Rotor Review Spring 2020 #148

Spring 2020 Number 148

Vertical Lift Arriving

Also in this issue:

In this Issue: Virtual Exhibit Hall Symposium 2020 Bacon and Eggs Leadership Symposium 2019: Rotary Force The Falklands War - Lessons for Today Innovation and Integration So You Want to Be a Published Author?

Lifetime Membership: Are You In? New MAD Technology CRM US Coast Guard in Vietnam

From the VP for Membership “It Pays to Be a Winner”

By CDR Michael Short, USN his sounds like something you might have heard on the movie set of “Talladega Nights.” For those of us who have been through Rescue Swimmer School, it was something you heard towards the end of pool conditioning when you had nothing left in the tank. You knew it was time to kick it into another gear or risk doing more laps for being tail end charlie.

And just like Ricky Bobby’s dad would say, “if you ain’t first, then you are last.” Well, the day you raised your hand to support and defend this great nation, you proved you were a winner!

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Now that I have your attention, I want to give you a membership overview and hopefully answer some questions in the process. We currently sit at 2,579 members. That is a mixture of Active Duty Officer, Nugget Officer, Reserve Officer, Enlisted Sailors, Retired Service Members, and Corporate and Civilian members. Additionally, and for perspective, we have 922 members who have yet to renew since January 2017. Those 922 members are always welcome back and we encourage you to reconsider the goodness of rejoining.

Our NEW Lifetime Membership (LTM) Program has hit a few notable milestones in just a short amount of time. We are up to 150 lifetime members and I want to recognize CAPT Paul Stevens, USN (Ret.) for being our 100th member. Working up from the deck plates, Enlisted LTM is currently at 6 members, ranging from E-6 to E-9. The Enlisted price point for an LTM is $300.00, regardless of enlisted rank. One Warrant Officer has signed up. Not one single Nugget LTM has been purchased which I will talk about later. The upper half of JOPA would be the Lieutenants – we now have 14 Lieutenants as lifetime members. I would say JOPA is a bit down doppler when it comes to LTM. Current cost for JOPA is $600 through 15 May. Several JOPA members are taking advantage of the payment plan. That would be $150.00 paid four times over the course of a 12-month period. After 15 May, pricing will return to the full LTM price of $700 so please take advantage now. Interestingly, the Lieutenant Commanders are outpacing JOPA with 18 lifetime members. Commanders are at 28 memberships, Captains have secured 47 memberships, and Flags are at a respectable ten. Looking for JOPA to step up. We are in the process of developing a challenge to help encourage more Lifetime Memberships in your commands. This challenge will allