foxes, and the Caribbean Islands and drive through the center of Florida. attached support of its neighboring squadron, were assigned After a few days of speculating about the fate of the OPFOR to fly over the Florida Keys to provide vital reconnaissance exercises and yearning for the chance to assist those affected by to establish the group’s situational awareness of how the Keys the hurricane, USS San Jacinto received word and informed were affected.

They were relieved to see that much of the damthe crew the ship would be joining USS Iwo Jima and USS age, though destructive, was not life threatening to those who New York in a combined effort to perform HADR. While remained.

In a joint service effort, the crews onboard comHSM-74.1 was underway, the remainder of HSM-74 waited pleted one hundred and fifty-seven hours of flying providing at home poised to answer the call for emergency action. At medical aid and clean water to those without power along the 14:15 on 6 September 2017, HSM-74 received the notification west coast of Florida for three days in the wake of Hurricane they would be called upon to embark onboard USS Abraham Irma.

With the initial response mission completed, the group Lincoln (CVN-72) within hours. HSM-74 was able to turned over long term relief efforts to the Federal Emergency mobilize over two hundred Sailors and move several tons of Management Agency (FEMA) to allow service members to aircraft materials as well as fly two aircraft to Norfolk to meet attend to family and property impacted by the storm at home. the aircraft carrier. This was essentially deploying 70 percent

The call to be a part of a complex domestic rescue effort of the squadron in a span of only 24 hours. USS Abraham was a tremendous honor and opportunity for HSM-74.

At a Lincoln joined the formation of ships and began heading moment’s notice, the squadron was able to mobilize to serve south towards the Florida Keys to assist with recovery efforts. the country at home to assist citizens in the wake of a natural This was a great opportunity for the World Famous Swamp disaster. This opportunity is something all service members’ Foxes and the MH-60R to demonstrate their versatility and look forward to but most never experience. This opportuexpertise. The primary missions of the MH-60R are Annity is something all service members look forward to but ti-Submarine Warfare, Anti-Surface Warfare, Electronic Warmost never experience. The MH-60R was able to display its fare, Command and Control, and Non-Combat Operations; multi-mission adaptability to HADR operations. The helihowever the pilots, aircrew, and maintenance personnel were copter demonstrated its capability for reconnaissance, SAR, more than prepared to answer the call for Search and Resand logistics in assessing damage and providing support and cue (SAR) and HADR. In preparation for this mission, the supplies to those in need. In the end HSM-74 was honored maintenance personnel onboard USS San Jacinto and USS and privileged to showcase its versatility. The support and Abraham Lincoln worked diligently for several days removing commitment also shown by HSM-70 and HSM-72 cannot equipment from multiple helicopters. These efforts enabled go unnoticed as they answered the call for humanitarian relief an aircraft usually limited to a capacity of five personnel, capaalongside the Swamp Foxes. As these great squadrons came ble of transporting up to 11 people in the cabin should the sittogether in the most technologically advanced and capable heuation arise. Additionally, the aircrew worked through several licopter in the Navy these operations let the Navy and world scenarios to practice potential situations they might face with know the MH-60R stands ready to answer the call for whatthe goal of mitigating the risks as much as possible. ever the nation may need.

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Pacific Partnership 2017 Shifts Focus to Humanitarian Aid/Disaster Relief Article by CPO 1st Class Micah Blechner, USN, Pacific Partnership

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embers of the U.S. armed forces and the Sri Lankan air force and navy exchanged best practices and lessons learned during a first-ever, bilateral Humanitarian Aid/ Disaster Relief Symposium held at the Magam Ruhunupura International Convention Center in Hambantota, Sri Lanka on March 13, 2017.

Navy Corpsman Unique Mooney teaches two local nursing students basic life savings skills during Pacific Partnership 2017 in Hambantota, Sri Lanka, March 10, 2017. Navy photo by Petty Officer 1st Class Micah Blechner Navy Corpsman Unique Mooney teaches two local nursing students basic life savings skills during Pacific Partnership 2017 in Hambantota, Sri Lanka, March 10, 2017. Navy photo by Petty Officer 1st Class Micah Blechner This symposium, part of Pacific Partnership 2017, was led by the Sri Lankan navy and focused most of its efforts discussing disaster management and relief response in scenario driven events such as tsunamis and flooding caused primarily by natural disasters.

Humanitarian Assistance, Disaster Relief Preparedness Pacific Partnership is the largest annual multilateral humanitarian assistance and disaster relief preparedness mission conducted in the Indo-Asia-Pacific region, and aims to enhance regional coordination in areas such as medical readiness and preparedness for man-made and natural disasters.

Participating in this year's Sri Lanka mission are partner military and nongovernmental personnel from the United States, Australia, and Japan.

"Participating in forums like this are of huge value to the U.S. Marine Corps, Navy and Department of Defense as a whole," said Marine Corps Capt. Nathan Jensen. "Discussing, coordinating, and practicing humanitarian aid operation with nations throughout South and Southeast Asia builds our knowledge base of their organic capabilities as well as showcasing the capabilities we are able to provide.�

Jensen went on to explain that these evolutions help build relationships with other nations and promote international military interoperability.

"Because we have preexisting relationships with these countries that are more prone to massive natural disasters, we are able to more easily incorporate ourselves as an organization into their disaster management plan and provide immediate relief in any type of conceivable scenario," Jensen said.

Pillars of Disaster Relief Operations Three pillars of disaster relief were established early in the symposium: immediate engineering needs such as clearing roads and establishing critical supply avenues, a "first-in" capability for water purification, and an initial Command and Control Center for both overall logistical and follow-on manning support.

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"Our biggest hurdle as humanitarian aid planners has got to be access," said Maj. Charles Hunt, Marine Corps Task Force Commander for Pacific Partnership 2017. "During cases involving natural disasters our main portals of access have usually been literally swept away with the tide."

After the catastrophic earthquake in Haiti in 2010, both the airport and seaport were ruined. After South Asia's deadly tsunami of 2004, only one temple was left standing in Hambantota, the one structure built from concrete.

"We have to have a way to project logistics and capabilities into affected areas," Hunt said. "Land-based capability projection requires airports and roads in order to distribute much needed assistance. Working with our U.S. and Sri Lankan navy colleagues provides us with an opportunity to exercise our coordinated sea-based distribution capabilities."

Field Training Exercise Over the course of Pacific Partnership 2017, Sri Lanka, the U.S. Marine Corps, U.S. Navy and their Sri Lankan counterparts have been discussing and planning many key aspects of disaster relief operations, all of which come to a head tomorrow, when all players will participate in a field training exercise on the beaches of Hambantota.

"It has been one of the great honors of my career to be able to come and work with my colleagues here in Sri Lanka," Jensen said. "The sheer magnitude of their desire to work with us has been truly humbling. It is clearly evident from what I have seen they don't need our help. They want us to be here so we can build that trust and a relationship that forges a working interoperability that ensures we can work with each other seamlessly in times of true need."

"No one nation can achieve any level of mission success in these areas of operations without help," Hunt said. "Playground rules apply in the grown-up world, and here we are in an area of the world that is prone to natural disasters and destructive weather. So, the more friends we all have, the better we are able to recover from disasters."

Now in its 12th year, Pacific Partnership continues to enhance regional partnerships and host nation relationships through civil-military cooperation, medical exchanges, and inter-government agency coordination.

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Forces of Nature

Article by CDR Chip Whitfield, USN, Commanding Officer HSM-40

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heir mission was simple: prior to Hurricane Irma's arrival, evacuate as many MH-60R Seahawks from the naval installations in Jacksonville and Mayport, Florida, as soon as possible and preposition the U.S. Navy's contingent of helicopter support for U.S. Northern Command's Defense Support to Civil Authorities (DSCA) mission. The truly remarkable fact in this entire evolution is that many of these helicopters were broken down into one phase of scheduled maintenance or another as they prepared for upcoming worldwide deployments. The squadrons involved put them all back together in 36 hours and flew them all to Maxwell AFB in Alabama.

While pilots and the aircrew prepared for the flight and Humanitarian Assistance/Disaster Relief (HADR) missions, it was a group of hard working, unconquerable Sailors who moved the mountains to make it all possible. Not only did they get all 31 MH-60R aircraft to Maxwell AFB, shortly after arriving and setting up shop, they were given less than 12 hours-notice to relocate the entire force to Keesler AFB in Mississippi, which is 250 miles away. Within minutes of the force reconstituting on Keesler AFB, they were directed to move 12 hours later to Cecil Field in Florida (400 miles away).

These often unsung heroes routinely move mountains and overcome the seemingly impossible. The spirit of family and unflinching acceptance of challenges that most shrink away from is the core characteristic that makes our Navy the best in the world. As I watch these young men and women do their country's bidding without complaint, but rather with smiles and dogged determination to succeed for the sake of their shipmates and their country, I am inspired every day to do a little better than I did the day before.

In the wake of Hurricane Irma's path of destruction, the Sailors of HSM Wing Atlantic will have mobilized and launched over 60 MH-60Rs (the same number of aircraft in a carrier air wing that is supported by multiple type wings) in a matter of days, to an aircraft carrier, two amphibious assault ships, one amphibious transport dock ship, and two Air Force bases...something I have never seen in 22 years commissioned service by a single type wing with as little time. I, for one, am honored to be associated with these heroes.

As three Sailors assigned to Helicopter Maritime Strike (HSM) Wing Atlantic survey the row of helicopters stretching to the horizon on Maxwell Air Force Base (AFB) in Alabama, the magnitude of what they have already accomplished or of what they are about to accomplish never even crosses their minds. These three Sailors are just a few of the 63 maintainers and 124 aircrew who came together over a period of 36 hours from the HSM Weapons School Atlantic and from squadrons HSM-40, HSM-46, HSM-48, HSM-60, HSM-72 and HSM-74.

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A Caribbean September to Remember Article by LCDR Nick Leiter, USCG

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eptember of 2017 will be forever remembered throughout the U.S. Virgin Islands (USVI) and Puerto Rico. U.S. citizens inhabiting the region have ridden the emotional rollercoaster of pre-storm preparations, terrifying storm passage and post-storm ra hours after the storm passed and participated in medevacs and multiple port assessment flights on the first day, as well as a handful of other medevacs from the USVIs to Puerto Rico in the days that followed.

However, it was mostly anticipation as the majority of tasking went to DOD aircraft from the USS Wasp and USS Kearsarge.

While anxious to assist within our own area of responsibility, we all felt fortunate to not be severely impacted by the storm at home.

Less than two weeks later, Hurricane Maria broke records by exploding to Category 5 strength in less than 30 hours and again had USVI/PR in her crosshairs. My unit feverishly completed our hurricane checklists and hunkered down as the super storm tracked across the interior of the Puerto Rico and slowly worked its way directly over the Northwest corner of the island. The eye was over our area for so long that the community was confused as to whether or not the storm had passed since a local radio station reported that we were clear of the storm. Approximately three hours later the winds began howling again as we went into darkness for the second half of the storm. I was scheduled to fly again on the morning following the storm. This time I opened by front door and was immediately awestruck by the damage. I instantly knew that there would be many people in need for a very long time.

The first few days of flights were spent responding to people in immediate danger from flooding and injuries; however, by the end of the first week the need shifted to supplying U.S. citizens that were cut off from society with the basic necessities of survival: water and food. We immediately transitioned from patrolling shorelines to targeting the remote areas of the interior that are only accessible by narrow winding roads along cliff edges and were now covered by fallen trees and mudslides or completely washed out from swollen rivers and flooding.

Similar to the Hurricane Irma response, DOD aircraft filled the airspace over Puerto Rico in the weeks following the storm. Marine Corps V-22 Ospreys and Army National Guard CH-47 Chinooks based out of Rafael Hernandez Airport disperse FEMA supplies to strategic locations and also assisted the Army Corps of Engineers in rebuilding critical infrastructure like the Guajataca Dam. To be sure, the bulk of the relief efforts are being executed by these larger rotary aircraft that are designed for these mission sets; however, the resourcefulness of the Coast Guard can never been overlooked or underestimated. As is our longstanding tradition, when a niche need arises for the nation our service will rise to the occasion and find a way to get the job done with the limited resources at our disposal.

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The flight mechanic surveys the hoist area as a crowd gathers.

On my most recent duty day, my crew had a quiet first night and launched at approximately 0900 the next morning with approximately 500lbs of supplies bound for the Lares and Adjuntas regions. Once on scene, we spent 30 minutes surveying small communities in the mountains and found two that indicated their need for supplies by frantically waving their hands over their head. Cautious not to attempt to do too much too early with a very limited power margin (a problem few, if any, DOD helicopter pilots have to worry about at 3000 feet MSL), we conducted multiple reconnaissance passes to ensure we picked the best spot and continued to burn fuel and decrease the gross weight of the aircraft. With ten minutes left until bingo fuel, we sent our rescue swimmer, AST3 Hector Eagan, down to a rooftop from a 150-foot hover. As he confirmed that there were no medical emergencies in the community, our flight mechanic, AMT2 Alan Purcell, readied the first load of supplies in rescue basket. Despite being four times as high as our typical over water hoisting altitude, there were great visual references and my copilot, LTJG Brian Acuna, maintained a rock solid hoisting platform from the right seat as we quickly delivered two loads to the rooftop as the community began to congregate around the house. We recovered our swimmer just as we hit our bingo fuel and departed the area amid cheers from smiling faces and waving hands below.

Our next tasking was to land at the new helicopter pad constructed by the Air Force Mobil Medical Unit on the south side of the airport (this area was unoccupied prior to Hurri46

Focus: HA/DR and Rotary Wing effort of this scope and magnitude; however, the specialty training opportunities available through our partnerships with DOD and other federal agencies such as the High Altitude Army National Guard Training Site (HAATS) proved invaluable to Coast Guard Air Station Borinquen’s HA/DR efforts in the mountainous regions of Puerto Rico’s interior. While sending one pilot per year to this course may seem inconsequential, the ripple effect it has on the training program for a wardroom of junior pilots is not. The power management techniques and mountain flying principles taught at that this course have undoubtedly prepared the unit for operations in an environment we typically do not operate in and have kept our aircrews safe and the aid flowing to the remote areas in critical need.

The Coast Guard’s outreach is not limited to aerial delivery.

In addition to daily flights into the interior, our members are volunteering their off time to deliver water and supplies in the local community as well as organizing delivery of supplies in the mountains with a flat bed government vehicle and a convoy of personal 4WD vehicles. It has truly been an honor to watch my comrades, who have also suffered through this devastating event themselves, come together to selflessly serve the community, both on and off duty.

At the time of this writing, Air Station Borinquen’s MH65D aircrews are launching daily, with no tasking except to take the initiative to find people in need. We are executing Humanitarian Assistance/Disaster Relief (HA/DR) missions by landing in remote, makeshift landing zones too small for DOD aircraft and conducting 200-foot hoists to rooftops in areas surrounded by power lines. In the context of the entire response effort, each delivery may only be a fraction of the load transported by larger helicopters, but in those areas with no access and no communications that are inaccessible by any other means, each delivery saves lives. The region has a long road to recovery ahead. The men and women of U.S. Coast Guard Air Station Borinquen are proud to serve the people of Puerto Rico and the USVI with our brothers and sisters of the other services. Semper Paratus!

cane Maria, but has since filled with hundreds of DOD and FEMA personnel). Once on deck, we shut down and conducted a familiarization briefing with 30 Air Force medical personnel. The goal was to share expectations and formulate a game plan for future medevac operations that are expected because the local hospital cannot adequately meet the needs of the community and has been directed to close its doors. It was a great opportunity to build a partnership with a team we would probably never have worked with otherwise. Unfortunately, on start up we experienced a minor emergency due to a main gearbox oil sensor that was not functioning properly and spent the next two hours sitting on the ramp in the sun waiting for maintenance personnel to cannibalize the part from another aircraft in a heavy maintenance cycle.

By the time we completed the maintenance and finished up the post-flight paperwork, it was nearing the end of our duty day. With 30 minutes to go, the search and rescue alarm sounded and we quickly launched for an overdue 19-foot vessel with three fishermen off the coast of Cabo Rojo, PR. We arrived on scene to a position their family reported the men usually fish with an hour and a half of daylight remaining and began executing the assigned search pattern. Conditions were decent: eight statute miles of visibility, light haze and clear skies, but the 25-30 knot surface winds created whitecaps that significantly decreased our ability to distinguish a small white boat from an open sea of waves. On the fifth of a fourteen leg search pattern, our rescue swimmer called out a target that he could barely see and appeared to be on the far end of the search area. We decided to break from our pattern to investigate. As we neared the target, it became clear that we had found our missing fishermen who were adrift and frantically waving their arms to signal their distress. We quickly executed the hoisting and rescue checklists and conducted a free fall deployment of the rescue swimmer near the vessel to ensure they were not in immediate danger of sinking or other medical emergencies. While this was taking place, I vectored in a Coast Guard Fast Response Cutter (FRC) that was diverted to the search area. Our rescue swimmer remained on scene until the FRC launched its small boat at which time we recovered him and returned to base. We don’t always have action packed duty days with multiple sorties that achieve tangible results. Some days are spent flying multiple sorties on flare sightings or uncorrelated mayday calls, but it sure does feel good when we get a day like this one. It sustains you until the next time and reminds you why you joined the service in the first place. My crew and I headed home, put the plane to bed, and met up at a joint service beach bonfire/pig roast to enjoy a cold beverage and share the story of our great day with anyone who would listen!

I question whether or not any unit could ever fully prepare for a response

Coast Guard crews deliver supplies to Puerto Rico.

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HA/DR is Logisitics

Article by LT James Srisutasanavong, USN

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SC-21‘s detachment in support of Hurricane Harvey relief efforts challenged my expectations of how I envisioned relief operations, but provided a very unique experience to understand the intent behind Defense Support of Civil Authorities (DSCA). As most of us expect when thinking of post-disaster operations, we were given a very rough verbal WARNOD. The part I did not expect was the wait for official tasking to arrive.

HSC-21 was first told that we might be sent to help with Hurricane Harvey on Friday August 25th. This was a day prior to the expected landfall of Hurricane Harvey and no one yet knew the level of damage to expect. Initially we were told to expect a launch sometime during the early part of the following week, but naturally to be prepared to launch earlier. Word was then passed down

U.S. Army Soldiers and U.S. Navy Sailors load bottled water onto a U.S. Navy MH-60S assigned to HSC 21, for delivery to victims of Hurricane Harvey, U.S. Air Force photo by Tech. Sgt. Larry E. Reid Jr..

that afternoon that we would launch Monday. We came into the squadron on Saturday to work cross-country mission planning and logistics for our expected initial operating spaces out of Joint Reserve Base Fort Worth (JRBFW). HSC-21 and HSC-23 each prepared a 2 aircraft detachment and expected to join 4 aircraft from HSC-7 and 2 aircraft from HSC-28.

We were all set to launch on Monday, BUT when Monday morning rolled around we were told to stand down because official tasking had not yet been given to us. An hour later the squadron was informed we were cleared to Fort Bliss in El Paso, Texas to stand by. This was approximately the halfway point to the Texas Gulf Coast and would allow the aircraft to begin operations 24 hours after an official request from the State of Texas filtered its way down to our units. At this time we were still unsure if we would be joining HSC-7 and HSC28 in College Station (The 6 aircraft moved from JRB FW to College Station to shorten length of missions), or one of the many Department of Defense (DOD) bases in central Texas.

Along with the two aircraft from HSC-23, we ended up staying in EL Paso for three nights while we waited for official tasking. Every day we mustered and waited to hear something from homeguard or the advance party in College Station. We set 1400 as our drop-dead time to launch due to crew day. On one particularly frustrating occasion we were told early in the evening that we were cleared to push to College Station, however later that night that approval was rescinded and we were told to stand down again. We all tried to keep our emotions in check as we dealt with our daily uncertainty. Each of the aircrew and maintainers wanted to be a part of the relief efforts and it was killing us to be sitting on the sidelines waiting. It did not help that there was 24/7 news coverage reporting on how bad it was in Houston. On several occasions CNN would also be showing footage of our sister squadrons affecting resRotor Review #139 Winter '18

cues and picking up survivors. On Friday September 1st we received official tasking and we flew out to College Station where we would set up shop for a week.

HSC-21 and HSC-23, supported by HSC-3 and Station SAR Whidbey Island, relieved HSC-7 and HSC-28 who had been there for a week doing Search and Rescue. The transition was smooth thanks to the ground work laid by our advon who was on the ground during the initial week. The first full day we flew mixed crews with HSC-7 and HSC-28 to gain experience with the air control structure (as it existed at that time) before fully assuming operations to help the people of Texas.

The next day we executed logistics runs of food and water to isolated parts of Texas, while staying ready to respond to any Medevac or SAR calls. Each successive day saw the decrease in need for medevac and SAR calls. From the aircrew perspective it seemed like our role in the recovery efforts was starting to diminish from the beginning as Texas was getting all its local resources back on its feet. Sure enough three days into it we went from scheduling flights to scheduling alert postures. As we suspected, the government of Texas did not renew their support request and our units were deactivated from the support operations. We started the process of packing up all our gear to head back to San Diego.

There is no doubt that the detachments from HSC-21 and HSC-23 helped the people of Texas, but it did not meet the expectations of many of the aircrew regarding heroic rescues in gale force winds. Knowing the fact that no one needing to be rescued is a positive and seeing that local areas are able to take over their recovery efforts on their own, does not take the disappoint of not being the one in position to make the rescues when they were required. During our last night in College Station, a good portion of the aircrew met out to enjoy an evening off. I spoke with one of our aircrew chiefs about some of the frustrations that I and the other pilots had about 50

Focus: HA/DR and Rotary Wing waiting in El Paso and missing out on the opportunity to get rescues and saves. I'll never forget what he told me next. He said “I understand your frustrations, but imagine the young guys in the back…at least you're still doing what you signed up for. You're a pilot and you're getting a chance to fly. The guys in the back signed up to be rescue swimmers, this may have been the one chance for them to actually rescue people and do what they signed up for. Those are the guys I feel bad for.” Everything he said was true. I had talked a lot with the junior aircrew while we were waiting in El Paso and I remember one of our newer guys saying “I just want to get one save.”

My chief ended the conversation with some advice for me.

He told me that we need to put our personal feelings aside on what we feel we missed on this detachment and remind the Sailors that we truly did something important and saved lives by bringing food and water to people in need, because if we as leaders don't emphasize the importance of their efforts, it could hurt motivation moving forward.

As looked at the accomplishments of the detachment from a new perspective, I also began to process the rationale behind DSCA and more fully understand why HSC-21 and HSC23 had been held at Fort Bliss for those three days. Unlike during some HADR operations, where the US military rolls into an area, establishes a robust C2 structure, and begins to make some sense of the chaos, the DOD’s role in DSCA is to provide resources to the local community and state leadership and not take charge. Houston, Beaumont, and the rest of Texas retained clear civilian leadership chains all the way to the Governor. Civilian entities exist to address every need during

a disaster response and the DOD is standing by to provide greater capacity or unique capabilities that don’t exist outside of the DOD. One of the DOD’s roles in DSCA is to ensure that as American citizens we continue to look first towards our local governments to address our needs and requirements, not the military and not the federal government. The Texas disaster response teams had requested a certain capability from the federal government, to include DOD assistance. HSC-7 and HSC-28 initially provided the rotary wing support that the Department of the Navy was tasked to provide the state of Texas and as service members we have to respect the State of Texas’s decision on what help it asked for. It is a hard lesson in civics to take on board when I was sitting in El Paso watching CNN, but one that I now more fully appreciate as I am removed from the pressing desire to be the one helping my fellow Americans.

This detachment may not have fulfilled everyone's expectations but Texans throughout the state made clear how pleased they were with our assistance. Local College Station residents brought three Texas sized meals to the airport every day for the collection of active and reserve military and national guard operating out of College Station. They brought their children to the airfield to say thank you, give out hugs, and show how the nation as a whole was coming to aid the state. Every airfield operating during the recovery operations was overflowing with donations of food and beverages for the responders passing through. Overall, it was a great experience and one that I will always reflect upon when I think of what binds our great country together.

Hurricane Maria Response Article by Paul Nelson

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he Commonwealth of Dominica is a small, independent island nation in the south Caribbean.

With a population of only 71,000 people and 290 square miles of land, the country may unfortunately be best known for not being the Dominican Republic (which is over 600 miles to Dominica’s northwest). But starting in late September, HSC22 Det Two got to know Dominica in great detail during the eight intense days we spent flying there. The six pilots and six aircrewmen from our detachment flew nearly 100 hours while evacuating American Citizens (AMCITs), supporting members of Special Operations Force Leeward Islands (SOFLI) and the State Department, and rescuing foreign nationals. By the end of our time in Dominica, we were more familiar with the island than we’d ever thought possible.

On September 21, 2017 Det Two was continuing its relief efforts in the US Virgin Islands (USVI) from the USS Wasp (LHD 1). Hurricane Maria had just battered the area two days prior, and we had been on station doing post-storm recovery ops in the USVI since the beginning of the month. But even as we worked, we were receiving intelligence updates on the worsening situation in Dominica. Maria was the first Cate51

gory 5 hurricane to ever make landfall there. Winds of over 160 knots had damaged the island to a degree never seen in its history. At least 27 people had been killed as a direct result of the hurricane, and the island’s infrastructure -- power lines, roads, sources of food, fresh water distribution centers -- had been devastated.

This was a dire situation for the 1,300-plus AMCITs living on Dominica. Nearly 1,200 of them were students attending medical school at Ross University; the rest were civilians scattered in small groups around the island, some in isolated locations deep in the mountains. A humanitarian disaster already existed in Dominica, and the State Department was worried a security crisis was soon to follow. Det Two and the Waspwere directed to proceed to the island and commence Noncombatant Evacuation Operations (NEO) and Foreign Humanitarian Assistance / Disaster Relief (FHA/DR).

The morning of September 22 Crusader 11 and 12 launched from the Wasp and conducted the first aerial reconnaissance of the island’s major areas of concern, including potential landing zones identified by the ship’s intel center. After our recce passes, our first priority was securing the LZs in the vicinity www.navalhelicopterassn.org

tower freq: “As soon as you guys get back on deck, we’ve got some word to pass.” As soon as we touched down on the ship, we were told that a civilian Cessna with two people aboard had crashed nearly sixty nautical miles away off the French island of Guadeloupe. After gathering what little information was available on the aircraft and loading some additional rescue equipment, we took off and bustered to the plane’s last reported location.

We encountered IMC within minutes of leaving WASP. We quickly contacted Guadeloupe Approach and requested immediate vectoring to the crash site. The French controllers were very helpful, and gave us priority hanNaval Aircrewman (Helicopter) 2nd Class Brandon Larnard, assigned to HSC dling to the area. We broke out of the 22, and U.S. Marines assigned to SP MAGTAF-SC, provide aid to an evacuee as part of first response efforts to Dominica in the wake of Hurricane Maria. clouds within a few miles of the daU.S. Navy photo by Mass Communication Specialist 3rd Class Levingston Lewis. tum; however, the sky remained overcast and visibility was marginal.

With a Beaufort sea state of at of Ross University. Our aircraft picked up members of SOFLI least 4, it was not a good day for finding people. and other operators who had arrived on the island via C-130, After an hour of investigating various pieces of debris, our and infil-ed them to the medical school. Once the SOF had aircraft was departing a high hover with a climbing left turn. secured an LZ, our aircraft landed and onloaded the first In the distance, we noticed a small yellow object being tossed group of AMCITs for evacuation, transporting them to Domaround by the waves: suddenly, we realized that we were lookinica’s primary international airport for follow-on transport ing at a person.

We saw we had a natural horizon and imoff the island. mediately shot a manual approach to a 70-foot hover. As we After ensuring the successful evac of the Americans at Ross covered the final hundred feet of our approach, we noticed University, DET TWO started working to find the AMCITs that there was not one, but two survivors in the water.

We’d located in the more isolated regions of the island. Dominica’s found the crew of the crashed aircraft. terrain presented a significant challenge to this task: the enAfter a half-hour of hover work, we’d brought both of the tire country is heavily vegetated and mountainous, with some two men – one French, one Greek – into the cabin. They’d peaks reaching over 4,500 feet MSL. But identifying safe placbeen clinging to a single flotation vest – the bright yellow obes to land was essential, since ground routes of communicaject we’d noticed – for over three hours. We were all shocked tion had been seriously impeded by collapsed roads, downed to see that, aside from being dehydrated, they were in relativepower lines, and flooding. ly good health.

Each of them had escaped with only minor Gradually, a pattern of operations emerged. Crusader aircuts and bruises.

We took both men to the WASP, where they craft would land at the SOF base on the Ross University stayed the night under the care of the ship’s medical team. campus. Mixed teams of operators and State Department perThe survivors were safely returned to Guadeloupe by Crusader sonnel would then load into our aircraft and give the pilots aircraft the next day. coordinates for an LZ near a known group of AMCITs. We’d Our time in Dominica was a singular example of the adaptthen take off, recce the LZ, and – after completing some very ability that is so important to Naval Aviation. Serving as the thorough SWEEP checks – infil our ground teams to the zone.

Navy’s only airborne asset in a disaster-stricken foreign counAfter disembarking, the teams would locate the AMCITs and try presented us with a set of challenges none of us could have let them know that they had the option to leave the island foreseen at the beginning of our deployment. It required us to with us. Though some of these individuals chose to stay in think independently, and to plan for contingencies that were Dominica, our helos evacuated a total of 126 AMCITs by the unique to all of our experiences.

But from the quality training end of our operation, and successfully conducted an overland we’d had from instructors throughout the years, to the sound SAR for a 70-year old man in respiratory distress who needed judgment taught to us by mentors past and present, we felt rescue from his mountainside home. well-equipped to face each challenge with which we were preOn the second to last day we spent in Dominica, my crew sented.

I’m humbled and thankful to have been a small part of was executing our standard mission of locating and evacuating the disaster relief work on the now-familiar island of Dominica.

AMCITs. After spending six hours dodging heavy rainstorms and obscured terrain, we were returning to the WASP for fuel.

As we approached the ship, our OIC radioed us over WASP’s Rotor Review #139 Winter '18

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Focus: HA/DR and Rotary Wing

Hurricane Irma Response Article by LTJG Paul Nelson, USN

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hen disaster strikes, HSC responds. Nowhere could this truth be seen more clearly than in HSC22's answer to Hurricane Irma and its devastation of the US Virgin Islands.

When Irma, a record-setting Category 5 storm, swept through the South Atlantic, it brought a wave of destruction not known in recent memory. Sustained winds of over 180 mph slammed into the Caribbean islands, levelling homes and tearing the roofs off schools and businesses. Hospitals lost power, disabling vital equipment needed to stabilize critical patients. Airports and harbors were filled with debris, rendering runways and docks useless for transport. Roads were blocked by fallen trees and downed power lines, cutting off ground-based rescue for thousands of islanders. For the US territory of the Virgin Islands, it was the worst disaster most citizens had ever experienced. It was into this catastrophic damage that the crews of Helicopter Sea Combat Squadron Twenty-two took their aircraft.

HSC-22 Det. Two, currently deployed aboard USS Wasp (LHD 1), was underway with the ship on her homeport change to Sasebo, Japan. HSC-22 expected the trip to be a relatively quiet one, and their transit past the Caribbean to be quick. But when news of the hurricane's path reached the WASP, the ship positioned herself to deploy aircraft as soon as it could safely do so. Only hours after the storm had passed, HSC-22 launched the initial military survey of the damage.

"We were the first in," said LCDR Matthew Boyce, OIC of DET TWO. "We were able to provide the initial lifesaving care expected of the US Navy."

With only two operational aircraft (third in phase) and three full aircrews, DET TWO was strapped for both personnel and time. But that didn't stop the Detachment from driving hard into their work: the crews flew over 170 hours in the first two weeks of relief ops. "Our aircrew and maintainers have been pushing super hard since we got on station," said Tina Lanouette, DET TWO's Assistant OIC. "They've been carrying the weight of a three- to four-aircraft detachment with the manning of a two-aircraft det. In the first seven days of Irma relief, they flew a total of 94 hours and moved 47,500 pounds of rations and water. And they still managed to finish a Phase C inspection and FCF a bird in the process. We're proud of the work our team has done." HSC-22 was eventually joined by aircraft from HSC-5, 7, and 26, along with the 26th MEU, who arrived with the USS KEARSARGE (LHD 3). But DET TWO continued its high-tempo operations with the same dedication it had shown before.

The first concern following Irma was ensuring the well-being of the high-risk medical cases on USVI. The Schneider Regional Medical Center on St. Thomas was particularly hardhit following the storm, and moving the patients off-island was an immediate priority. HSC-22 spent several straight days executing MEDEVAC flights, moving over 83 patients by the end of the week, including 13 critical patients. Identifying the 53

Naval Aircrewman 2nd Classes Logan Parkinson (left) and Brandon Larnard, from HSC-22 evacuate a patient in support of relief efforts in the wake of Hurricane Irma. U.S. Navy video

by Mass Communication Specialist 3rd Class Levingston Lewis.

areas that required the most assistance was another priority for HSC-22. The squadron quickly responded to requests from the governor of the US Virgin Islands, Kenneth Mapp, for an aerial survey of the area. The governor joined HSC-22 on several flights, and used the information he gathered to direct the allocation of further assistance.

One of the other challenges faced by disaster relief forces was the distance that lay between affected areas. The two northernmost islands of the USVI, St. John and St. Thomas, are separated from the largest island, St. Croix, by nearly 40 miles of water. Through their work, HSC aircraft drastically reduced the time needed to respond to requests for help. The Myrah Keating Smith Health Center, isolated at the top of St. John's Gift Hill, housed over 100 displaced individuals in need of food and water. HSC-22 moved 47,500 lbs of rations and drinking water to Smith and similar shelters in a 3-day period.

HSC-22's response to the hurricane wasn't limited to American territory. The squadron was also tasked with extracting two urgent medical cases from the British Virgin Islands (BVI). Two islanders -- one who had been paralyzed from the neck down -- needed to be rescued from Jost Van Dyke, the smallest of the BVI. Rescue forces were having difficulty reaching the area, and called for HSC-22. My crew searched for the survivors, located an LZ, and performed a confined area landing into a debris-filled zone at the base of a mountain, retrieving both of the survivors and transporting them to medical facilities. Our rescue was a humbling experience that underlined the value of realistic training.

Hurricane Irma may have destroyed much of the Virgin Islands, but HSC-22 was there to help. The Navy's helicopters have helped to feed people, support local leadership, and save patients' lives. During their operations in the Caribbean, HSC continued its legacy of providing a fast, flexible response in the midst of a challenging environment - something in which the whole helicopter community can take pride. www.navalhelicopterassn.org

Indian PRINCESS, Really?

Helo History

Article by LCDR Tom Phillips, USN (ret.)

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n the early seventies, HS-6 was happily ensconced in the former laundry building of Naval Air Station Imperial Beach. It’s still there: the lowly light brown/tan wood building just east of Hangar 193, the hangar next to the commissary. We shared the hangar floor and a couple of shops with HS10, the RAG. There was a mobile home between the laundry building and the flight line to house maintenance/ material control and the line division.

Other than that, the building is today as it was back in the day, same color back then as today except now in serious need of a paint job. Today it’s the Navy Relief Thrift Shop.

IB was a helicopters-only full fledged naval air station, shared with no one except the illegal aliens who would regularly cross the main runway headed norte. The flight line post watch would almost nightly have to call the base police to round up the confused wanderers.

There were four fleet HS squadrons in the Pacific Fleet: HS-2, the self-proclaimed World Famous Golden Falcons (or to the rest of us the Locally Infamous Yellow Chickens)radio callsign - Chink HS-4, the Black Knights, radio callsign - Fetch HS-6, the Indians, or informally, the Raunchy Redskins radio callsign - Indian Gal HS-8, the Eightballers, radio callsign – Loosefoot

One fine day, HS-2 was notified that their radio callsign would have to be changed. It was the early days of the development of political correctness, with Stanford University having just changed its nickname from the Stanford Indians to the Stanford Cardinal (the color not the bird) in 1972 and other schools across the fruited plain changing from Indian names while professional teams were accosted to change too.

Rotor Review #139 Winter '18

Chink, “a narrow opening which typically admits light,” although certainly not assigned with any racial overtones whatsoever, had to go. The LIYC were allowed to find their own replacement callsign, and, after a goodly search, took for themselves Hurricane Hunter, which has shortened over the years to merely Hunter. Being the sister squadron to the LIYC, in the same ASW air group, we naturally gave them the business about losing their callsign, not that they were desolated - it wasn’t all that cool after all - but we happily racked them anyway.

Then one dreadful day, we received a naval message declaring that our callsign also had to change. We immediately nodded to each other, firm in the assumption that Indian was no longer acceptable, but to our surprise, it was NOT indian which had to go, but “Gal.” Worse, we were not allowed a chance to find our own callsign, but were officially GIVEN our new callsign: …..Indian PRINCESS…...

Well, despite the fact we would not use that callsign, the word spread like wildfire (a pre-twitter world describing speed – very fast).

I am here to assure you that the word PRINCESS was NEVER transmitted from an HS-6 helicopter radio, but boy was it RECEIVED. And the modifier Indian was strangely absent….

“PRINCESS, cleared to pad three.”

“PRINCESS, traffic eleven o’clock three miles.”

“Hurricane Hunter, do you have the PRINCESS in sight at your twelve?”

It was humiliating.

Work in the squadron screeched to a halt, as the elephants frantically fought back, and it was not long (wait, it SEEMED like a LOOOONG time), before we were released from our burden by being allowed to shorten it to simply Indian.

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Footnote: with all the changing callsigns, HS-4 decided to see what they could do about the callsign “Fetch.”

They discovered that the callsign Black Knight was not officially assigned, although the VF-154 Black Knights used it. So they petitioned to formally change their callsign and it was approved. Sweet.

Not only was the fearsome battle cry FETCH discarded, but a fighter squadron had to give up using the purloined Black Night callsign and find another.

So sweet.

Meanwhile, the Loosefeet flew on, contented.

Back in the day, callsigns were assigned from an approved list of phonetically understandable and clear words and phrases, with scant regard for inspiration, relevance, or anything EXCEPT clarity of understanding on the radio.

Compiled no doubt by a little old lady in tennis shoes in the basement of the Pentagon. Unlike the bold-grand-noble callsigns so common today.

For example, our mighty aircraft carrers back then, were, among others: Cactus School Boy Child Play Big Boy Judo Pawtucket Climax Atlas Handbook Ocean Wave Fairfield To be fair, there were some cool ones too: Rocket Panther, War Chief Wildcat Grey Eagle Rampage Mustang, Gun Train Courage, All Star

Having said this, many seemingly innocuous callsigns developed honors and respect and perhaps legendary status even though the words themselves were not all that inspirational at first glance.

Take for example, the callsigns of the A-1 Skyraiders who escorted and protected the combat rescue HS squadrons in Vietnam will continue to have enduring respect and love among the Raunchy Redskins (and MANY others) of the sixties: Canasta Arab Papoose Barn Owl Electron Green Lizard Locket Firewood; two cruises Milestone; one cruise.

Viceroy; three cruises It was no better with squadrons, as you see for the early HS callsigns above, plus these: (anything Eagle is good to go, apparently).

Field Goal Saddleback Super Owl Magic Stone Glen Rock Sunbird, Clincher Chippy Active Boy Ten Pin Law Case Honeymoon Garfish Any Face Cupcake Knick Knack Waldo, Home Office Decoy Page Boy Sunglass Back Wass Streetcar Clubleaf Busy Bee Taproom Linfield But there were also some cool ones: Charger Fighting Tiger Ray Gun Gale Force Red Falcon Champion Sidewinder War Ace Sky Bolt Swamp Fox Steel Jaw Battle Cry War Paint Commanche Trail Indian Chief War Party (some indian influence there) Flying Eagle Red Eagle Black Eagle

ASTP_Apollo_command_module_recovery_by_HS-6_Sea_King_in_1975

So its not the callsign but what you make of it and how you empower it by your use of it in action. Sadly, of the heroic then-Skyraider squadrons of the Vietnam era, only two are still in service, and both have changed their callsigns (fare thee well Canasta and Arab) Final observation about Indian Princess: HS-6 was the first helicopter combat squadron to receive a woman pilot, so the wheel turned back around to Indian Gal – certainly not on purpose or from any wry historical humor by the Navy, for as we all know, wry humor or other intentional humor is not a Navy core value. Or was she the first actual Indian Princess?

You might quietly start looking around for a replacement for when the PC crowd discovers you are Screamin’ Indians.

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www.navalhelicopterassn.org

Med Cruising, 70’s Style (Part 1)

Article by CDR John Ball, USN (ret.) All photos by the author.

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and wood desks and filing cabinets and owadays,when most people reeked of stale cigarette smoke, this being hear the words “Med Cruise” a room that was occupied full-time, day they picture a huge, luxurious cruise and night, by the squadron duty officer ship visiting romantic ports in the or by his grudgingly-efficient petty officer Mediterranean. Yet those of us in the who did not want to be there. One side of sea service in the 1970’s imagined steel the office had a row of large metal-framed gray Navy ships, long hours of work, windows that held thin old glass panes, and months away from home, offset by the many coats of Navy paint not quite perhaps some good flying and liberty in covering the dust and rust of decades. On exotic ports. the desks were the two big squadron log This article is designed to explain what books - each covered in that pale green it was like to deploy in the early 1970’s. cloth with “RECORD” emblazoned on Old timers may smile as they recall simit - filled with the official records of the ilar times, while youngsters may wonder squadron’s business, written meticuloushow we managed in the analog age. ly in black ink with one of those Navy Remember that for me, this happened Skilcraft ballpoint pens, eventually to be in real time at the height of the Cold filed away somewhere for eternity. The War, yet now surely seems like ancient The author in 1973, a lieutenant junior rest of the hangar’s offices were furnished history to some. What follows are my grade, looking proud on his first aviation in similar fashion, with an eclectic mix recollections of those times. Enjoy. deployment. of steel gray desks, homemade wooden Venture back in time with me to tables, IBM Selectric typewriters, those January of 1973. Richard Nixon was heavy wooden chairs you’d see in a ’40’s President after winning re-election in a in Pensacola for the first time in eleven movie, and asbestos tile on the decks that landslide over George McGovern, the years?

This delayed our departure for could be waxed and polished with those Soviet Union was the enemy, American Norfolk because the roads in the South big buffing machines. The hangar was involvement in the horrific Vietnam were quite impassable, especially for a a fire trap.

War was nearly over, the military draft low-slung British sports car.

Nonetheless I found myself in a squadron with dozjust ended, and I received my Wings of we made it to Norfolk, stayed temporarily ens of pilots, as I recall over 60 in number, Gold at Ellyson Field in Pensacola. I’d with a cousin, and set out to find a place and over twenty-four helicopters. The mastered the T-34B Mentor in VT-1 at to live. squadron’s core mission was providing Saufley Field, the mighty T-28 Trojan in two-plane detachments to supply ships VT-2 at Whiting Field, and the humbling My New Squadron in the Atlantic Fleet such as ammunition TH-57B and classic Huey in HT-8 and HC-6 at NAS Norfolk ships (AE), fast combat support ships HT-18 at Ellyson Field. Married less After purchasing a nice Norfolk town(AOE), replenishment oilers (AOR), and than a year, I was on “baby hold” at Elhouse for the princely sum of $27,500, combat stores ships (AFS).

As the only lyson because our first son had been born with a 30-year mortgage, I was ready to squadron of its type on the East Coast, on Christmas Day, 1972. In February we report to my first fleet squadron, HC-6, that meant a lot of detachments,helicopfinally packed out with a Navy-arranged at NAS Norfolk. An eager nugget, I ters and personnel. moving van, packed our one car with my wasn’t sure what to expect, but I knew I During our morning All-Officer Meetvery necessary flight gear, a few changes would be flying the mighty CH-46D Sea ings, it was not uncommon for every of clothes, our six-week old son, and Knight, a huge twin-engine helicopter chair in the ready room to be occupied, headed to NAS Norfolk in my ensign and flying the VERTREP mission from with standing room only in the back for car, a fun little 1971 MGB-GT sports car. supply ships.

The squadron hangar, with late-comers, next to the big aluminum It wasn’t a very practical vehicle to travel its offices and shops, was nothing to brag coffee pot and the rack of hanging coffee hundreds of miles in mid-winter with about.

It was a low, old, metal structure mugs.

I was amused when two seasoned a newborn but, “Hey, don’t you know sided with corrugated metal painted a pilots finally met for the first time one there’s a war on?” By the way, my wife drab gray color.

Yes, the duty office had day.

Each had been in the squadron well still reminds me how much fun it was to some semblance of officialdom with its over a year, but because they’d been on hold a squirming infant for two days in wooden painted signs and other trapoverlapping deployments, they had only a sports car, making baby formula while pings of a naval aviation squadron, but it known each other by name. pulled over, not daring to turn off the wouldn't win any awards for decorating.

Our wardroom certainly had its share engine for fear our little son would wake The duty office was furnished in old metal of characters; the XO who took afterup. Did I mention it had just snowed Rotor Review #139 Winter '18

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HISTORY noon naps on his Navy green couch, the nonchalant pilot who did not show for night flights, the sleepy pilot who dozed during most of a cross-country flight, the tobacco chewer with his disgusting spit container, and the NATOPS officer who pulled circuit breakers with abandon just to see what his hapless trainee would do. It had been the era of the military draft and it’s safe to say many men volunteered for naval aviation to avoid assignment to the Army, resulting in some less-than-professional officers and pilots. At the time a helicopter squadron was not career-enhancing, especially an HC squadron that was not even a warfare specialty. No helicopter pilot had achieved flag rank.

A Man’s Navy This was 1973 and it was still a man’s Navy. I had graduated from the all-male Naval Academy and there were no female naval aviators. Months later, in May, the first women reported to Pensacola to train as naval aviators, and three years later, the first women reported to the Naval Academy. So, I recall early in my tour at HC-6 we were assigned our first female officer and that created quite a stir. She was assigned administrative shore duties and fit in well professionally, but the first pressing problem for the XO was to find a suitable head - a bathroom - for her.

Then in 1974 one of those first women aviators, Ana Marie Fuqua, reported aboard to fly shore-based H-3 Sea Kings with the squadron’s small VIP outfit that flew flag officers up and down the east coast. It wasn’t until five years later that the first women were assigned to flying duties aboard ship.

At the time HC-6 had a number of Vietnam veterans, recent HAL-3 pilots who had flown armed Hueys in country and were now fleet lieutenants, each with a chest full of ribbons.

We nuggets would listen in rapt attention as these seasoned pilots - not much older than we were - would tell their sea stories, no doubt embellished for our amusement, and we not quite sure how much to believe.

This was the environment I entered in 1973 as I began my first fleet tour in HC-6.

H-46, ready to start engines, amid loads ready for external lift.

side of the aft pylon via the kick-in steps provided - remembering to start off with my left foot - then climbing up on top and inspecting the aft and forward pylons, making sure that the big clamshell doors were secured, and the safety straps installed. Each pilot had his essential “stubby”, a short screwdriver with both a Phillips and straight slot.

By the way, nowadays many people refer to the H-46 Sea Knight as “The Phrog”, especially Marines, which started as a silly play on spelling that was started by fans of the 1960’s-era Navy F-4 Phantom fighter, sometimes dubbed the Phabulous Phantom. In any case, when I flew the H-46 we always referred to it as just “the 46”, and never as a Sea Knight. " ...many people refer to the H-46 Sea My instructors taught me how to Knight as “The Phrog”, especially Marines, get every bit of performance out of which started as a silly play on spelling that the H-46 by yawing a few degrees, was started by fans of the 1960’s-era Navy by “milking” the collective, and F-4 Phantom fighter, sometimes dubbed the smooth flying. We played NATOPS Phabulous Phantom."

Jeopardy to learn every detail in that big blue book. We learned to fly on instruments, how to fly and land to-side shuffle until the six rotor blades single-engine, and practiced simulated came up to speed. Taxiing was probably autorotations - we weren’t allowed to the most difficult task to master since it do a full-touchdown autos in this big had a catering nose wheel, and steering machine. We practiced hoisting and was just the result of pulling collective, carrying external loads. I learned to moving the cyclic, and judicious use of work as a member of a crew, and learned the wheel brakes. Preflight was a major to trust the judgment of the veteran airtask that involved climbing up the port crewmen in the back, one of whom flew on every flight.

Learning the H-46 At the time there was no training squadron for Navy H-46 pilots, so I began an in-house training program to learn the CH-46D. I studied the NATOPS Manual, took open and closed-book tests, and learned how to fly the H-46 from veteran VERTREP pilots. There was no H-46 simulator either, so emergencies were discussed at length and simulated as best one can in a real aircraft. I do recall how huge the helicopter seemed at first, a giant step up from the simple Huey I had mastered in Pensacola. The H-46 was fun to fly, forgiving of crosswinds and c.g., but it had its quirks. During rotor engagement it often had a side-

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A det bird lowers a misile container to deck of USS Suribachi (AE 21).

In August I was deemed ready for my important Helicopter Second Pilot (H2P) Board. At this board the skipper and others grilled me with NATOPS questions and “what-if ” scenarios to see if I had the knowledge and judgment needed to be a H2P, a qualified co-pilot, the designation that would let me join a detachment and fly some real VERTREP. Two weeks later I was assigned to an ammo load out aboard USS America, where I was able to fly external loads for three days to and from ships and learn how this VERTREP thing was really done. It was exciting! I learned to appreciate the finesse required to accurately hover over a load for pickup, respond to the aircrewmen’s calls, lift the load off the deck, check torque, fly to the receiving ship, lower the load accurately on the spot, reduce power to allow the crewman to release the hook, then move aside for the next load. This was truly an aerial ballet, and would be especially fun after a few months of working together on a detachment, when pilots and aircrew become a well-oiled team.

Going to Sea With my H2P qual in hand, I was soon assigned to HC-6 Detachment 8 to deploy aboard USS Mount Baker (AE 34) an ammunition ship scheduled for a short Mediterranean deployment.

Yes, I’d miss Christmas and my new son’s first birthday, but that went along Rotor Review #139 Winter '18

with the job. We’d have two CH-46D oil, provisions, and ammunition, often helicopters with five pilots and thirteen supplied at sea by underway replenishenlisted men. It so happened that I was ment from Navy supply ships, some of the sole H2P in my detachment and as which carried our HC-6 detachments the junior officer fell into the position specializing in vertical replenishment. of division and admin officer. We could Bidding our goodbyes to family and operate two helicopters simultaneously, friends, the detachment flew down to with the fifth pilot manning the radios Charleston, South Carolina, in October in the “tower” overlooking the flight where the ship was home ported. It was deck. We’d swap seats around to share a cool dreary day just before Halloween the flight time. The enlisted crew, a mix when the ship steamed alone out the of ratings and skills, was headed by only Charleston channel and into the Atlana first class petty officer, not a chief petty tic, heading east for the Mediterranean. officer that later became the norm. It was During our Atlantic crossing I was able a good deal for the chiefs in the squadron to fly some training flights to get comnot to go on deployment, but it put a lot fortable flying a big H-46 from our flight of responsibility on the shoulders of a deck. The flight deck was large enough first class and sometimes led to a lack of to be comfortable, but there were two tall leadership in the ranks. booms of the ship’s cranes that loomed With the Cold War ver y much in progress, it was customary for the United States to station the Sixth Fleet in the Mediterranean and maintain two aircraft carrier battle groups on station. There was even talk about home-porting the aircraft carrier USS Independence in Men push a folded H-46 into a hangar, a tight fit Athens, Greece. All with only inches to spare. The other H-46 awaits those ships needed its turn to land.

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History over the flight deck, one at each forward corner reaching up as high as the ship’s stack. They were well secured with steel cables, but it took me some time to get used to those two ominous steel poles right in front of my eyes when hovering over the deck.

The ship had two hangar bays just forward of the flight deck, each sized to accommodate an H-46 with its rotor blades folded. Each bay was equipped with a roll-up garage-style metal corrugated door that kept out the elements, but not the noise. We man-handled the big helicopters in and out of the hangars, with about a half-dozen men pushing on the sponsons while one man steered using a tiller bar locked to the nose wheel.

He was guided by a director equipped with a whistle, who gave him steering commands and ensured the valuable helicopter got safely in and out each time.

There was a plane captain in one of the pilot’s seats operating the toe brakes just in case the helicopter started to slide.

Needless to say, winds and rain could make the flight deck slippery, and when combined with rolling seas, this evolution was fraught with danger, so everyone was alert. Years before, one detachment had lost a helicopter over the side when the ship had turned without notice, which

caused the flight deck to tilt and the helicopter to slide off the deck into the water. Fortunately the plane captain at the brakes was able to swim free as the helicopter sank. There was now a strict protocol that a helicopter was not to be moved unless the bridge gave permission, so that the officer of the deck would not to turn the ship until the helicopter was safely chained to the deck. There were only inches to spare on each side as the helicopter was pushed in or out the hangar opening, and sometimes a man had to climb up onto the helicopter just to push a rotor blade a few inches to make it safely past the door. Once safely in or out of the hangar, the helicopter was secured with wheel chocks and strong metal chains.

The H-46 was equipped with an automatic blade fold system that positioned the rotors in a certain spot, locked them with a big metal pin on the aft vertical drive shaft, then motored each blade a certain direction so that all six blades were finally within the width of the stub wings. It was impressive, but sometimes didn’t work perfectly. It might require manually positioning the rotors in place so the lock can go home, or manually folding one blade using a cheater box that directly drove the small motor for

A cross-cockpit view of Sicily from the left seat, with city of Giardini-Naxos and snow-covered volcano Mount Etna in the distance. The ship is the oiler USS Caloosahatchie (AO 98). The dark object in foreground is the wet compass housing with the pilot’s rear view mirror mounted on top. It enabled a view of the cabin without twisting around in the seat.

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each blade. In any case, the blade fold system was critical since there was room for only one helicopter at a time on the flight deck. To operate both, one helicopter would be launched, then the second pushed out, tied down, blades unfolded, started, and launched. For recovery, the reverse needed to happen, so folding the blades of the first helicopter was critical so that the second could land before running out of fuel. If there were problems with folding the first helicopter, it got all the crew’s attention to do whatever it took to fold the helicopter, and it had to be done quickly.

At least here I was flying in the fleet, learning shipboard ops with all kinds of Navy ships, and seeing a little of the Mediterranean. We began doing what ammunitions ships do, providing bombs and shells and missiles to any ship that needed them. Often VERTREP was the easiest method of moving ordnance, since it allowed ships flexibility rather than the traditional alongside method that required both ships to hold a steady course for hours. In peacetime there was not a big demand for ammunition, so we pilots volunteered to fly whenever we could.

If we had to be away from home, at least we wanted to fly.

Mail Call A big difference between 1973 and today was communications. Those were the days before the internet, cell phones, personal computers, smart phones, telephone answering machines, photocopiers, and cable TV. We used pencils, typewriters, carbon paper, white-out, and land-line phones. Every pilot in the squadron was required to have a home telephone for recall purposes - it was the only way to contact people remotely. The daily flight schedule and Plan of the Day were typed on special ditto master paper and copies were made using the ditto machine.

These were distributed by hand.

Aboard ship, communications was by official radio or teletype, flashing light, semaphore, or signal flags. There was no ship to shore telephone unless specially arranged through Navy communications stations. In other words, if our ship was anchored a mile offshore, www.navalhelicopterassn.org

we may as well have been on the moon.

Therefore, the good old U.S. Mail was the primary means of communication for all but Navy operational messages. It was such a key to morale that a vast and efficient system of fleet mail delivery had been developed, and Navy postal clerks did an admirable job keeping the mail moving. From the United States, mail was flown overseas, sorted, then sent to either a port near the ship or to an aircraft carrier via COD and then delivered by helicopter to nearby

but in my opinion the best was always “Mail Call.”

Cruising and Flying the Mediterranean Our ship was quite busy through the end of 1973. We hauled a lot of external loads, operating with nearly every Navy ship in the Mediterranean. If our ship was to be in port or anchored, we often flew off the ship to a nearby military base so we could perform aircraft maintenance and training flights

Mail Call

ships. To hear that mail was inbound sparked delight, and the sight of those red and yellow mail bags was cause for anticipation. "...we had been extended to at least a five month cruise.Morale took a nose-dive and winter set in."

A personal letter from home could raise one’s spirits immensely. It wasn’t fast, but I could expect a letter mailed from home to reach me overseas on about a week, depending on where our ship was. If our ship’s schedule was changed, it could really throw a monkey wrench into our mail delivery, resulting in delays or even worse, receiving letters out of sequence. My wife and I numbered our letters on the back, so that we could read them in the correct order, because normally we’d receive days’ worth of mail at once. One of the sweetest announcements over the 1MC was arguably “Liberty Call, Rotor Review #139 Winter '18

conveniently. Ashore we were our own little air force, and as long as we kept in touch with the ship, we were pretty much on our own. When the ship would depart, we flew back aboard, normally as the ship was heading out to sea, usually pre-arranged by telephone.

During the cruise we flew ashore to military bases at NAS Sigonella in Sicily, Souda Bay Air Base in Crete, NS Rota in Spain, and Hellinikon Air Base in Athens.

With the Vietnam War cease fire in effect, this was the first peacetime ammunition ship deployment to the Med in a long time. There had even been a question at to whether or not Mount Baker would even carry a helicopter detachment since no one expected a busy time in the Med. Our cruise was to be a rare, short three months, as opposed to the normal six month deployment. Of course we had no input to ship schedules - those decisions were made at levels far

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above the pay grade of even our CO. Our squadron simply responded to the orders from on high for the arrangements made among the high levels of AIRLANT, SURFLANT and fleet commanders.

Anyway, our relief, another ammunition ship, was to proceed to the Med so we could return home. You can guess what happened next. It just so happened that our relief ship managed to hit a bridge on the east coast, throwing those plans out the window. Word of this spread like wildfire and when the doom and gloom cleared, we had been extended to at least a five month cruise. Morale took a nosedive and winter set in.

In November we flew into NAS Sigonella, a base in Sicily, while the ship went into the fueling port at Augusta Bay. This was my first time at an overseas base, and I recall hearing the broken English of the Italian controllers in the tower. Over time, we learned to understand them, mostly, and had fun mimicking them.

As we alighted from our helicopters I was somewhat shocked to see a young Italian soldier patrolling the perimeter of the parking ramp and holding a big weapon.

Wow, this was the real thing.

Sigonella was a military base set on a plain inland from the city of Catania.

Nearby Mount Etna, an active volcano, dominated the skyline, its peak usually capped with snow with wisps of steam from its top. Ashore we pilots took whatever accommodations were available, and this time it was a large spartan room with one bare light bulb. The base was built with typical Italian military decor - just the necessities. We came and went twice that month, and each time it seemed that something Italian was on strike. One time it was the electricity, that went on and off seemingly at random. The other time it was the phone system, although that may have just been the typical Italian infrastructure.

In late November the ship sailed eastward to the Greek Island of Crete to anchor in Souda Bay, a deep natural harbor sheltered by hills on two sides with the city of Chania at one end. It was a favored NATO anchorage. I recall the crisp, clear morning as I stood on deck in the chilly wind and admired the snowcapped Cretan mountains illuminated brightly by the low morning sun. Gee,

History I’d always thought of the Med as a sunny and warm place. It was quite a spectacular sight, and as we rounded the Akrotiri peninsula I could see other Navy ships already at anchor in the deep blue bay.

A Forgettable Thanksgiving We were anchored there on Thanksgiving Day, 1973. This day would be a highlight for the crew because we could always count on the cooks and stewards to put on a big dinner in the wardroom. The mess decks had a similar feast planned. It would be fun for them to show off for us, and it would be delicious as well - a small celebration of the traditional American holiday, even though we were far away from home.

As it turned out, Mount Baker weighed anchor in the late afternoon, so that the big evening meal would start just after we had steamed out to sea and secured from the sea and anchor detail. As the ship rounded the peninsula and left the calm water of the bay for open water it quickly became apparent to all that we were in for rough seas that evening, just in time for Thanksgiving dinner. As the ship pitched and rolled, I was already feeling queasy but thought if I ate I might feel better, so I dutifully took my chair in the wardroom.

However the first sight of food made me nauseous, and I quickly excused myself and headed for my stateroom. It took a long time in my rack, motionless, to slowly recover from what was my closest ever encounter with seasickness. It was a forgettable Thanksgiving.

Join the Navy and See the World Liberty in foreign ports had been a lure for sailors through the ages and was so on our cruise as well. If operations allowed, the crew, divided into duty sections, would be given time off in port on a rotating basis, leaving a skeleton crew available to get the ship underway in an emergency. Some ports were generally regarded well for their liberty delights, while others not so, but in general any port was good as long as it had some good bars with liquor at reasonable prices.

December began in the vicinity of Athens, then we visited Souda Bay again, NAS Sigonella, and sailed west to spend Christmas anchored at the resort of Palma

de Mallorca, Sp a i n . In 1973, Palma was a pleasant resort with a large open harbor protected by a long breakwater. This was in the days before the giant cruise ships dominated the big MedThe author in civvies on his way back to the ship which is in iterranean the distance on the quay wall in Iraklion, Crete. ports such as became just too dangerous, and thats’ Palma. Today, Palma’s harbor is filled with a maze exactly what happened.

As Christmas Day of 1973 drew near, a of docks for hundreds of white fiberglass boats, but in 1973 there were only a few winter storm moved into Palma for days, dozen fishing and pleasure boats. True and (liberty) boating was cancelled due to form, our ammunition ship was not to high seas. With as many as two-thirds allowed to moor at the convenient break- of the crew ashore this spelled trouble for water, but like a bad boy, the ship was morale and operations. Sailors stranded assigned an anchorage miles out in open ashore began running out of money, those water, the harbor captain no doubt aware aboard couldn’t enjoy liberty, and key that we carried tons and tons of ammu- tasks began to suffer. It didn’t take long nition, fuel, and perhaps even nuclear to start using our two helicopters as air weapons. This made liberty a long boat taxis, and we began returning stranded ride away from the pier and the town’s ship’s crew from the Palma airport to the delights. In winter, a ride on the ship’s ship. Word spread ashore for sailors to go liberty boat meant at least a 30-minute to the airport, where we embarked those ride in the cold, damp air, mixed in with destined for Mount Baker. We could diesel fumes and the noise of its big safely carry nearly 20 men per trip, but diesel engine and perhaps a rough ride. for a ship with hundreds of sailors this Going on liberty made the trip worth it, was not a simple evolution. If that wasn’t but returning to the ship in a boat with enough work, there was a large Navy oiler anchored near us with the same unfortudrunken sailors was more like a chore. nate boating situation, so we were tasked with moving her men as well. Unfortu“Cancel All Boating” Anytime a ship is anchored there is the nately her flight deck was not certified adventure of descending the steps of the to land our H-46 helicopters - it wasn’t aluminum ladder to the boarding plat- designed for our weight - so we’d need form, and then onto the boat. Weather to hover over her deck and hoist down can play havoc with this, and as sea state each person, one by one. I recall hovering increases, the boat begins to rise and fall over the deck of the oiler for what must with the swells, sometimes as much as have been an hour, while our crewmen in 3 to 5 feet or more, and an experienced the cabin hoisted men down to the deck sailor learns to time his leap onto the one by one, my arms and legs sore from boat. An ill-timed leap or slip can result the demanding work. It was a laborious in injury or a dangerous fall into the sea. process, and my right thumb was even Since our ship was anchored out in the sore from pressing the red button on the open sea in Palma, winter storms could cyclic to relieve the artificial feel in the bring boating to a halt when things controls. As it turned out, I flew four

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days of this, logging 15 hours shuttling men to and from the airport and ships.

It kept us busy, and cut into our liberty, but I was glad to be busy doing something productive. I even volunteered to fly on Christmas Day. Winter Gloom We went from a busy December to the gloom of a cold, slow January. At the time, with the Vietnam War now over, steaming hours were reduced, so the Sixth Fleet in the Med only operated enough to maintain some proficiency, spending most of its time in port. This was enjoyable for some but not for me. For sailors it meant running out of spending money. For me it meant little flying and more time for to be assigned collateral duties, those thankless tasks that seem to take on importance when operations slow down . As the junior officer, I was assigned as a shore patrol officer in Glyfada, a suburb south of Athens along the bay, and spent my days in the local shore patrol office, staffed mostly by local U.S. Air Force personnel, doing paperwork and commuting by bus to a small hotel.

It was depressing to know I had been volunteered off the ship, but nice to see her each day anchored a few miles out, and know they hadn’t left me behind.

The cold and dreary winter weather did not help.

I was assigned occasional duty as boat officer, responsible for the safe passage

of liberty parties to and from the fleet ally moored to the municipal pier there, landing. It was a thankless task, especially although at the very far end. Perhaps he when dealing with drunken sailors, most did not know we were a floating bomb. of whom were tolerably self-sufficient, By late February our flying was so slim but then there were the few who became that I had to remind my boss I had not belligerent and required forceful action. yet flown at all that month. Therefore my Another occasional duty was serving as logbook shows a single flight in February the ship’s shore patrol officer. This was 1974, on the 23rd. It was also about this at least educational and interesting as time that we learned our deployment had my small team made the rounds in the been extended again, to a full six months. liberty ports, always on the lookout for Morale sank to a new low. the drunken sailors and those who caused trouble in public places.

Finally home.

In those early months of 1974, we Operations continued at a slow pace, spent a lot of time in port, steaming out and in mid-April we left Rota, homeward for the occasional operation or replenish- bound. I completed this deployment, ment. Often our helicopters remained on having flown only 98 hours. In late April the ship, so we were obliged to ride the the Charleston-based Mount Baker sailed liberty boats. We visited Barcelona, but near Virginia so we could fly off and anchored so far out that the joke was we return directly to NAS Norfolk. It was were in international waters - it required a sweet homecoming. a boring 45-minute boat ride from the ship. We docked at the Turkish naval base at Golcuk, full of U.S. Navy handme-down ships, and spent time visiting Stay tuned for Part 2, coming soon in Istanbul. We docked at the French naval Rotor Review, and learn about the advenbase at Toulon from where I was able to tures of deploying aboard an AFS in the see Cannes and Monaco, albeit in winter. summer while Med Cruising, 70’s Style.

We spent a few days in the historic city of Iraklion, Crete, where the port captain must have made a mistake since we actu-

: A pilot’s view of USS Mount Hood (AE 29), a similar ammunition ship, showing the two tall booms of the ship’s cranes that loom over the flight deck. Loads of bombs are spotted on the flight deck for VERTREP to USS Ranger (CV 61) alongside in 1979.

Rotor Review #139 Winter '18

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History

NAVAL HELICOPTER REUNIONS AND ANNIVERSARIES All known Naval Helicopter Reunions and Anniversaries are listed below. If you have reunion and anniversary information you would like seen listed here and on the NHA web page, contact CDR Mike Brattland, USN (Ret.), Retired and Reunion Manager, Naval Helicopter Association (NHA), Webmaster NHAHS at 619 425-7139 or by email at retiredreunionmgr@navalhelicopterassn.org.

2018 NHA Symposium Squadron Reunions in Norfolk,Va., May 14-18, 2018 HSM-41/HSL-41 35th Reunion/Open House & Golf Tournament, NAS North Island Friday, January 26, 2018 POC Lt. Zach Duenas USN-HSM-41 RSVP and for additional information HC-6 "Chargers" / HC-8 "Dragon Whales" - In work - POC Jeff Berger jeffluan@rcn.com HM-18 "Norsemen" - In work - POC Walter Steiner steinerswm@gmail.com HS-4 "Black Knights" '88-'91 - POCs Bob Lineberry rg@decision-strategy.com

and Carl Robertson cdrob01@gmail.com HS-11 / HSC-11 "Dragon Slayers" - Under consideration, not yet in work - POC Paul Stevens HS-12 "Wyverns" - In work - POC Hartmann “Hardy” Kircher hkircher@comcast.net

2018 Squadron Reunions HC-7 "Sea Devils" - May 17-19, 2018 in San Antonio, TX - POC- Charlie Akins chasakins@aol.com HAL-3 - August, 2018 in San Diego - POC Gary Ely Treas http://www.seawolf.orgelysoflakeside@cox.net HS-85 - August, 2018 in Alameda, Calif.

H-2 reunion around Nov. 2018 associated with SH-2F being added to the Naval Aviation Museum at NAS Pensacola, Fla. - POC Earnie Rogers erogers@liberty.edu Check the NHA website www.navalhelicopterassn.org for the most current information on anniversaries and reunions or contact retiredreunionmgr@navalhelicopterassn.org NAVAL HELICOPTER ANNIVERSARIES NAS North Island - Nov. 11, 1917 - 100 Years Naval Helicopter Anniversary - Oct. 16, 1943 - 75 Years HU-1/HC-1 - 1948 - 70 Years Navy Aircrewmen - 1968 - 50 Years HM-14 - 1978 - 40 Years HM-16 - 1978 - 40 Years HSL/HSM-41 - 1983 - 35 Years HSL-46 - 1988 - 30 Years COMHSMWINGPAC - 1993 - 25 Years

Pulling Chocks

introducing Rotor Review’s Newest Department: PULLING CHOCKS! NHA wants to hear from you! If you are leaving the Naval Service...

Please send us an email at pullingchocks@navalhelicopterassn.org.

We will publish it in “Pulling Chocks” section of Rotor Review.

Pictures you want to share are welcome and encouraged.

Are you transitioning to civilian life?

Be sure to check out NHA’s Transition Assistance section of the NHA website.

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"Do you think there is a retention issue in Naval Helicopeter Aviation? If so, why? from LCDR Trier Kissell, HSM-60 Do I think there is a retention issue in Naval Helicopter Aviation? Absolutely.

My perspective: I'm a department head at HSM-60 Jaguars, the only HSM reserve squadron in the Navy. I can't speak for my HSC counterparts, but the seawall superstars are knocking down our door trying to continue their careers in Naval Aviation without following the active duty MH-60R CVN career path.

This retention conversation began over a decade ago when it became apparent that most females were pulling chocks after their initial obligations. But this is no longer a gender-based issue. If we don't figure out how to retain the best of our junior officers, the fate of the HSM community will mirror that of the SWOs: Promotion by attrition.

It's not surprising that 'the Koolaid' is becoming less and less appealing. The expeditionary model is dwindling. CAGs want Romeos. We're the most capable helicopter platform in town. But what this looks like for first-tour JOPA is up to 17 months at sea and two work-up/HARP periods in a 36-month tour. Follow that with a competitive tour at a malfunctioning FRS or Weapons School where you are now making the Koolaid, then a dissociated sea tour, and it's no wonder we have our choice of reservists with a spotless record and 1800 hours of Romeo flight time. While we'd love to have them, it's a shame that the active duty department head billets aren't more appealing, because those positions still need to be filled by capable leaders.

LT Tom "CATT" Viger, USN (Mini Boss , USS Makin Island (LHD-8) I hate to respond to a question with another question, but what do the retention numbers say? Since this question asks for an opinion, my opinion is no. As a member of the HSM community, our platform is in high demand, and we're still receiving new aircraft. I couldn't find a more recent survey but the 2014 Aviation Officer Retention Study suggests that Rotary Wing quality of life is better than our TacAir brethren. I'm currently on my disassociated sea tour, and cannot wait to get back to a squadron. Nothing in the Navy compares to squadron life. Whether it's JOPA shenanigans, 0200 movies in the ready room onboard a carrier, or leading a strait transit with your Skipper in the seat next to you, squadron life in the rotary wing community is great and it's what keeps me (and I'm sure other guys) sane.

Bob's Email blarys@cox.net Yes. They make us retire after only 30 years! from CAPT Jim Ellington, USN (Ret.)Since I retired in '96, I'm not going to weigh in with an opinion on this question. I would like to say however that if there IS a retention problem, I'd like to be put at the top of the list for coming back in and, with some minimal remedial training, filling the gap. I'll even agree to accept my original 1966 flight pay, $50 a month, and monthly pay $300, which should adequately cover my bar bill. I just had cataract surgery and can see like a hawk now although I might need some degree of liberty with the current weight limit standard. As an added bonus, my wife says she is very eager for me to be deployed as quickly as possible. Let me know if I can be of service. I'm standing at attention by the phone. from CAPT Bill Keller, USN (Ret.) The minute I had 30 years in Navy, they told me adios, this was Feb 1 or 1994! Obviously I've been away from the day to day Navy, active and reserve for a LONG time, which is to say I have no clue of the rotor head community active duty issues.

However, I think I can relate to some of the personnel issues with my Military Officers Association of America (MOAA) activities. Keeping this simple, I have "stormed the Hill" with MOAA on multiple occasions. This includes MOAA members talking face to face with their states Congressional delegations.

The military issues MOAA attempts to "fix" are all personnel issues recommenced by DOD! More and more DOD is "attempting to take away" benefits and perks: raising the costs for Tri-Care, and limiting Tri-Care options! Doing away with the housing allowance to one married member of married couples. Recommending closing Commissaries, basing the decision on a survey of lower rated, mostly non-married personnel who live on base and eat in a base dining facility!! DOD attempting to do away with or reduce retired health benefits, recommending additional charges for retirees and being "means based" The higher your rank/rate the more you will pay for retiree health care, no where else in the Federal Gov't is health care "means based". The President and newest Federal Government employee pay the same for health care, why should the military active and retire be different.

Last but not least ..... pay raises that are an embarrassment!! While the DOD is trying to take away from the "troops", we continually read about weapons systems cost overruns, The Gerald Ford and F-35 are classic examples!

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Not sure with the Active Duty issues are with helo drivers, but certainly the above issues can't be motivating factors to remain on active duty. This is not just a rant from an old retired helo driver... they are real issues which I believe are having a negative impact on retention on the total force..... from Bobby Brown Maybe in the HSC community. from a helicopter pilot Well it's not necessicarly simple, but one thought is because there are options which are much more appealing to some in other places. To outline a saying I have heard more than once, "Why stay in when you can go commercial and get paid $200,000 to fly 14 days a month." Now if you ignore the fact that you could be flying more than that and that salary isint usually reached till the 10 year mark, it does outly two big selling points for getting out. First, the private sector has the ability to beat any offer the navy can give financially. They are able to raise and lover the bonuses they give faster than the navy and are willing to go heigher. So we're pretty much doomed to fail on that front and I don't think it is where the attention should be focused. The second portion is the 14 days a week. I myself can't attest to the constraints of the heigher end billets on personal time, but it does appear that on the civillian side their pilots don't have to concern themselves with anything other than flying. I understand that as officers we are able to fill many open roles and ground jobs, but do we really need to? What is to stop the Navy from hiring more administrative position to alleviate the workload of some of the pilots? You would then be enticing retention by inproving the quality of life of pilots instead of chasing after some magical amount of money. Fair winds from LCDR Rob "Chuck Rob" Kreuz From a simple numbers standpoint, right now (at least in the HSM community) there does not appear to be a retention problem. There is noticeable competition for Department Head and extremely fierce competition for Command (HSM's 17% selection rate was the lowest in the Fleet).

Right now, I think it is too early to tell if there is a retention problem with respect to quality officers (something I think the Surface community is currently facing). Judging by the statistics of the most recent command screen board, I don't believe this is the case in Naval Helicopter Aviation. I will say that some of my peers with highly competitive records surprised me by getting out even though they were right on track for DH. Something else unexpected is the increase in recruiting efforts by the airlines directed at the rotary wing community, leading me to believe that there may be retention problem on the horizon. from Richard Vtipil Not yet, but its coming, and its going to be bad. Once the economy really picks up I think its going to be bad Navy-wide but naval aviation is going to have a real problem. With reduced pensions, matching TSP, career intermissions, and perhaps other on and off ramps in the future. there are fewer and fewer reasons to stick around and gut out dissassociated sea tours, staff jobs, etc. The old $125,000/5-year bonuses are going to seem like the good old days for PERS43. There are plenty of companies right now offering to take a 1500 hr helicopter pilots (eligible for an Airline Transport Pilot license) and their GI Bill and turn them into a regional airline pilot. from CDR Dennis Hathaway, USN Ret, (Dual Qualified!!) I think we have a retention problem Navy wide. To many good folks getting out because of the no mistake mentality, to little flight hour, to many underway hours, and many leadership failures. Our promotion system doesn’t reward those who perform properly. You name it. Sadly, the same problems the Navy has had since I came in in 1973. Look at the articles in Proceedings and other Navy publications.....and they are a repeat of my over 40 years associated with the Navy.

Next Issue: "Do you think there is a retention issue in Naval Helicopeter Aviation? If so, why?

Submit answers to: caleb.levee@navy.mil or post to NHA’s Facebook page.

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Change of Command

HSM 70 RAPTORS

CDR Jeffrey Franz, USN relieved CDR Edward Fossati, USN on October 6, 2017

HSC - 6 Indians

HSCWINGPAC Weapons School Phoenixes

CDR james Jerome, USN relieved CDR Joshua Ellison, USN on December 6 2017

Rotor Review #139 Winter '18

CDR Joshua Fagan, USN relieved CDR Frank Ingargiola, USN November 2, 2017

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USS SOMERSET (LPD 25)

CAPT Wiliam Sherrod, USN relieved CAPT David Glaser, USN November 20, 2017

HSM 41 Squadron Augment Unit

HSM -77 saberhawks

CDR Charles McKissick, USN relieved CDR Rob Wickman, USN on November 27, 2017

CDR Ashley E. Church, USN relieved CDR Suzanne M. Harker , USN November 19, 2017

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There I Was, The Founding Of HC 5 Det 6!

There I Was

Article by Bill “Red Dogg” Moss AFCM (AW/NAC) USN (ret)

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ctober of 1985 I had just returned from a Vertrep det on AFS 7, USS San Jose. I was settling in to the normal Squadron routine at my desk in the NATOPS/SAFETY Office when I received a call that the skipper wanted to see me in his office. A myriad of things that happened in Subic, Singapore, Muscat, Diego Garcia and Freemantle ran through my head. It had been a great cruise and the liberty was excellent.

As I headed to the skippers office I was trying to remember what it could possibly be!! Upon arrival at the office the skipper asked me to come in and close the door! Man this must have been a peach of an incident.

As I thought what could it possibly be I was asked to take a seat that the CO had something he wanted to discuss with me and that the discussion was to remain secret.

We discussed a certain Iranian ship that the Navy had HUMINT on that was doing the peppering of the mines in the Straits of Hormuz. HC 5 had been tasked to do SEAL team delivery to this ship. The Iran Ajar.

His straight forward , no nonsense question to me was would I volunteer for this mission. Having come from 3 years in the Inland SAR Community and having to think outside the box on almost every mission volunteering for this mission was a no brainer. My reply was a simple “Yes Sir”. He then asked me to find a 2nd crewchief and/or make a recommendation for a 2nd crewchief. I made a recommendation which the skipper quickly and emphatically said “no way”. My guy was a PO2 ex Marine who was a bad actor at squadron level but was an excellent H-46 crewchief. I had him on my det and we performed flawlessly.

He and I got along famously and I thought he would be a good selection. skipper thought otherwise.

The hunt began for a 2nd crewchief. I was in my 4th helo "Little did I know that the H-46 community at the time was made up of guys that literally had never been anywhere else but 46s and were somewhat frightened by the thought that any thing not in strict accordance with NATOPS was illegal and could be punished." airframe, I had flown H3-4, H-1, H-3 and now the H-46 and was there because I was a firm believer in type over location.

Little did I know that the H-46 community at the time was made up of guys that literally had never been anywhere else but 46s and were somewhat frightened by the thought that any thing not in strict accordance with NATOPS was illegal and could be punished. The issue at first was one crewchief per airplane and two pilots. There would be no 2nd crewman in the

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helo. Then there was the night vision goggle question. Were they going to send us to school? NO….NATOPS sez you cant haul passengers without a 2nd crewman. Over the horizon? It went on and on. After interviewing the thirteen crewchiefs, I reported back to the skipper we had no takers.

The skipper finally agreed to interview my guy. Make no mistake I had already spoken to him and told him his reputation was somewhat flawed but I had vouched for him and if he took the job he and I would be the only two with four pilots and some different things we would be doing out of the norm. He jumped at the chance to perform this out of the ordinary mission.

Once we had the crewchief issue out of the way and the pilots had volunteered we began workups with the two helo’s at the old runway at Agat. We flew nights for several weeks and then the SEALS arrived. The fast rope mission was the first we performed and my experience as a rappel guy was put to use instantly. There was a question about where the rope should be and after some discussion with the SEAL team chief we decided on the hoist with a secondary securing line on the hoist arm itself. We did perform some of the first fast ropes during daylight hours so the team could be familiar with the procedure. This mission had never been performed by a Navy H-46 crew before and never with a twelve man team. Then the night shoots started. Understandibly there was buzz at the squadron about what we were doing and why at nights and why were the windows being taken out and doors being taken off and what were the SEALS doing here etc etc. All these questions were put to rest when the skipper had an all hands meeting and told the entire squadron that if anybody even mentions fast rope a courtmartial will ensue.

After the SEALS pressed on to Subic it became necessary for HC 5 to deploy det 6 to Subic for additional training.

Prior to our first trip to Subic we had received the NVG’s.

They were the old PVS5s and I cant remember where the squadron acquired them from but they were heavy and after wearing them for 30 minutes or so you had a serious headache.

I had to take a one pound weight we used on the aft winch and split it and then put velcro on my helmet and the weight which alleviated some of the weight issues by off setting the NVG weight. We all wore them during the mission. There was no blue lights for the cockpit and the cockpit lights had to be turned almost off to be legible to the co-pilot. The pilot was outside the cockpit during all NVG operations. He flew the airplane. The copilot was on the gauges with one NVG eye adjusted to the gauges and the outside adjustment with the other eye. Some pretty tricky stuff going on up front.

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There I Was The question of delivery and approaches to the ship was discussed at length and it was decided that form flying the helos at 25’ off the deck would be the most silent approach to the ship. No clearance lights at all. When the discussion as to how this could be performed there seemed to be no answer. Then I mentioned we could use three chemlights in a triangle. One off the center attachment on the ramp door and two at the bottom of the ramp. Easy to see with NVG’s and not visible from the front. We tried it that night and it worked so chemlights became a part of our packout.

Now let me lay out the scenario for the fast rope delivery of SEALS on board a moving vessel. Two helos. One command and control with SEAL team leader and two snipers. One delivery helo with a twelve man SEAL team

An aerial port view of the captured Iranian mine-laying ship IRAN AJR with a U.S. Navy landing craft alongside. (Former Arya Rakhsh)

and fast rope rigged. Upon acquiring the posi- Photo by Camera Operator: PH3 Cleveland, USN tion of the ship from intel we launched utilizing worked on in case there were containers on the deck but the those vectors. Usually you could pick up the ships wake with procedures were the same. the NVGs at five miles and the rest was just follow the leader.

Initially the capture phase of the ship called for us to drop At 25 feet of altitude you cannot hear a 46, so the element of the SEALS off and depart the area leaving them to take care. surprise was on our side. At approximately 100 yards off the At one of the first meetings with the SEALS in Subic we figured back of the ship both helos pop up and the C and C airplane out quick that this was their show and they were going to make goes around the front and shoots out the bridge if need be. it happen. I happened to have befriended the master chief at The delivery helo does a 70 knot sideflare and the only call the NSWU1 Subic and he and I had several discussions about what crewchief makes is “I got the deck” and steps out of the door we, the aircrew side, needed to know. We were in concurrence which sets into motion the fast rope evolution. The SEALS that with all the weapons the SEALS were carrying and the two don’t even look down they just jump and after the 40 foot free snipers in each airplane it was advisable for us to be trained in fall roll off the rope and go about the business of taking the their usage. So myself and my other crewchief began range time ship and its crew. There was also a 90 foot scenario that we that night and we trained directly with the SEALs on the use of their weapons.

I qualified on four different weapons during that week.

During the course of our first meeting it became apparent that we were to leave the area upon deployment of the team.

So my question to the CDR was; while running the evolution was what happens if we get injuries or a Tango wants to give his all to Allah and blows the ship up for 72 virgins? He seemed to ignore the question until the SEAL master chief said we need to listen to these guys because this is a collateral duty they are bringing to the team. This is what they do. The master chief and commander had a short side bar and asked me to present the SAR scenario. I briefed them that we had a hoist and were capable of getting folks out of the water should the HC-5 H-46 on a Deployment

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need be and we would not leave if shipmates ended up in the water. There would be no issue after deployment of the team with us backing off half a mile or so and going into the Delta pattern. Besides we had snipers on board for additional coverage should the need arise. They bought it and we became an integral part of the entire operation not just the delivery guys.

We were transiting to Guam and back to Subic about every six weeks due to the SEAL team rotations. This allowed us to train as many of the teams as we could and provide continuity between teams. One of the weapons we used for our sniper teams was the M60. We had an issue when trying to acquire gun mounts for the 60. We were not FAD one whatever that meant and could not get the mounts. The Marines had mounts and were utilizing them on the range off of Grande Island.

They had crashed one of their 46s and it had been salvaged and was on the hanger deck at the HSL Line in Cubi. When we went to look at it there were gun mounts in it. I spoke to the hanger deck supervisor about what was going to happen to that airplane. He told me tomorrow it was going to the burn pit for fire practice and be destroyed. That night my other crewchief who happened to be a metalsmith and I snuck into the hanger and with a brass mallet and some 5606B for lubricant retrieved said gun mounts for utilization in HC 5 Det 6’s SEAL team delivery program.

As a side note to this I had the mount in a cruise box and was in Manila preparing for the return trip to Guam with the rest of the crew. I wanted the box to go into the passenger luggage compartment. The gal at the Air Micronesia desk was having none of it and said it had to go cargo. There were some other

Rotor Review #139 Winter '18

military items in the box besides the mount that I did not want her to see so I kept up my insistence. This box would have been no issue on a military aircraft but the civilian side of the the house sees bullets and gun mounts and maybe a pistol or two thru different eyes. Eventually after a 20 minute argument I decided to change tactics and asked the OIC for 100 bucks.

He gave me a $100 which I palmed and returned to the desk again asking for it to go baggage at which time I showed her the $100 bill in my palm. She immediately tagged the cruise box as baggage and we put a "heavy item" sticker on it and it went away. I picked it up as baggage in Guam and two of us had to help the guy carry it to the HC 5 truck!!

At one point the skipper came down to Subic for a practice run. I was departing the det to a new assignment at Barking Sands and we had trained up four other pilots and crewman we had all been in Subic a week for the change over.

The skipper always questioned my comments about you can't hear the 46 at 25 feet and 100 knots….He and I were standing on the deck of one of the MSCS ships we used for practice out of Subic and as we were talking WHAP WHAP WHAP up over the fantail of the ship. Never heard a thing until the pop up he was amazed……

We never got the Iran Ajar. The boys from the Night Stalkers were the lucky ones but had we had to do it we had the capability and I would like to think that I had some small part in that mission. I actually spoke to the pilot of the helo that fired the first shots and how that scenario went down. It wasn’t much different from how we planned it in 86.

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There I Was

We Have the Watch

Article by CDR Josh "Comrade" Fagan, CO, HSC Weapons School Pacific.

“K

After hearing confirmation of a downed aircraft, and that adena Tower, Drifter 11.” Tower continued to ignore SAR assets had not yet been launched, I made another transus; they were busy attempting to get in touch with mission: “Kadena Tower, Drifter 11, flight of TWO NAVY the local Air Force RQS squadron, but had yet to reach them.

RESCUE HELICOPTERS, holding Gushikawa, standing by This was our second call, trying to check-in for a return to the for tasking.”

This got an immediate response from Tower. field.

Kadena Tower gave us a rough TACAN steer and tasked us On October 11, HSC-21’s Detachment 4 was operating out to proceed outbound for approximately 30 miles, and to check of Kadena AFB in support of a PACOM Request for Forces in with the OSC, callsign Sumo. At this point, it’s important (RFF), tasked with providing SOF Support and Personnel Reto note that we still didn’t know if the aircraft had gone down covery services forward. On this particular afternoon, my crew overland or overwater, we didn’t have a precise location, it was was leading a section of Det 4 aircraft, callsign Drifter 11/12, now approximately 45 minutes to sunset, we had no NVDs, on a day SOF Support training flight on Okinawa’s Northern and each aircraft had just over 1,000 lbs of fuel remaining.

Training Area (NTA) range. Our flight was scheduled to hotOur section immediately turned towards the downed airseat into a section night training event. We had just completcraft and accelerated. ed over two hours of TERF route navigation, TOT calculaSeveral things then happened immediately. Before finishing tions and landings to multiple unfamiliar LZs, section hovers our turn outbound, our crew chief came over the ICS and to simulated precision fastrope points, lead changes, section reported “swimmer’s dressing, rigging for rescue.” My copilot SACT, breakups and rendezvous, and multiple recalculations was already plotting a survivor FTP and had tuned me up the of route time and fuel requirements for pop-up simulated CAOSC frequency, while I accelerated to maximum range speed SEVACs. As was the standard for the detachment, we were and made a quick distance/time/fuel calculation in my head. still “Fight’s On” during the transit back to base. “Fight’s Off” It was going to be tight. If we could make it all the way to for the Drifters, to the maximum extent possible, wasn’t called the crash site and back at all with the fuel we had, I estimated until the crews were debriefing in Ops. we wouldn’t have much overhead time.

As our section was returning to base, and as we switched up I asked my copilot to make a precise bingo calculation, and Kadena Tower just outside of their airspace, we heard multiple asked the same of our wingman over interflight. agencies coordinating with each other, discussing a potential Going off the TACAN needle for the initial steer, I checked downed aircraft incident. Our section was approaching an airin with Sumo, the KC-130 that had been tanking the MH-53, space entry reporting checkpoint called Gushikawa, and made and who was now acting as OSC. an initial call as breaks in comms allowed. Even as we made As I began talking to Sumo, I saw a column of thick black the initial call to Tower, prepared to approach the field and smoke on the horizon at the 12 o’clock. Sumo confirmed the land as planned, our crew immediately began making what calculations we could with what information we had. We noted that we still had approximately 1000lbs of fuel remaining, and Drifter 12 confirmed the same in their aircraft. As our section was still fully in combat mission training mode, this process flowed quickly and smoothly.

Tower comms were still heavy; the incident had apparently only recently happened, and they were still piecing together details. In a pause in comms, we made our second attempt at check-in. Shortly after making our second check-in attempt, radio traffic confirmed that an MH-53 had gone down, along with an initial report of seven personnel on the aircraft. Tower continued attempts to coordinate the alert and launching of the 33rd RQS, who are stationed at Kadena.

MH-53 landed and caught fire. Photo by AWS1 Jeremy Way, HSCWSP

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53 had landed in a field and caught fire. He had observed 7 individuals egress the aircraft. I asked for a position of the survivors relative to the burning aircraft, and a description of any nearby potential LZs and obstacles. Overland, then.

Our crewchief was on top of it, and quickly said over the ICS “dressing back into flight gear.” I can’t say enough about how professional our rescue swimmers and crewchiefs are.

My copilot also came back with a bingo estimate. “10 minutes. We can stay on deck approximately 10 minutes.” He’d already adjusted the calculation to allow for an on deck fuel burn. “We need to leave by 750 lbs (to make it back to the hospital just outside of Kadena, followed by a quick RTB).”

"Of primary importance was rescuing the downed crew. Everything else was secondary."

I passed this to Drifter 12, and they confirmed the calculations. As a crew, we briefly discussed options. Of primary importance was rescuing the downed crew. Everything else was secondary. One idea we discussed was sending Drifter 12 back for fuel while Drifter 11 continued. Another idea we discussed was having Drifter 12 laager halfway along the route in a field so Drifter 11 could transfer patients to them in case we burned too much fuel while packaging the survivors for transport. These options were discarded when we heard that the RQS helicopters were now spinning up at Kadena, and would be approximately 20 minutes behind us, and we elected to maintain the section for maximum mutual support. We still had at least 7 potential wounded to pull out, and we didn’t have any details on their condition. If we had to transload patients as a contingency, we would pass them to the RQS. We’d deal with getting our low fuel aircraft out of any LZ later, if we had to — after we made sure we gave as much immediate lifesaving care as possible to the 53 crew, and we got the injured on their way to the hospital. I briefed the section to prepare for a dual ship landing. I told Drifter 12 to land nearby to conserve fuel, or to orbit overhead if they couldn’t land. I wanted them as close as possible, in case we needed all aircrewmen on deck. Our wingman rogered up and executed all responsibilities perfectly — we couldn’t have asked for a more professional section team. As we got closer to the smoke and saw the flames, we prepared for the worst.

In our aircraft, as we entered the terminal area, we briefed that we would bring an engine back to idle on deck to conserve fuel. Sumo passed that he had no further information on the 53 crew’s physical status or injuries (we found out later that the crew was actively communicating with their squadron via cell phone, and weren’t using radios).

Events over the next few minutes happened quickly. We made it through about 270° of our RECCE pass before our rescue swimmer reported seeing the survivors. He called out a relative position and distance, and we immediately rolled in for a landing. There was no perfect place to land. The crash site was surrounded by forest and large power lines, the aircraft was still actively burning, the survivors were positioned approximately 100 yards downwind of the smoke, we still didn’t Rotor Review #139 Winter '18

know their condition or how mobile they were, and we were low on fuel. We did our best to land as close as safely possible to the survivors, balancing the risk of the nearby burning aircraft. I positioned the cabin right door next to a dirt path that seemed to go in the direction of the survivors, and that apparently gave the most clearance under the smoke for the crewmen to maneuver. Drifter 12 was able to find room to land directly behind us.

Our crewmen exited the aircraft and ran towards the survivors. We now had approximately 850 lbs of fuel, with a bingo of 750. We brought one engine to idle. In less than what seemed like 2 minutes later, we saw our crewmen returning underneath the smoke with what looked like the entire 53 crew. We brought both engines back up to fly, and our crewmen reported “up with all seven, cleared to lift.”

I reported to Sumo, called for a section lift straight ahead, and we came out of the zone with 800 pounds of fuel remaining. 50 pounds over our bingo.

I called for Drifter 12 to assume the lead on the right. Without hesitation, our wingman immediately pulled into position and began leading us back. I then focused on our survivors, and asked our aircrew for any injury reports. Luckily, they reported that none of the crew were injured. They had all been able to walk out of the aircraft. For the remainder of the route back, I was able to coordinate with Sumo while Drifter 12 managed section NAV. The rest of the flight was fairly uneventful. Since the crew was uninjured, and they preferred to be brought back to their own airfield, our section recalculated distance/time/fuel one more time. Through Sumo, I was able to have them coordinate a straight-in direct approach to MCAS Futenma for us, in order to conserve fuel, and passed that info to Drifter 12.

On the way back to Futenma, the MH-53 crew filled us in on a few more details. During an inflight tanking evolution, while receiving fuel from Sumo, one of the 53’s engines caught fire. The 53 crew unplugged from the KC-130, began executing their engine fire emergency procedures, and turned towards land. Despite their efforts, the engine fire continued, and the crew was forced to execute a precautionary emergency landing. On landing in the farmer’s field, all crewmembers safely egressed the aircraft and awaited pickup.

The 53 crew performed extremely professionally; they did everything right. They were also very lucky. They were lucky that the fire didn’t spread more quickly, and they were lucky that they weren’t further out to sea when the fire started. It’s a reminder of the inherently dangerous nature of what we all do as aircrew. It also serves as a reminder as to how we, as HSC crews, are always potentially seconds away from getting called on to execute time-critical rescue operations — day or night, at home or deployed, in peacetime or in combat. We have the watch. We may not get called on often to execute an actual rescue, or attack an enemy ship, or INFIL a SOF team into a hot LZ — but make no mistake, it is our job, our responsibility, to be ready to do those things. We can’t predict which one of us will be called on to execute, or when or where we’ll be. So we all need to train right now as if the next call will be to us. When one of us does get called, there won’t be time to 72

There I Was then start taking training seriously. It will be too late. Missions will succeed or fail, your fellow shipmates will come home safe in your aircraft or come home underneath a flag — all based on how you choose now to commit to your own training and mission readiness; your own development as a professional warfighter.

Train hard. Challenge yourselves, challenge your crews. Train as if it matters; train as if lives depend on it.

It does; they do. Hold the watch, warriors.

One Pilot’s Experience at the Joint Personnel Recovery Center Article by LT Caitlin Schemenski, HSC-8

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uring Helicopter Sea Combat Squadron EIGHT’s (HSC-8) 5th Fleet deployment in support of Operation Inherent Resolve (OIR), I was able to go to the Combined Air and Space Operations Center (CAOC) to work with the Joint Personnel Recovery Center (JPRC).

Normally, when Carrier Air Wings (CVW) operate in the Arabian Gulf, CVW representatives report to the CAOC to work as floor Liaison Officers (LNO). However, my experience at the JPRC proved a unique and invaluable opportunity to learn more about Personnel Recovery (PR) operations.

As an Overland III(i) quali- U.S. Air Force Staff Sgt. Justin Pishner, second from right, with the Joint Personnel fied MH-60S Helicopter Aircraft Recovery Center, briefs volunteer Airmen on their role as injured aircrewmen during Commander, working with the a multinational combat search and rescue.

JPRC helped me understand how integrated the PR effort is across all spectrums of military operations, not just the Navy. During the Navy’s Optimized Fleet Response Plan, all CVW squadrons report to NAS Fallon, Nevada to sharpen their strike warfare skills during Air Wing Fallon (AWF). This environment allows the Air Wing to work together on all primary mission areas, including integrated PR. During an immediate or dedicated PR event at AWF, the Air Wing works together as a single, organic PR package to plan and execute the recovery of Isolated Personnel (IP). This experience at AWF taught me about the self-contained nature of PR operations within the Carrier Strike Group.

The purpose of the JPRC is to initiate the recovery process for IP. The JPRC, along with all of the resources at the CAOC, work together to identify and provide assets to locate and recover IP. At the JPRC, one will quickly learn that if coalition forces become IP, the first assets nearby or available will begin the PR process. For Air Wing aviators, the whole Air Wing may or may not be tasked to recover the IP. Therefore, any asset in the Navy’s CVW PR package could find themselves working with Army, Air Force, Marines, or even coalition forces. It was enlightening to see how the overall recovery process works from initial notification of a PR event, to mustering the available support assets, including seeing how the JPRC Director, receives and disseminates the mission brief information to the Battle Directors.

This experience was invaluable for my overall knowledge on PR and I was able to share my experiences with my squadron educating them on actual PR operations in OIR. It expanded my knowledge from daily Helicopter Sea Combat Squadron (HSC) carrier operations to the purpose of all operations in the 5th Fleet AOR. I highly recommend that HSC squadrons send personnel temporary duty (TAD) to the JPRC when deployed in 5th Fleet. Further, both HSC Wings should consider sending fleet pilots on short (21-30 day) TAD orders to increase HSC community knowledge on the recovery process and how the HSC community can impact theater PR operations.

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Log Run to the USS Kidd Article by LT Nichole L. Frantz, USN

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n June of 2017 Helicopter Sea Combat Squadron Eight (HSC-8) deployed to the Fifth Fleet Area of Responsibility with Carrier Strike Group Eleven (CSG-11) onboard USS Nimitz (CVN 68) in support of Operation Inherent Resolve. Transiting the Arabian Gulf involved multiple logistics (LOG) flights to and from the cruisers and destroyers (CRUDES) within the Strike Group. After a couple weeks of LOG runs, I started to get into a groove as these became routine, until the day I found my aircraft chained to the deck of a CRUDES, colloquially known as a “small boy,” with excessive pitch and roll in rough seas and an unlocked tailwheel MH-60S assigned to HSC 8 unloads supplies on the flight deck of USS displaced ninety degrees to the right. This Kidd (DDG 100). U.S. Navy photo by Mass Communication Specialist 2nd unnerving situation could have ended in a mishap Class Jacob Milham. if it wasn’t for the exceptional Crew Resource mission analysis, and decision making. As a crew, we assessed Management (CRM), sound judgment, and dedication to that our current mission had changed; our efforts were no safety employed by the members of our crew. longer focused on a LOG run and were instead focused While chained to the USS Kidd (DDG 100), I observed, on how to safely return to USS Nimitz with an unlocked first hand, the successful application of the principles tailwheel, a downing discrepancy for shipboard operations of CRM commonly known as “DAMCLAS”: Decision per the Mission Essential Subsystems Matrix. As a crew, Making, Assertiveness, Mission Analysis, Communication, the decision was made to have our passengers disembark the Leadership, Adaptability/Flexibility, and Situational Awareaircraft and remain onboard USS Kidd. The HAC thoroughness. The principle of communication, and how it was ly briefed our crew and Kidd tower on how we wanted to thoroughly incorporated in our scenario, was my greatest conduct the “breakdown” of the aircraft from the flight deck. takeaway from our situation. As the scenario developed, the The situational awareness the HAC provided to the crew and Helicopter Aircraft Commander (HAC) communicated his to tower about what to expect was crucial in our safe depardecision making method to the crew. He explained every ture from the destroyer. As the chains were removed the nose step of his thought process clearly and then allowed the of the aircraft snapped sharply to the right approximately 30 Crew Chief and myself, his Helicopter Second Pilot (H2P) degrees. This was expected, we had discussed the possibility to vocalize our concerns and recommendations. Allowing as a crew before we requested to have the chains removed. us to voice our concerns first before the HAC explained his Through sound communication my HAC prepared the flight decision, was a key to our safety and success. I believe this deck crew and us to this contingency. The safe resolution of enabled each crew member to speak openly, uninfluenced by a degraded aircraft situation was a direct result of a solid plan the HAC’s decision, and it also allowed the HAC to incorand clear and concise communication to the crew, tower, and porate our ideas into his plan. Our Crew Chief suggested the flight deck crew. leaving our chocks in while we lifted from the deck in order As an H2P working my way through the HAC syllabus, to reduce the risk of an uncontrolled yaw when the chains this experience highlighted the importance of having a solid were removed, this was something neither the HAC or I process and the significance of keeping your crew involved considered. The HAC’s process of allowing the crew to speak through open communication. We were all uncertain of how before voicing his decision is something I’ve taken away from the aircraft would react once the chains were removed and the experience. I believe this is a great approach to working we were not only worried about our aircraft, but also the ship through any issue that arises in the aircraft. Rank in the and its flight crew whose safety was at risk. Ultimately, our aircraft can be a CRM concern, but seeking input through success was a direct result of outstanding CRM and sound open and honest communication can break down that barrijudgment. As a crew, we identified the hazards involved with er. Information was passed in a timely and efficient manner our situation and implemented the necessary controls to to the carrier, as well as our Squadron Duty Officer, Chain safely fly our crew and aircraft back to USS Nimitz for mainof Command, and the crew of USS Kidd. All concerned tenance. By utilizing a by-the-book approach, and encouragindividuals were well informed of our situation and plan of ing open cockpit communication, the crew was able to safely action. lift from USS Kidd, land on the carrier, have our tailwheel Some other principles of CRM that were positively inspected, and proceed back to the destroyer to complete our demonstrated in our situation included situational awareness, mission.

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There I Was

For Want of a Shoe

Article by LT James Robillard and LT Robert Lennon

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SC-3’s streak of over 275,000 Class A mishap-free flight hours almost came to an end on July 6th, 2016 on a day warm-up flight for two Instructor Pilots (IPs). I was scheduled as the second copilot of the day with another IP who was the Helicopter Aircraft Commander (HAC) for the flight in Landslide 10.

The HAC flew his first event with no issues after which I hot-seated with the first copilot. Our crew of four, including two enlisted aircrew, flew from NAS North Island to NOLF Imperial Beach where we planned on conducting familiarization and emergency procedure training, including Single Engine training. The HAC was sitting in the left seat and I was the right seat pilot. In order to practice single engine landings to a spot, the pilot not at the controls initiates the maneuver by pulling an engine power control lever (PCL) back to just above the IDLE position, minimizing the amount of power that engine is capable of producing. The HAC flew the first single engine approach while I manipulated the #2 engine PCL to just above IDLE. After an uneventful safe landing was achieved, the PCL was advanced to FLY and we swapped controls. It was my turn to conduct a practice single engine approach from the right seat. Once safely airborne above 200 feet, the HAC pulled the #1 engine PCL back to just above IDLE and our crew went through the emergency procedure (EP) checklists prior to setting up for the single engine approach and landing.

As instructors, we teach a steeper than normal approach for single engine landings to a spot. I picked up a landing profile at around 150’ AGL and 40 KIAS setting up to land on a helicopter pad. The #2 engine operated as advertised, producing over 100% torque (we limit ourselves to 135%) and the #1 engine was just above IDLE producing minimal power. A few seconds later we heard a single loud, but muffled bang from the right side of the aircraft. The helicopter yawed right approximately 20 degrees and our descent rate rapidly increased.

Not knowing for certain what happened, we saw the #2 engine torque immediately drop and turbine temperature (TGT) shoot up into the red. The HAC already had his hand on the #1 engine PCL and immediately returned it the FLY position. I quickly adjusted my scan to outside and flew the helicopter towards a safe landing spot on the ground. The main rotor drooped well below normal operating speed (Nr), which caused the main generators to go offline. Fortunately the auxiliary power unit (APU) was turned on and electrical power was maintained to critical aircraft systems and kept the flight displays on while we attempted to diagnosis the nature of the emergency. At first it felt like a #2 engine failure because we were not getting useful power, but the engine was still operating well above normal TGT. Within seconds of the HAC returning the #1 PCL to the FLY position, the #1 engine spooled back up and was the only engine providing useful power to the rotor system. I was now able to reduce 75

the rate of descent and regain a single engine landing profile just prior to settling on deck. While all this was happening, the two enlisted aircrew provided positioning calls all the way down to the deck.

Once on deck we were still not sure exactly what happened.

The #2 engine was still running and sounded normal, although instruments showed a steady TGT much higher than normal and the torque indication remained below 10%. We thought a bird may have been ingested into the engine (#Sully #MiracleOnTheHudson). We shut down the helicopter and inspected the engine, but the four of us found nothing abnormal or out of place. After a phone call to our maintenance control, we decided to start the engine back up. Our crew chief, who directed the engine startup, saw an abnormal amount of smoke coming from the #2 engine exhaust upon start up, and immediately signaled for the #2 engine to be shutdown. With only the one good engine operating, we ground taxied clear of the pads and waited for maintenance to come rescue us.

The Integrated Mechanical Diagnostic System (IMDS) data from our flight confirmed what we observed on the cockpit flight displays and provided further diagnostic information.

At approximately 120’ AGL and 20 KIAS the #1 engine torque dropped from over 100% to 24% in less than one second. In approximately four seconds, Nr drooped to 74% and the rate of descent increased from 300 feet per minute (FPM) to 1116 FPM as we descended through 60’ AGL. After the HAC placed the #1 PCL to FLY, it took approximately five seconds for the #1 engine to spool back from single digit torque. At this point, I was able to reduce the rate of descent to 250 FPM by 30’ AGL. We landed 13 seconds after we initially heard that single muffled pop.

The mishap investigation determined we experienced a compressor stall. Maintenance personnel found a single bolt and nut on the floor of the engine compartment, which fell off the anti-ice/variable geometry vanes linkage assembly. That assembly allows an actuating shaft to adjust the second stage variable geometry vanes in the compressor section. The compressor variable geometry vanes shut when the bolt fell out, creating the aerodynamic disturbance which resulted in the compressor stall and a near total loss of power. Unfortunately pilots are unable preflight the linkage assembly on the #2 engine side because it is hidden underneath other engine components; however, it can clearly be seen on the #1 engine side.

The entire incident lasted less than 15 seconds and resulted in a Class C mishap. We over-torqued the transmission system and exceeded the #1 engine limits while we fought to arrest the high descent rate and prevented a crash landing. In doing so, the torque on the #1 engine reached a maximum of 150.1% for .1 seconds, resulting in the both the input and main transmission modules being replaced.

Compliance with squadron SOP and maneuver guide was critical to preventing a more serious mishap. Our squadron www.navalhelicopterassn.org

SOP requires the APU on while conducting single engine training and other maneuvers which might lead to Nr decay to prevent loss of electrical power if the main generators drop offline. As a standard practice, the pilot not at controls keeps a hand on the PCL during single engine training. In our situation, any delay running the PCL to FLY would have resulted in a tragic outcome.

SAR for the Man Onboard

Emergencies often don’t happen how and when we would expect them. Flight Simulator events train us to recognize compressor stalls when there are multiple popping sounds and fluctuations in engine performance, in this case we only heard one pop. The nut and bolt connecting the linkage assembly in the #2 engine were loose for 19.7 flight hours, they separated while the aircraft was at low airspeed, low altitude and the other PCL was pulled back to just above IDLE. Though it ended up being a Class C mishap it could have been much worse if not for the quick reactions and outstanding crew coordination of all those on board.

Article by LTJG Brian Colby,USN

Initial Confusion The crew of HSM-77’s Saber 81 in their MH-60 Romeo had just finished a successful NVD formation training flight with wingman, Saber 82. The flight now dissolved, Saber 81 was inbound to conduct DLQ training on the USS McCampbell. As they approached the destroyer, the crew noticed that the McCampbell had an aircraft on their flight deck. Curious, the crew made the call, “McCampbell, Saber 81, inbound for DLQs.” The reply came back, “Negative Saber 81, contact USS Shiloh to assist with man overboard.” LCDR Patrick Blind, the Helicopter Aircraft Commander (HAC) of Saber 81 immediately directed his crew to buster south toward the Shiloh. He established a rough bingo to make it back to Mom, the Ronald Reagan, and he briefed the crew on a general SAR scenario. He had a lot of questions. What was Shiloh’s position and course the last time the man was seen? What was the description of the man overboard? Was he wearing any flotation device or reflective material?

After contacting Shiloh, Blind learned he would be joining LCDR Chris Yost in Saber 86 on the scene and that they were looking for a single man in blue coveralls, most likely without any flotation or reflective material. The weather conditions were not entirely in their favor. Although seas were warm and calm, it was dark, with a broken cloud layer at 900 ft. Even with NVDs, finding the man in the water that night was going to be difficult.

Taking Charge Although the situation was not ideal, Blind was likely the best person for the job. He is a graduate of the Coast Guard’s SAR school and a former SAR Officer for HSM-40 in Jacksonville. He has taken part in several real world SAR missions throughout his career. With his wealth of experience, Blind was the best suited to take command of the SAR efforts when he arrived on scene, so he took the On Scene Coordinator duties from LCDR Yost. After repeatedly questioning the Shiloh, he still had little information to work with. The Ship gave him their current position and an estimated position of where the ship was when the man overboard was reported. Blind was working with a roughly North to South line of bearing, with prevailing winds and seas from the North East.

Using the NAVY SAR TACAID, Blind calculated the sweep width for the search patterns to be a .05, corresponding to a

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person in the water with no flotation at night. The programmable SAR search patterns internal to the Romeo’s navigation software only allow a minimum sweep width of 0.1. Blind passed that sweep width to the other SAR units and asked for verification. One of the units reported a sweep width of 0.9 and asked Blind for clarification. A section of MH-60 Sierras checking in also calculated a 0.1, and a collective agreement was made, but not before highlighting the limitations of the current SAR TACAID and its inability to provide crews with a quick and accurate solution in a time of uncertainty.

Blind sent Saber 86 to the northern most point to conduct a creeping line search to the south. By that time, more assets began to arrive on scene. Saber 82 checked in initially thinking they were joining a search for a submarine. After clearing up some confusion, Blind assigned Saber 82 to search from South to North to act as a backstop of the search pattern.

Warlord 05, A MH-60 Romeo from HSM-51 checked in off of McCambell from the North at the same time as an E2-D of VAW-125 off Ronald Reagan reported an unusual electronic signature from nearby their position. Not wanting to pass up any possibilities, Blind sent Warlord 05 to investigate. BP on Ronald Reagan then contacted Blind with an updated search area, a 40 by 40 NM wide box centered in a strange position away from the current search area. Suspicious of its origins, Blind asked for the additional information about the search area, but he didn’t get any quick answers. With the search of the electronic signals uncorrelated, Blind reassigned Warlord 05 to this new datum. Hunter 616, a MH-60 Sierra of HSC12 onboard RRN had just checked on station, so Blind assigned them to aid Warlord 05 in the datum search. Next to check in was Hunter 611 who was sent to aid Saber 81 on the southern end of the initial datum search. At this point, six helicopters from three different squadrons were working together to find the man overboard.

With all assets tasked and a moment to assess the situation, Blind realized that the drift was progressing faster than Saber 86’s search pattern down the datum line. If Saber 86 continued their current search pattern they would have little to no chance of finding anything. Blind directed them to switch to a track line search pattern parallel to the current drift to better cover the search area.

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An MH-60R Sea Hawk, from HSM 77, takes off from the flight deck of the Navy's only forward-deployed aircraft carrier, USS Ronald Reagan (CVN 76). U.S. Navy photo by Mass Communication Specialist 3rd Class Nathan Burke.

The Power of Teamwork The coordination required to conduct a six aircraft search at night was monumental. While simultaneously demanding more details from the surface assets and piecing together a search plan, Blind provided direction for the other five aircraft in the search area. His primary concern was aircraft deconfliction. He started by sending the Romeos equipped with RADAR and a Forward Looking Infrared (FLIR) camera to individual altitude blocks above 200 ft. He instructed them not to descend to investigate any contact without clearance from him first. He sent the two Sierras equipped with FLIR to 150 ft and provided horizontal deconfliction between the two with a line dividing the search area. He continued to remind the crews of the status of the search and altitude block assignments to ensure there was no confusion regarding safe airspace. Meanwhile, Blind and his crew maintained an over watch of the situation just below the cloud layer with Link 16 as their primary tool. Link 16 gave Blind and all other assets SA as to the approximate position of each aircraft.

After an hour on station, Blind had an additional Hunter aircraft inbound and little information from controlling agencies. He was becoming frustrated, task saturated, and low on fuel. He began passing OSC duties to Saber 86 to facilitate the continued search of the area. LCDR Chris Yost in Saber 86 had diligently recorded aircraft status and check-in reports while Blind was directing operations. He was ready for the swap when Blind checked off station, helping to continue an effective search. The search would ultimately span three days and involve US Navy and Japanese Ships, fixed wing, and rotary wing aircraft.

The Technology of the Search There was no doubt that had a man been in the water that night, the crews would have found him. With both Romeo and Sierra aircraft in the air, the Navy had its best SAR assets on the job. For a search of the ocean at night, the Romeo provides an advantage with its RADAR suite. The Romeo accomplishes its primary mission of Anti-Submarine Warfare (ASW) with the help of the APS-153 RADAR system to iden-

tify small contacts in high sea states. The Romeo aircrew can then cue their FLIR to look directly at the radar contact location as an additional means to identify what is on the surface.

The RADAR has proven to be an invaluable asset in SAR scenarios due to its ability to alert the crew to small contacts on the surface. In cases where the contact can not immediately be disregarded as something other than a person in the water, the crew can descend into a hover near the object for a closer look.

The benefits of the RADAR and FLIR combination of the Romeo was undeniable when compared to the Sierra, searching with nothing other than a FLIR and NVD scan of the surface.

However, had a person been found, the Sierras would have been the asset to affect the recovery. The cabin of the Romeo is filled with the ASW equipment and avionics necessary to power all of the sensors on the aircraft, leaving only minimal space for an extra passenger and a medivac litter to transport an injured patient. Meanwhile, the Sierras provide a platform specifically tailored for SAR missions, and they train to them frequently.

Lessons Learned Though the search for the man overboard that night was ultimately revealed as unnecessary, it highlighted several lessons learned and areas of improvement for future SAR missions in the Strike Group. In order for a multi-asset search over multiple days to be effective, there must be a central authority recording search areas covered and overall progress of the SAR efforts to avoid redundancy and provide SAR crews with direction. Additionally, the Navy’s SAR TACAID has shown repeatedly that it is cumbersome and hard to use quickly and accurately to determine search parameters in real and simulated SAR scenarios. When the lives of our sailors are on the line, we need a resource that is quick, easy, and fool proof to help us develop the most accurate search plan possible. The more we can do before an actual SAR is called to prepare ourselves, the better prepared we will be to succeed. Finally, The Romeo proved to be an invaluable search asset in a difficult SAR mission with its combination of RADAR, FLIR, and Link 16.

Our shipmates should feel comfortable knowing there are Romeos on board and that if they do go over, we will find them.

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Around the regions

Happy Birthday 1St HC-7 Skipper!

Article by Joe Skrzypek, NHAHS Secretary

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t was a beautiful Saturday in August 2017 here in San Diego and an extraordinary naval officer and aviator had invited hundreds of his friends to celebrate his 91st birthday with his loving family. For all of you Naval Aviation enthusiast here is the genesis of this amazing man.

Lloyd grew up a farm boy from Kansas who joined the Navy during WWII. He earned his aircrew wings in 1945 as an Aviation Ordinanceman in fixed-wing aircraft. One of his earliest exploits was flying as aircrew on patrol aircraft searching the Bermuda Triangle for the “Lost Squadron”. He earned his wings of gold in 1950 as a stiff-wing aviator flying a wide variety of aircraft from the SNJ, T-34, T-28, T-2 and T-33 to the F-2, F-9, FJ to the multi-engine C-45 and S-2. He transitioned to rotary-wing in 1957, again flying a wide variety of helicopters from the H-13, H-19, H-34 and HUP to the H-3, H-46 and AH-1.

Lloyd is an aviator’s aviator who earned both aircrew and pilot wings, tempering them in peacetime and combat during an extensive and exceptional career. If you have the good fortune to meet Lloyd, he’ll shake your hand and give you his card showing the wide variety of aircraft that he has had experience in.

He’ll then be happy to bend your ear on anything Naval Aviation wise; a true font of information and history. And so it was on this beautiful sunny day that Lloyd’s family and friends came together to celebrate him. All met poolside and inside his home, decorated with dozens of historic photos and mementos, for a wonderful catered lunch and cake and, above all, comradery.

CDR Lloyd Parthermer, USN: 1st CO of HC-7 1967, Ream Field, in Imperial Beach

His birthday cookie tells it all;

CDR Lloyd Parthemer, USN (Ret) Celebrates his 91st Birthday.August 19, 2017 in San Diego.

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Command Updates

Dawn Blitz 2017 Is a Blue/Green Opportunity for Blackjacks Article by by LT Casey Arnold,USN; LT Jemuir Rivers,USN and LT Sarah Beth Rupp,USN

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he Fall Rotor Review’s focus on The Amphibious Navy provided great perspective going into the final weeks of planning for Dawn Blitz 2017 (DB17). The exercise, executed from the USS Essex and her accompanying upgunned ESG, focused on modern day warfighting development for the United States Navy and Marine Corps. The plan was to “try new things,” which rang true throughout DB17, as it became the first exercise during which the F-35B was tactically employed. As has been stated in many discussions, full integration between HSC Armed Helo Detachments and the MAGTF begins with relationships. The opportunity to work alongside our Marine Aviator sisters and brothers plus the full complement of the Marine Air Ground team was invaluable. The full integration between blue and green forces during planning and execution promoted innovative application of tactics, techniques, and procedures as a single warfighting unit.

HSC-21’s recent GATOR deployments (USS Essex 2015) and USS Makin Island 2016) were stepping stones for our squadron and key parts of the community’s path toward full integration with the Marine Air Combat Element (ACE). During DB17, we were able to build on this history. Integration was the name of the game, especially when it came to applying the Composite Warfare Command structure throughout the entire Amphibious Force. Chain of command must be thoroughly understood for any mission and DB17 provided an opportunity for the Amphibious Force to experiment with a new command and control structure. The Air Combat Element (ACE), Ground Combat Element, TACRON, DESRON, PHIBRON, and the ship COs were able to iron out each unit’s role in a joint composite warfare structure.

For our detachment specifically, Dawn Blitz provided the opportunity to plan, brief, and fly early-on with the ACE as part of a single Amphibious Force. Early integration allowed us to identify expected future short comings as well as solutions for the upcoming ESG work-up cycle. Early standardization, especially with communications systems, was critical on Dawn Blitz due to the variety of different aircraft involved within the ACE. With multiple aircraft platforms outfitted for numerous mission sets, flexibility and room for new ways to utilize aircraft has become a crucial component in training amongst squadrons, which parallels the utmost importance of having a creative combat element in an ever-changing warfighting environment. For example, as the last issue of rotor review pointed out, the ACE typically uses the UH-1Y as a Close Air Support (CAS) and Special Operation Force (SOF) platform for various missions. While the UH-1Y is a capable platform, it often leads to the MH-60S viewed solely as a SAR platform, and not capable of filling operational gaps within the MEU. Dawn Blitz 2017 allowed for the MEU to explore the advantageous utilization of the MH-60S as a result of its payload, variety of configurations, and overall mission capable flexibilities. The culminating exercise on Dawn Blitz allowed the MH-60S section to flex between SAR, SCAR, and overland CAS missions in support of the MEU in single flight event, based on the Operational Commander’s most urgent needs. This parallels the entire community’s evolution from the “SAR Det” to an HSC Det covering the gamut from Visit, Board, Search, and Seizure (VBSS) missions, Defense of the Amphibious Task Force (DATF), and Maritime Interdiction Operations (MIO) to the still vital duty as SAR and PMC. Given today’s ever changing global political environment and particularly the contested littoral regions, the capabilities of the HSC Expeditionary Community provide critical interoperability for the ESG as the ARG’s immediate maritime line of defense as well as an additional capability for the MEU. The 13th MEU and HSC-21 will continue to work together throughout the rest of the USS ESSEX work-ups in 2018. We will practice maritime mission sets such as Helicopter Visit, Board, Search, and Seizure (HVBSS) and overland mission sets such as Close Air Support (CAS) and raids throughout the spring and summer. We look forward to continuing the integration within the Amphibious Force, building on the past and current deployments of the entire HSC Expeditionary community.

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Saberhawks Hold Change of Command

By LTJG Brian Colby, HSM-77 Public Affairs Officer

In Flight Change of Command Ceremony Takes Off for HSM 77 Saberhawks

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fter serving as commanding officer of the “Saberhawks” of Helicopter Maritime Strike Squadron (HSM) 77, CDR Robert G. Wickman was relieved by CDR. Charles McKissick during an aerial change of command ceremony-at-sea Nov. 27 while embarked on USS Ronald Reagan (CVN 76) operating in the Philippine Sea. "I am humbled to have had the opportunity to lead the Saberhawks as part of forward-deployed Naval Forces Japan,” said Wickman. “I could not be more proud of our accomplishments and with the way our Sailors have risen to meet every challenge. It has been an honor to serve alongside each and every one of these extraordinary men and women."

Wickman, a native of Westlake, Ohio, led the squadron during a number of exercises during the 2016 and 2017 deployments of the Ronald Reagan Carrier Strike Group, including Ulchi Freedom Guardian 2016, Valiant Shield 2016, Maritime Counter Special Operations Forces Exercise 2016 and 2017, Keen Sword 2016, Talisman Sabre 2017 and Annual Exercise 2017. These exercises offer a uniquely complex and challenging multinational environment for our forces to hone their skills.

Additionally, Wickman’s leadership contributed to the successful completion of a number of training detachments, Anti-Submarine Warfare evolutions, integrated long range strike operations, and operations in the South China Sea. HSM-77’s incoming commanding officer, Cmdr. McKissick, commended Wickman’s leadership and the crew’s performance under his command.

“I am extremely proud of the squadron's accomplishments under Skipper Wickman's reign,” said McKissick. “His experience and leadership in the FDNF area of operations and in CVN operations have led the Saberhawks to new heights in air wing integration as part of the BADMAN team.”

What is most exciting about assuming command of HSM77, McKissick said, is continuing to build the successful and impactful history of the Saberhawks.

“I am humbled and excited to step into the role of Skipper following many of our community’s finest officers,” said McKissick. “I have big shoes to fill."

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A McKinney, Texas, native, McKissick reported to the Saberhawks in October 2016 as the executive officer. A graduate of the U.S. Naval Academy, he deployed in support of Operation Iraqi Freedom and Operation Enduring Freedom and was recognized as HSL-46 Pilot of the Year and Helicopter Anti-Submarine Squadron Light (HSL) Wing Atlantic Pilot of the Year.

While assigned to Helicopter Maritime Strike Weapons School Wing Atlantic, he achieved the designation of Seahawk Weapons and Tactics Instructor and in 2007, was awarded the peer-nominated Commander, Naval Air Forces Leadership Award. He served as the “Spartans” of HSM-70’s weapons and tactics instructor, training officer and operations officer onboard USS George H. Bush (CVN 77) and detachment officer-in-charge onboard USS Truxtun (DDG 103).

McKissick is a graduate of the Naval Postgraduate School, where he earned an Executive Master of Business AdministraFounded in September 1987, the Saberhawks began as Helicopter Anti-Submarine Squadron Light (HSL) 47 and they employed the SH-60B helicopter at the forefront of helicopter operations in the Pacific Fleet. In 2009, HSL-47 transitioned to HSM-77. The Saberhawks were attached to the USS Abraham Lincoln Strike Group and deployed with the MH-60R until August of 2012, when their outstanding reputation led to their selection to fight from the tip of the spear with Battle Force 7th Fleet. Previously embarked on board USS George Washington (CVN 73) with Carrier Air Wing (CVW) Five, the “Saberhawks” are now regularly embarked on board the Nimitz-class aircraft carrier USS Ronald Reagan (CVN 76).

HSM-77’s missions are to conduct Anti-Submarine Warfare (ASW) and Surface Warfare (SUW,) as well as Electronic Warfare (EW), Command and Control (CC), and Non-Combat Operations (NCO).

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Blackjacks Fly an American Hero Article by LT Steven Harders, USN, HSC-21 Public Affairs

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he Blackjacks of Helicopter Sea Combat Squadron -21 were honored to fly an American hero, Mr. Ken Potts, on a flight around San Diego in a MH-60S Knighthawk from Naval Air Station North Island, October 20. Potts is one of five remaining USS Arizona survivors. He is 97 years old and lives in Utah with his wife Doris.

On December 7, 1941, Potts was a boatswains mate in Pearl Harbor, Hawaii, serving on the USS Arizona (BB-39), a vessel whose name and legacy is revered in American history. Potts enlisted in the U.S. Navy in 1939 and reported to the USS Arizona later that year. On the morning of December 7, Potts was on shore loading a small boat with produce for the ship’s storerooms. As he was loading the produce, Potts witnessed a Japanese bomb strike his ship and watched the forward magazine explode.

He immediately discarded the produce and drove his boat to the USS Arizona, still under direct atMr. Ken Potts pictured with the flight crew from HSC-21. (Left to Right: tack, to join the fight. After climbing aboard the AWS2 Alec Jones, LT Steve Harders, Mr. Ken Potts, LT Chris Lefon, burning ship, Potts directed and carried wounded LCDR Evan Hodell).

Sailors on to his boat in order to bring them to safety on Ford Island. Later that evening, Potts returned to the ship to stay onboard and spent the following days helping retrieve his shipmates’ bodies from the destroyed ship.

The Pearl Harbor attacks killed 1,177 of USS Arizona’s crew of 1,512. Despite his actions that day, he humbly maintains that he “was never really in great danger, my shipmates are the heroes."

After the Pearl Harbor attack, Potts was assigned to a tanker which refueled ships around Pearl Harbor, and worked in a courier position for the Port Director’s office, delivering classified information to commanders around Pearl Harbor. Potts retired from the U.S. Navy in 1946.

The Blackjacks of HSC-21 welcomed Mr. and Mrs. Potts when they arrived at the double domes on Naval Air Station North Island October 20. Though at first the flight crew was somewhat apprehensive about Mr. Potts’ age, the accompanying flight surgeon was assured that all he suffered from was a “mild case of sarcasm,” and that he was remarkably physically active. In fact, after the flight when asked if he felt any airsickness, he laughed and stated that the flight was gentler than “riding a bucking bronco.”

The hour long flight consisted of a short aerial tour of Naval Base San Diego, followed by a sightseeing flight up the San Diego coastline. Upon returning to HSC-21, the crew had the opportunity to meet and talk to Mr. Potts and his wife, Doris.

CDR Nick Leclerc, Commanding Officer of HSC-21, remarked “Mr. Ken Potts and his generation of World War II Veterans truly embody America’s values and perseverance, and are great examples Alec Jones, AWS2 (from HSC-21) is strapping Mr. Ken Potts of the Navy fighting spirit that Sailors represent to into one of the troop seats in the cabin of an MH-60S. this day. We are proud to have been able to meet, fly, learn from, and honor this World War II Veteran, and wish Mr. Potts and his wife many more years to come. He is welcome to fly with the Blackjacks of HSC-21 any time.”

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The Up-Gunned Expeditionary Strike Group Article by LTJG Brian Colby. USN

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his year HSM-77 broke from standard CVN operations with a detachment to the USS Bonhomme Richard (LHD 6) to showcase the capabilities of the MH-60R as part of the Expeditionary Strike Group during Talisman Sabre 2017. The concept involved adding the MH-60R as a SSC and ASW platform to the amphibious force. The current operating standard is to have Marine assets cover the SSC role as a collateral mission to their normal duties, but they do not possess the systems or training to conduct SSC with the efficiency of the MH-60R. Destroyers with a two aircraft detachment of MH-60Rs frequently transit with the ESG to provide this capability, and a detachment from HSM-35 has embarked on an LHD before. However, this may have been the first time that a deployed CVN squadron sent a detachment of MH-60Rs to the deck of a LHD while underway.

The initial logistical coordination was a challenge due to the ship to ship distance exceeding standard operating range.

As the window of opportunity seemed to close, the go order was received. HSM-77 rallied and was ready for departure two days later. Two aircraft, four crews, and 22 maintenance personnel were sent for a detachment originally planned for four days. The two aircraft flew on to the Bonhomme Richard while the remaining aircrew and maintenance personnel rode with Marine MV-22s of VMM-265(REIN). The detachment staff from HSM-25 embarked on LHD 6 aided with logistics, products, and gouge that made the trip successful.

There was a lot to learn about the differences between operations in the CVN and LHD environments. LHD procedures are similar to the CVN in structure but with the pace of

Talisman Sabre 2017

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CRUDES operations. The break over the numbers was reminiscent of fixed wing flying. Crews quickly adapted to the new controlling agency’s communication flow and were surprised when Center would ask them what altitude they wanted to work instead of just assigning one. Additionally, LHD 6 is a fully NVD compatible ship and crews found it to be much more user friendly during night flight operations.

The biggest difficulty while operating with the LHD was that their C2 infrastructure was not set up for SSC. The BHR was fighting several challenges with link capability that hindered the information sharing between the airborne MH-60R and surface assets. Australian ships joined the ESG as part of the Talisman Sabre exercise and acted as SSC control assets, but communications were muddied by garbled radio frequencies. Had the detachment been longer, these shortcomings could have been worked out and the MH-60R integration and contribution to the ESG would have been seamless. That being said, the Australians proved to be a professional force and integration with them for both SSC and ASW operations was made easy by their familiarity with the MH-60Rs of their fleet.

The MH-60R’s contribution to amphibious operations of the future would consist of SSC and ASW ahead of the force, searching for any potential threats during the blue water transit. Entering the amphibious environment, the MH-60R would provide information on littoral and shore threats with RADAR and ESM. The information sharing and net enabled targeting capabilities of the MH-60R would greatly enhance the capabilities of the ESG by providing the force enhanced situational awareness and battlespace efficiency.

The Warlords of HSM-51 Welcome a New Shogun Article by LT Alex J. Geis, HSM-51 and LT Anthony J. Ivester, PAO, HSM-51

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elicopter Maritime Strike Squadron (HSM) 51 held a change of command ceremony at Naval Air Facility Atsugi, Oct. 19.

CDR Christopher Morgan relieved CDR Carey Castelein as the squadron's commanding officer.

Originally established in 1991 as Helicopter Anti-Submarine Squadron Light (HSL) 51, today HSM-51 trains and supports combat ready detachments of pilots, aircrew and maintenance technicians for deployment in support of 7th Fleet.

Castelein assumed command of the Warlords in July 2016. During his time as commanding officer, the squadron deployed five MH-60R helicopter detachments and has overseen a total of 2,118 flight hours.

Previously, Castelein was assigned to U.S. Special Operations Command in Tampa, CDR Carey F. Castelein the outgoing Commanding Officer of the Fla., as deputy inspector general and as chief “Warlords” of Helicopter Maritime Strike Squadron (HSM) 51 shakes hands of the inspections branch. Prior to that, Cas- with his replacement, CDR Christopher K. Morgan while CAPT David telein served as Officer-in-Charge of De- Walt, Commodore of HSMWINGPAC, looks on. U.S. Navy Photo by Mass tachment Three embarked on USS Sampson Communication Specialist 2nd Class Michael Doan (DDG 102), supporting Rim of the Pacific (RIMPAC) naval exercises, and USS Kidd (DDG 100). He completed his department head tour as training officer and maintenance officer on USS John C. Stennis, deploying in support of operations Enduring Freedom and New Dawn. Additional assignments include assistant operations officer and operational test pilot at Air Test and Evaluation Squadron 1 (VX-1) at Patuxent River, phase training officer and quality assurance officer for HSM-41 in San Diego, Calif., as well as quality assurance officer for HSL-37 in Kaneohe Bay, Hawaii. Castelein’s next assignment is with Naval Air systems Command, Patuxent River, MD. CDR Morgan is a native of Arlington Heights, Ill., and received his commission from the U.S. Naval Academy in May 1999. Morgan began his operational flying career with HSL-45 and participated in several 5th and 7th Fleet operations and exercises. During his shore tour as an instructor pilot assigned to HSM-41, he earned his Seahawk Weapons and Tactics Instructor (SWTI) designation and went on to serve as squadron tactics officer; he also qualified as a MH-60R pilot. In 2008, Morgan returned to the fleet as a Weapons and Tactics Instructor (WTI) for HSL-43. Following his WTI Tour, Morgan travelled to Atsugi, Japan, and reported to HSL-51. As a Warlord, he completed deployments as Officer-in-Charge Detachment Three. He finished his tour as squadron maintenance officer, and was selected as the 2012 Officer of the Year. In 2012, Morgan reported to U.S. European Command and served as an action officer and executive officer for the J-3 Integrated Air and Missile Defense (IAMD) Division. He selected for squadron command in 2014.

“I am humbled and honored to have this opportunity to lead a fantastic team of ready professionals. I intend to do my part to continue the Warlord's 26 year legacy of excellence in execution,” said Morgan.

CDR Justin Banz assumed the duties as HSM-51 executive officer. CDR Banz is originally from Tucson, Ariz., and prior to being assigned to the Warlords he attended the United States Naval War College where he earned a Masters in National Security and Strategic Studies. This is CDR Banz’s second tour with HSM-51, the first was in 2004 and was his first operational flying tour.

For more information on Helicopter Maritime Strike Squadron 51, visit https://cnic.navy.mil/regions/cnrj/installations/ naf_atsugi/about/tenant_commands/hsl_51.html 83

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AA Joint Force Joint ForceforforGood Good Article by LT Danielle Fritts, USN

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t was a humid day in southern Georgia complete with relentless gnats when HSM-48’s MH-60R detachment arrived at Moody Air Force base for an upcoming Combat Search and Rescue (CSAR) exercise. The HSM-48 “Vipers” were asked by the Air Force’s 74th and 75th Fighter Squadrons, comprised of A-10 Warthogs, to participate in their joint training exercise in preparation for their upcoming deployment. While the HSM community does not typically train to CSAR, we were excited to show how the MH-60R could both act as a Rescue Vehicle (RV) and contribute to the mission with its growing electronic support capability.

The day we arrived was a planning day for both squadrons to get on the same page concerning mission planning and execution.

We mapped out our route, input fixed emitter sites and analyzed targets of interest from our Joint Mission Planning System (JMPS). Additionally, we received training from the 41st Rescue Squadron (HH-60G) to familiarize ourselves with this mission set, terminology, procedures and tactics traditionally reserved for the Air Force and our HSC counterparts. The overall game plan consisted of the A-10s, or SANDY, being notified of a downed aviator, planning routes for the RVs, and coordinating a pickup location with the survivor.

As the MH-60R, VENOM, began ingress along a determined route, the SANDYs would escort the helicopters and clear the path of ground based threats. Events evolved in difficulty, starting with preplanned rescues and building toward alert rescues with a hard time on top (TOT). The first day’s events were preplanned, where SANDYs and VENOMs together studied potential routes, determined survivor(s) location/status and evaluated potential landing zones (LZ). Follow-on events incorporated an alert CSAR mission, where all of the planning and execution had to be accomplished on the fly from the air. Here, it was critical that the MH-60R use its highly capable ESM, ASE suite, and MTS to help identify potential threats along the route. The week culminated in an event where the RVs had to hit checkpoints at specific times in order to be in the LZ at a pre-briefed TOT. During this mission, SANDY and VENOM had to quickly adapt to pop-up threats, adjust routes, and alter transit speeds to reach the objective and bring the survivor home safely.

Throughout the week, mistakes were made, lessons were learned, but the overall missions were successful and the training was invaluable. As MH-60R pilots and aircrew, we learned how to employ our versatile helicopter in yet another mission set. It was an outstanding experience for all to see how the Air Force pilots both plan and execute. It was impressive to see their tactical expertise for CSAR and their professional execution. Without a doubt, the Vipers of HSM-48 brought home some insightful planning, execution and debriefing techniques. We were extremely grateful for the opportunity to explore a new mission and look forward to continued joint operations that not only better ourselves, but also our force. Vipers Lead the Way!

Sailors with HSM-48 Detachment Four pose for a photo with CNO Adm. John Richardson during the detachment's visit to Quebec City, Quebec.

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Sail Canada 2017!

Article by LTJG Ryan Sliva,USN

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SM-48 Detachment Five recently participated in a joint event celebrating both the United States and Canadian Independence Days in Halifax, Nova Scotia. It was a great opportunity in which allies came together to show our mutual support for one another. HSM-48 DET 5 was embarked on USS Winston S. Churchill (DDG 81) on their adventure to the Canadian territory along with USS Dwight D Eisenhower (CVN 69) and USS San Jacinto (CG 56).

During the transit north to Canada, HSM-48 conducted Deck Landing Qualifications, VERTREP training and other readiness exercises amongst the various ships. The pilots, maintainers, and ship’s crew received valuable practice and experience performing integrated operations prior to pulling into port for the celebrations. Along with all the training, a group of Canadian ships joined the US ships and conducted a PHOTOEX. An Air Power Demonstration was also conducted on the Eisenhower for the media and special guests.

Once in port, the celebrations began on July 1st with Canada’s Independence Day! This year was a particularly special Canada Day as it was the 150th year celebration of Canada’s independence. Festivities included a concert in their large outdoor park, a reenactment at the Halifax Citadel, fireworks, and the Royal Nova Scotia International Tattoo. While in port through the 4th of July, Sailors were able to partake in exploring the various sites of the beautiful coastal area such as the iconic Peggy’s Cove, Citadel, and the Public Gardens, to name a few. The Sail Canada event culminated in a reception onboard the USS Eisenhower celebrating both countries independence and support for one another. Dignitaries, special guests, ship and aviation personnel were treated to a feast, tour of the hangar and flight deck, and even aircraft elevator rides!

Overall, Sail Canada was an awesome experience for all involved both in training and in cultural terms. It’s events like these that grow the bond between countries and further international relations both amongst the militaries and the public.

HSM-48 Detachment Four Completes Successful Visit to Quebec City

Article by AOC (sel) Lisa Broadfield, HSM-48.4 Lead Petty Officer HSM-48 VIPERS, Detachment Four, Embarked USS Jason Dunham (DDG 109)

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howing off aircraft and professionalism, HSM-48.4 aircrew and maintenance team made an impact during the USS Jason Dunham’s visit to Quebec City, Quebec (18-23JUL). During the port call, Chief of Naval Operations, Admiral John Richardson, made a visit to the USS JASON DUNHAM to say a few words to the crew as well as re-enlist three Sailors.

One of those fortunate Sailors was HSM-48’s own AWR2 (NAC/AW) Joshua F. Wolfort. Following the re-enlistment and words to the ship’s crew, the CNO spent a moment with the Vipers for photo ops and conversation with the team regarding Navy policy and the importance of naval aviation.

USS Jason Dunham and HSM-48.4’s primary objective in the region was to celebrate Canada's 150th Anniversary of Independence. Participating in “Rendez-vous Naval 2017,” the USS Jason Dunham was the first US Navy destroyer to port in Quebec City in over 8 years. Serving our country proud as ambassadors, HSM-48.4 represented the U.S. Navy during the city's Parade of Ships, Independence Parade and hosted multi-nation diplomats to include: US Consulate General to Quebec, Lieutenant Governor of Quebec, Commander Royal Canadian Navy, Deputy Chief of Operations Brazil, and Commanding Officers of various US, Canadian, and Chilean warships.

While VIP and general public tours were conducted onboard USS Jason Dunham, the highlight of the tour was HSM-48.4’s MH-60R. Eager to show off the Navy’s newest and most capable helicopter, the aircrew and maintenance team proudly and professionally demonstrated the characteristics and operations of the MH-60R to over 2,100 multi-national visitors.

Vipers Lead the Way!

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HSMWINGPAC Weapons School at NASNI Task Force Resiliency Training

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he HSMWINGPAC Weapons School triad: Commanding Officer, Executive Office and Senior Enlisted Advisor with NFL legend Herschel Walker, who spoke to NASNI sailors and leadership during the 2017 Task Force Resiliency training. Mr. Walker shared his life story and the obstacles he has overcome, by offering sailors a meaningful look into his journey, covered in his book- "Breaking Free: My Life with Dissociative Identity Disorder."

HSM-40 Airwolves Welcome the Future Generation of Naval Aviation Article by LT Sara "Deebo" Burton, HSM 40 Airwolves CHSMWL PAO

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n Thursday November 16th, the 1053 Midshipmen from the Class of 2018 at the U.S. Naval Academy received their service selection. According to USNA officials, 92% received their top preference. The Naval Aviation Enterprise selected a total of 300 Midshipmen. This group encompassed 67 Naval Flight Officers and 233 Naval Aviators; statistically approximately one-half or 116 Class of ‘18-ers will join the rotary wing community.

Helping to welcome them to the Naval Aviation Enterprise were five instructors from HSM-40, the MH-60R East-coast Fleet Replacement Squadron. On Thursday November 16th, each instructor served as an Aviation company representative. Assisting each Company Officer, they deliver the news of Navy Pilot selection to their respective “Firsties”.

Additionally, over the course of three days, these five instructors met with numerous companies, squads and individual Midshipmen to discuss future Aviation opportunities and the MH-60R community.

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Fleet aviators may be interested to learn that the full-time aviation presence on the Yard is in the process of expanding.

VADM Ted “Slapshot” Carter (USNA Superintendent) and VADM Mike “Air Boss” Shoemaker (CNAF) have approved a program that draws top-tier Lieutenants from production shore tours to the U.S. Naval Academy to serve as Company Officers in place of traditional Disassociate Sea tours. Such a program will increase the footprint of Naval Aviation on the Yard to better recruit the highest prospects to our community. The first LT, a class of 2008 alumni, arrived this fall from the VFA community after completing his Instructor tour at the FRS. To the Class of 2018, welcome to the greatest community in the Fleet!

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Helicopter Sea Combat Wing Pacific Weapons School Holds Change of Command Article by Helicopter Sea Combat Wing Pacific Public Affairs

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elicopter Sea Combat Weapons School Pacific (HSCWSP) held a change of command ceremony on Naval Air Station (NAS) North Island, November 2.

Cmdr. Joshua Fagan, of Bellflower, California, relieved Cmdr. Frank Ingargiola, of Huntington Station, New York, as commanding officer of HSCWSP. Capt. Ryan Carron, deputy commodore of Helicopter Sea Combat Wing Pacific, presided over the transfer of command.

Ingargiola led HSCWSP “Phoenixes” through multiple large-scale joint and multinational training exercises. HSCWSP has participated in multiple exercises over the past year, including Red Flag 17-2, Angel Thunder, Northern Strike, Phoenix Fire, and Dawn Blitz. Under his tenure, HSCWSP launched the annual Phoenix Fire exercise - a combined arms, live-fire joint exercise designed to enhance the HSC community’s combat readiness through robust and realistic training incorporating air-to-surface and surface-to-surface close air support (CAS) with coalition joint terminal air controllers (JTACs). This last year, over 18 squadrons, 11 ground units, and one naval surface vessel expended more than 68,000 pounds of ordnance in 32 events.

Ingargiola started his military career in the United States Marine Corps in 1996, and transitioned to become a Naval Aviator in 2003. Since then, he has accumulated over 1,850 flight hours in the HH-60H, SH-60F and MH-60S. New CO for HSCWINGPAC Weapons Reflecting on his time in the command, ICDR Ingargiola said “I have School CDR Joshua Fagan loved my time here with the great men and women of the weapons school!

This command is the cornerstone of knowledge and tactical excellence for the betterment of the community. I couldn’t ask for a better cadre of instructors and personnel! I’m so proud of all you have done and will continue to do!”

Upon detaching from HSCWSP, Ingargiola will report to amphibious assault ship USS Kearsarge (LHD 3) in Norfolk, Virginia.

CDR Fagan graduated from the United States Air Force Academy in 1999 and began his career as an Air Force Acquisitions Officer. In 2003, he transferred into the United States Navy and earned his Wings of Gold in 2004. Since then, he has completed multiple deployments in support of Operations Iraqi Freedom and New Dawn, humanitarian assistance and disaster relief missions in the Republic of the Philippines, and as a part of combined joint special operations task force, completing over 144 combat sorties and 2,175 flight hours in the HH-60H, SH-60F and MH-60S. He reported aboard HSCWSP as the executive officer in August 2016.

HSCWSP will continue to increase the warfighting capacities of Pacific Fleet HSC squadrons and ensure they deploy battle-ready in all tactical mission areas through implementation of standardized tactical curricula and exercises to improve overall combat effectiveness.

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Northern Strike: Navy Squadrons Train Inland Article by LT Jacob Nease, USN

Loading live rocket ordnance during exercise Northern Strike 17 at Lake Huron water range.

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Photo by 2nd Lt. Andrew B Layton

n the cool August skies of Northern Michigan, HSC, HSM, and HMLA squadrons brought their best skills together in a Joint exercise called NORTHERN STRIKE. Alpena Combat Readiness Training Center (CRTC) provided the ideal facilities and training ranges for a Joint exercise. For the HSC-22 Sea Knights, NORTHERN STRIKE was more than a training detachment; it was an opportunity to work alongside our helicopter brethren from multiple communities and services as a growing contributor to Joint rotary-wing operations.

Never heard of NORTHERN STRIKE? Historically, an Army and Air Force National Guard exercise, it has grown to be one of the largest live-fire exercises in the States, integrating all branches, and multiple Allied partners, to include British, Canadian, Polish, Latvian, and Danish forces. In all, the exercise involved over 5,500 service members from twenty states.

Alpena Regional Airport, a civil-military airfield, has been training warfighters in some capacity since 1931. Located on Michigan’s Upper Peninsula, right between Lake Huron and Camp Grayling Range, the CRTC provided ranges to employ live ordinance and train for multiple mission types over both Rotor Review #139 Winter '18

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land and water… not to mention the pristine flying along Michigan’s wilderness coastline that never required a water wash. The facilities at Alpena CRTC were top notch for multiple squadrons to plan, fly, and occasionally relax. The operations and maintenance facilities were move-in ready.

The best thing Alpena CRTC provided was the opportunity to literally work side-by-side with other squadrons. Sharing mission planning and briefing spaces with the pilots and aircrewmen of HSC-14 and HSM-60 showed how seamless a mission can go when all the players are part of the planning from the start. We witnessed firsthand how squadrons from various backgrounds (air wing, expeditionary, and reserve) have small differences in technique but largely conduct business the same professional way. The saying, “teamwork makes the dream work” was a concept tested every day at NORTHERN STRIKE. When the dream is putting an assault force on a hostile vessel in the middle of the night, flying in a three-ship section of MH-60R/S from three separate squadrons, teamwork makes it happen.

NORTHERN STRIKE brought many additional aviation assets to the fight as well. Just down the flight line from us was

an E-8 Joint Surveillance Target Attack Radar System (JSTAR) the exercise. Our first sortiethwas an overland scenario with flown by the one and only (literally) 116th Air Control Wing. A-10 “Sandies” from the 107 Fighter Squadron. As the resThis Air National Guard squadron is the only squadron that cue vehicle (RV), our only task was to pickup the survivor up flies a Boeing 707 outfitted as an impressive reconnaissance and RTB safely. The Air Force’s CSAR concept has the rescue and command and control platform. Its radar’s unique capa- mission coordinator (RMC) controlling the entire mission, bilities make them a vital national asset. Learning each other’s providing safe routing for the RV. Although our role was limcapabilities in the air and around the bar taught us both how ited, we learned a lot from how the Air Force uses all of their we each can better play our role in accomplishing missions like capabilities to conduct PR. In contrast, our overwater scenario with HMLA-269 folsearch and rescue, threat avoidance, and target acquisition. lowed tactical recovery of aircraft and personnel (TRAP) tacThese skillsets applied perfectly to the SCAR / killbox mission tics techniques and procedures (TTPs) that were based off of set we practiced incessantly during the exercise. While HSC/ rescuing downed aviators in a hostile maritime environment HSM squadrons and JSTARS have broad experience in this with only the assets from an expeditionary strike group (ESG). mission set, they apply it in vastly different ways and circumThis scenario had unique threats and challenges not normally stances. At NORTHERN STRIKE, we joined forces for a considered when training for PR missions. The mixed section few littoral FMP scenarios. The flights taught us the benefits of an UH-1Y, AH-1W, and a MH-60S brought their indiof joint doctrine and the capabilities (and limitations) of Linkvidual skills of strike coordination, sensor employment, and 16. For the JSTARS, the flights gave them a new, and vital, search and rescue that successfully authenticated, located, and awareness of employing rotary wing platforms in the fight. sanitized the survivor and his/her position.

It also was an opThe primary training objective for aviation units at portunity for one Marine pilot to test his survival equipment NORTHERN STRIKE was close air support (CAS), which happened daily. Being controlled by an array of different in the cold water of Lake Huron as the survivor!

Another mission we focused on was Maritime Strike. As JTACs with a stack of F-16s and A-10s overhead was a unique the Sea Knights gear up to man MH-60Ss and MQ-8 Fire and valuable experience for all the HSC players involved. We Scouts on Littoral Combat Ships (LCSs), the littoral environsaw in real time the importance of publications like the JFIRE ment may leave our detachments as the only strike asset for as we executed Joint CAS safely with units from various seran ASUW mission. At NORTHERN STRIKE, we proved vices. The opportunity to train with external entities forced we could simultaneously engage thirty-eight coastal targets us to follow joint doctrine and expanded everyone’s definition using hellfire missiles within minutes of a single time- on-tarof “we” in the Joint environment. get (TOT), all while being challenged in the terminal area by Coordinating airspace and fires is always a crucial skill multiple surface-to-air missile stimulators. in such an environment. The planners at NORTHERN STRIKE ran the exercise in a way that balanced realistic adherence to doctrine with safety. Learning the rules of the road at an unfamiliar range, while never fun, is expected of a professional aviator.

The exercise coordinators took constructive feedback to ensure the coordination measures continually improved.

In addition to CAS, we supported the troops at Camp Grayling while refining our INFIL/ EXFIL skills. We worked with reservists from the 4th Marine Reconnaissance Battalion for all types of helicopter rope suspension training (HRST), including dry and wet special patrol insertion and extraction (SPIE), fastrope, and CAST iterations during the day and night.

We also trained extensively to personnel recovery (PR) during Naval aviators from Helicopter Sea Combat Squadron 22, Norfolk, Virginia, employ live rocket ordnance at the Lake Huron water range during Exercise Northern Strike 17.

Photo by 2nd Lt. Andrew B Layton , USMC

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Tablets bring firepower to the future for Marines Article by Pfc. Ethan Pumphret , USMC

MAWTS-1 Stages NEO aboard Combat Center

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arines from MAWTS-1 conducted and organized a digitally-aided close air support fire mission using Target Handoff System tablets at Chocolate Mountain Aerial Gunnery Range, Calif, on Sept. 22, 2017. CAS is a vital asset to ground forces because it allows medical evacuation and removes hostile air targets and mechanized ground forces.

Without CAS dozens of ground forces may not still be here today.

This is the first time these systems have been integrated and fielded for a Marine Corps exercise. This exercise was conducted during Weapons and Tactics Instructors course 1-18.

WTI is a course that brings service members from all across the world to participate in training that teaches pilots, air crew and ground forces to work together to benefit the Marine Air Ground Task Force.

Marines set up artillery at Firebase Burt to provide fire support for the range. Using a tablet known as the Target Handoff System V2, they can relay their position to artillery and aerial support using GPS location and indicate where their target is. The tablet connects to a PRC-117G radio to use voice communication in conjunction with GPS. “We were sending VMF messages to (F/A-18D’s) using THS and on the same tablet we had a 117G hooked in with an ANW2 network,” said Gunnery Sgt. Andrew Rogers, a joint tactical air controller with Marine Aviation Weapons and Tactics Squadron 1. “So we were able to track position/location information of multiple friendly positions while they moved”

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Rogers said this helps the ground units by sending direct and accurate information to fire support According to Rogers, the hardest part of this mission was communicating with the helicopters because they didn’t have the GPS system equipped in the helicopters. “Right now, their radios aren’t able receive the types of messages we send,” said Rogers. He said they communicated the grid and fire pattern through normal voice communication.

Over the course of this exercise they used 155mm howitzer shells, 20mm autocannons on the helicopters and planes as well as 5 inch rockets and several 1000lb JDAM bombs. “The purpose of today was threefold,” said Maj. Eben Buxton, a CH-53E Super Stallion pilot with MAWTS-1. “We were integrating two tablet/digital networking programs of record.”

The THS V2 communicates primarily through K-series messages and VHF and is and will be used by forward air controllers and field artillery. The other program of record is the MAGTF Common Handheld Early Capabilities Release (MCHECR), which has the goal of getting these tablets into the hands of infantry squad leaders and platoon commanders “This is an event we call IPFLY,” said Buxton. “So the aircraft that we are supporting were primarily MAWTS-1 aircraft and the instructors come out to conduct proficiency flights.”“So we work with them for our proficiency on the ground and their proficiency in the air. It’s a good opportunity to conduct a tactical exercise with these systems like we did today because we have experts in the air and experts on the ground.”

arine Aviation Weapons and Tactics Squadron One, stationed at Marine Corps Air Station Yuma, conducted a non-combatant evacuation operation aboard the Marine Corps Air Ground Combat Center, Twentynine Palms, Calif., on Oct. 13, 2017, as part of Weapons and Tactics Instructors Course 1-18.

The NEO exercise simulates real-life scenarios where noncombatants are evacuated from a potentially hostile area.

In this case, several MV-22 Ospreys and CH-53E Super Stallions took part in landing in areas aboard the Combat Center, including Lance Cpl. Torrey L. Gray Field and De Valle Track and Field, which were staging areas for roleplayers acting as non-combatants to be evacuated.

“Our main landing zones at Gray Field and down at U.S. Marine Corps photo by Lance Cpl. Isaac Cantrell the track are being used as a pretend consulate,” said Master Sgt. Matthew Dank, air traffic control chief, MAWTS-1. “The operation consists of the rapid deployment of forces to secure vital areas and effectively evacuate civilians from hostile areas.”

The NEO has been a crucial part of WTI for years now. The exercise falls under the guidance of the Marine Air Ground Task Force Training Command, which provides plenty of training areas for MAWTS-1 to conduct different training scenarios aboard the Combat Center. “MAWTS-1 and the Combat Center have a great relationship, and that relationship definitely helps contribute to making the training effective,” Dank said. “This is one of my favorite exercises.”

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Gold Star Kids Visit HSC-14 Article by: LTJG Austen “GG” Wildberger, USN

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n 22 June 2017, the HSC-14 Chargers had the pleasure of hosting the Gold Star Kids Fleet Adventure Program for an afternoon of helicopter fun and exploration. The Gold Star Kids Adventure is an outreach program that honors surviving families for their sacrifice and the ultimate sacrifice of their fallen loved ones. The visit was a great opportunity for the Charger team to give the kids a feel for what it is like to be a member of a helicopter squadron and share their love for Naval Aviation. After quick introductions and some motivational footage from the Chargers’ 2016 WESTPAC cruise video, the “Charger for a Day” adventure began.

Based on the ear-to-ear smiles, the highlight of the kids’ trip was a visit to the Tactical Operational Flight Trainer (TOFT) and Aircrew Visual Environmental Trainer (AVET). Led by LT Kevin “Giggity” Bryant and LT Nicole “Thor” Leonard, the kids hopped in the OFT and had a blast flying around San Diego, trying their hand at hovering and landing, and even delivering some rockets. “The rockets were a big hit, and they did pretty well, better than the adults anyway,” Bryant commented afterward. AWS1 Evan Schacht also gave the kids some hands on instruction on the M240, demonstrating aiming and sighting techniques in the AVET. After a quick walk from the OFT back to the squadron, the group went to the PR shop where they got to try on flight gear and test out Night Vision Goggles. AWS2 Adriana Ramirez showed off our flight gear and the Search AWS1 Evan Schacht helps one of the & Rescue (SAR) swimmer equipment. Out in the hangar, the families took youngsters take aim in the AVET turns sitting in the crew stations of a fully configured MH-60S Armed Helicopter - LIGHTNING 611. The kids loved sitting in the cockpit and gunners’ seats, manning the M240s and imagining themselves using the skills they learned in the simulator. In total, 15 Gold Star Kids, six parents and several Navy Region Southwest staff visited the Chargers. Eileen Marcus, Naval Base Coronado Gold Star Coordinator, exclaimed: “All of the family had an amazing time and really enjoyed seeing the aircraft as well as getting to experience both simulators!”

HSC-14 is honored to have had the opportunity to have the Gold Star Kids tour our spaces, meet with our sailors, and check out the helicopter. LT Bobby “El Guapo” Schneider, who coordinated the event, said it best: “HSC-14 was excited to welcome the Gold Star Kids to our squadron. We brought them into our family and showed them how an HSC community squadron operates. It was great seeing how much they enjoyed climbing on the helicopter and getting to fly in the simulator. It really made me feel honored to be part of the grander navy family and seeing how it doesn't only take care of our sailors, but also our families.”

“Day and Night, Lightning Strikes!”

Skipper Tom “Tommy Boy” Lansley explaining the functions of the rescue hoist.

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NAS Whidbey Island SAR Rescues Plane Crash Survivor in Olympic National Park Naval Air Station Whidbey Island News Release

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Search and Rescue (SAR) team of seven from Naval Air Station (NAS) Whidbey Island conducted a Search and Rescue operation for a crashed plane in the Olympic National Park on Friday, September 29 into Saturday, September 30.

The weekend SAR Alert crew initially received notification of an airplane crash with at least one survivor in the Olympic National Park just before midnight, on Friday, and prepared for an immediate launch.

The Navy team launched approximately 45 minutes later and arrived in the search area near Quilcene just after 1 a.m. After coordinating with the Jefferson County command post Chief Hospital Corpsman Wayne Papalski, assigned to Naval for Washington Air Search and Rescue the crew AirStation (NAS) Whidbey Island Search and Rescue, gives the proceed to the crash site area. The survivor had signal to Sailors to safely enter an MH-60S Sea Hawk helicopter. been in communication with the command U.S. Navy photo by Mass Communication Specialist 2nd Ignacio D. Perez. post via cell phone and was able to help guide the Navy crew to the crash site. Unfortunately the thick, dense foliage, cloud cover and lack of available light made conditions extremely challenging. After about an hour search, the crew had to reassess the situation and determined they needed to resume searching once daylight broke.

The NAS Whidbey Island SAR crew relaunched shortly after 5 a.m. and rendezvoused with an Olympic Mountain Rescue (OMR) team who had to physically move the lone survivor to an accessible area for rescue. The SAR crew was able to lift the injured man aboard the helicopter about 7 a.m. and flew him directly to Harborview Medical Center.

Lt. Kellen Odom, the SAR Mission Commander, said the mission was extremely challenging. “We had to fight the time of day, the environment, fatigue, dense foliage, and numerous other elements that made it difficult to locate the survivor.”

Odom also said the ground crew was instrumental in getting to and locating the survivor. Capt. Geoff Moore, NAS Whidbey Island’s commanding officer, said the interactions between SAR and local agencies are exceptional. “Working as one team with local agencies is key to the success of these rescues.”

This was the 33rd rescue of 2017 for NAS Whidbey Island SAR, which has also conducted six searches and 14 Medical Evacuations (MEDEVACs) totaling 61 lives delivered to a higher level of care

The 34th rescue of 2017 for NAS Whidbey Island SAR

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Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island rescued an injured climber in the Olympic National Park on Wednesday October 11, 2017.

The October 11 rescue was the third attempt to locate this particular hiker. Two earlier attempts on Tuesday were hampered by inclement weather. After sunrise Wednesday morning, they finally located the injured man at the attitude of 6,000 feet on Mount Olympus. Once they located the hiker, they brought him aboard and flew him to Harborview Medical Center in Seattle.

Lt. Evan Jester, co-pilot on the first mission, said conditions made the earlier attempts challenging. “The weather and low clouds made this one of the toughest missions I’ve ever flown,” he said.

Olympic Mountain Rescue, a volunteer organization dedicated to saving lives through rescue and mountain safety education, and the National Park Service also assisted with the rescue efforts.

This was the 34th rescue of 2017 for NAS Whidbey Island SAR, which has also conducted 7 searches and 14 Medical Evacuation (MEDEVAC) missions this year, totaling 62 lives delivered to a higher level of care.

Rotor Review #139 Winter '18

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August 25, 2017 Top Row: CDR Robert A. Dulin, USN, Commanding Officer HT-28; LTJG Christopher Leigh, USN, HT-8; LTJG Jacob Stanko, USN, HT-8; LTJG Alexander Mead, USCG, HT-18; LTJG Philip Bilden, USN, HT-18; LT Derrick Rockey, USCG, HT-28; Col David C. Morris USMC, Deputy Commodore TRAWING 5 Middle Row: LtCol Aaron J. Brunk USMC, Commanding Officer HT-18; LTJG Angel Garcia, USN, HT-18; LTJG John Sloan, Jr., USN, HT-8; LTJG Robert McConnel, USCG, HT-28; LTJG Eric Mott, USN, HT-28; LTJG Matthew Hanks, USCG, HT-28; Guest Speaker: Col Jeffrey M. Pavelko USMC, Chief, Joint Collective Training, USSOCOM Front Row: CDR Stephen A. Audelo, USN, Commanding Officer HT-8; LTJG Abigail Noonan, USN, HT-18; LTJG Luke Moore, USN, HT-18; LTJG Hailey Brunette, USN, HT-18; LTJG Jacob Drozda, USN, HT-8; LTJG Jacob Foehr,USN, HT-18

September 8 2017 Top Row: CDR Robert A. Dulin, USN, Commanding Officer HT-28; 1st Lt. Ryan P. Garvey, USMC HT-18; 1st Lt. Sean P. Kierman, USMC HT-28; 1st Lt. Spencer T. Ernst, USMC HT-28; LTJG Brendan T. Gaine, USN HT-28; 1st Lt. Jonathon R. Barnes, USMC HT-18; LTJG Brendan N. Hanrahan USN HT-28; Guest Speaker: Col. David C. Forrest, USMC, Commanding Officer MATSG-21; Middle Row: Lt. Col. Aaron J. Brunk, USMC, Commanding Officer HT-18; LTJG Geoffrey A. Fries, USN HT-28; 1st Lt. Benjamin D. Shuler, USMC HT-28; LTJG Richard M. Sanchez, USN HT-8; 1st Lt. William P. Nevinwoods, USMC HT-28; LTJG Adam P. Kumm, USN HT-8; 1st Lt. Seth M. Davis, USMC HT-28; CAPT Mark Murray, USN, Commodore TRAWING 5 Front Row: CDR Stephen A. Audelo, USN, Commanding Officer HT-8; LTJG Brooke E. Merchant, USN HT-18; LTJG Michael D. Garcia, USN HT-18; 1st Lt. Logan A. Bridgewater, USMC HT-8; LT George A. Thomas IV, USCG HT-8; LTJG Benjamin E. Banks, USN HT-18; LTJG Elliot A. Williams USCG HT-8; LTJG Ashley V. Strong, USN HT-2 93

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September 29, 2017 Top Row: LtCol. Gregory R. Curtis, USMC, Executive Officer HT-28; 1st LT Jaret A. Darcangelo, USMC HT-18; LTJG Thomas F. Zampese, USN HT-28; LTJG Kevin S. Anderson, USN HT-8; 1st LT Christopher W. Lamaku, USMC HT-18; LT David Rozovski, USN HT-28; LTJG Michael P. Hayes, USN HT-18; LTJG Christopher M. Taylor, USN HT-28; LTJG Adam P. Scalesse, USCG HT-28; LTJG Matthew H. Faber, USN HT-18; 1st LT Philip J. Allen, USMC HT-8; LTJG Timothy D. Keily, USCG HT-18; 1st LT Axel I. Persaud, USMC HT-28; LTJG Timothy P. Lovins, USCG HT-18; 1ST LT Alexander C. Gaston, USMC HT-8; LTJG Seth A. Connor, USN HT-28; 1st LT Andreas S. Kanya, USMC HT-28; LTJG Jacob G. Compton, USN HT-8; Col David C. Morris, USMC, Commodore TW-5 Middle Row: LtCol. Aaron J. Brunk, USMC, Commanding Officer HT-18; LT Wesley C. Figaro, USCG HT-8; LTJG Andrew P. Truong, USN HT-28; 1st LT Ethan L. Woolsey, USMC HT-28; LTJG Brandt S. Clemons, USN HT-28; 1stLT Mason K. Howard, USMC HT-8; LTJG Grady S. Weber, USN HT-8; 1st LT Michelle L. Elrich, USMC HT-8; ENS Michael R. Mason, USN HT-8; LTJG Ian C. Grinaski, USN HT-8; LTJG Andrew J. Lund, USN HT-8; LTJG Matthew H. Dubreuil, USN HT-18; LTJG Thomas C. Moreland, Jr., USN HT-18; LTJG Richard W. Dunn, USN HT-18; LTJG Michael J. Ryan, USN HT-8; LTJG Paul R. Fridley, USN HT-28; LTJG Nicholas R. Masucci, USN HT-28; LTJG Mohammad K. Bahadar, USN HT-18; Guest Speaker: Col. Trey Meadows USMC, Military Assistant USD (Comptroller) Front Row: CDR Stephen A. Audelo, USN, CO HT-8; LTJG Bridget E. McCoy, USN HT-18; LTJG Kristina M. Clemons, USN HT-8; LTJG Nebil Benaziza, AGNAV HT-28; LTJG Nasser Z. Alsubaie, RSNF HT-28; LTJG Thomas B. Goodell, USN HT-28; 1st LT Charles L. Cousineau, USMC HT-8; LTJG Cole R. Palmer, USN HT-28; 1st LT Andrew W. McCormick, USMC HT-18; LTJG Calvin D. K. Mark, USN HT-18; LTJG Evan H. Richards, USN HT-8; 1st LT William C. Bryan, Jr., USMC HT-8; LTJG Jarret A. Kleintop, USN HT-28; 1st LT Louis J. Holt, USMC HT-18; LTJG Justin M. Vaughan, USN HT-28; LTJG Yassine Abdemeziane, AGNAV HT-18; 1st LT Jason M. Davin, USMC HT-18; LTJG Marie Lei Ysabel D. Acuna, USN HT-18; LTJG Bryan P. Wills, USN HT-8

Rotor Review #139 Winter '18

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October 13,Sandford, 2017 USN, HT-28; LTJG Adam Fabry, USN, HT-28; Top Row: CDR Robert Dulin, USN, CO HT-28; ENS Thomas LTJG Troy Gargiulo, USN, HT-28; LTJG Christopher Lyons, USN, HT-8; LTJG Zachary Stocks, USN, HT-28; LTJG Brian Dugal, USCG, HT-28; Col David Morris USMC, Commodore TRAWING 5 Middle Row: LtCol Aaron Brunk USMC, CO HT-18; 1st LT Samuel Anderson, USMC, HT-28; LTJG Collin Henton, USN, HT-8; LTJG Nicholas Kealy, USN, HT-8; LTJG Sarah Verille, USN, HT-8; LTJG Steven Smith, USN, HT-18; 1st LT Jacob Johnson, USMC, HT-8, Guest Speaker: CAPT Michael Baze, Director, Aviation Warfare Distribution, PERS-43 Bottom Row: CDR Stephen Audelo, USN, CO HT-8; LTJG Mohammed Alnasser, RSNF, HT-8; LTJG Derrick Knight, USN, HT-28; 1st LT Christopher Maloney, USMC, HT-8; LTJG Hugh Wyndom, USN, HT-18; LTJG Davita Heavener, USN, HT-8; LTJG Minor, USN, HT-18

October 27, 2017 Top Row: CDR Robert Dulin, USN, Commanding Officer HT-28; 1st Lt. Spencer Michelson, USMC, HT-8; LTJG Garrett Webster, USN, HT-8; 1st Lt. Brian Kovacs, USMC, HT-28; 1st Lt. Taylor Vanstraten, USMC, HT-8; Col. David Morris USMC, Commodore TRAWING 5 Middle Row: LtCol Aaron Brunk USMC, Commanding Officer HT-18; 1st Lt. Nicholas Quasnitschka, USMC, HT-28; LTJG Harrison Mott, USN, HT-18; 1st Lt. Bryan Shibley, USMC, HT 8; Guest Speaker: CDR Brannon Bickel, USN, Commanding Officer HSM-41 Bottom Row: CDR Stephen Audelo, USN, CO HT-8; LTJG Reece Bomhold, USN, HT-18; 1st Lt. Christofer Burgett, USMC, HT-28; LTJG Walter Jones Jr., USN, HT-18; LTJG Elijah Fetzko, USN, HT-8 95

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CAPT Dick Catone, USN (Ret.) following a memorial service for a fellow helicopter pilot, is credited with the following statement: “I guess we are all in starboard delta waiting for Signal Charlie.” Starboard Delta is the holding pattern for the airborne Search and Rescue helicopters on the starboard (right) side of the aircraft carrier. They fly at a low altitude so as not to interfere with the fixed-wing aircraft recovery pattern, and only land when the last fixed-wing aircraft is safe on board. When tower calls the helicopter to pass “Charlie” to a landing spot, the crew knows the fixed-wing recovery is complete, all is well, and it is time to come back. Hence, the statement appears appropriate that someday we will receive our own “Signal Charlie” and will be called home for a final landing.

Signal Charlie has been created to inform our membership and honor the passing of fellow unrestricted aviators. It is only as good as the information we receive. If you have an obituary or other information that you would like to provide concerning the passing of a shipmate, co-worker, or friend of the community please contact the NHA national office at signalcharlie@navalhelicopterassn.org and we will get the word out.

CDR Robert Wolfe, USN (Ret) November 9, 1945 – August 20, 2017

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ommander Robert “Bob” Wolfe, USN (Ret), of Pensacola, FL passed away on Sunday, August 20, 2017. Bob was born November 9, 1945 in Lockport, NY. He graduated from St. John Fisher College in Rochester, NY and was commissioned shortly after as a Naval Officer in 1967. Following his commissioning, Bob started his flight training in Pensacola and was later designated as a Naval Aviator. Bob served at multiple duty station locations and flew helicopters during operational assignments in Asia, Europe, Africa and the Middle East. Bob had extensive combat time in Vietnam as a helicopter gunship pilot. Bob kept quiet about his service and didn’t tell many people that he was awarded the Distinguished Flying Cross and 33 Air Medals–three of which were Strike. Bob loved his time in the Navy and the lifelong friendships that he and his family made along the way. His last tour before retiring returned him back to Pensacola where he decided to put down roots. A man of many names–Robert, Shipmate, Bob, Dad, Frick, Air Boss, Papa, Wolfeman and Silent Bob to name a few.

He sometimes didn’t say much, but when he did–you had to listen.

CDR David R. Meleski,USN (Ret) November 12, 1933 – September 22, 2017

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ommander David R. Meleski, USN (Ret), passed away on September 22, 2017 after battling a rare heart disease. David is survived by his loving wife of 62 years, Audrey, six children, Michael Poppoff Meleski, Audrey Lynn (Butch Day), David, James and Timothy Meleski and Kathryn (Kelly Bowie) plus many grandchildren, great-grandchildren, nieces and nephews.David was a pilot for the Navy and received the Navy Air Medal for rescuing Oregon residents from the devastating floods during Christmas, 1964. He had a great reputation for his piloting abilities, leadership qualities and many more accomplishments. He enjoyed many sports and loved the outdoors.

David belonged to the Knights of Columbus and was a devoted member and founding father of Corpus Christi Catholic Church. He received the Pro Merito Award from the church for his exemplary service and outstanding devotion to the Diocese and to the Parish. The Pope designated David a Knight of St. Gregory, a very high honor for his remarkable service to the church.He is truly missed by all those who knew and loved him.Services wereheld d at Corpus Christi, Bonita on October 5, 2017 with interment at Miramar National Cemetery.

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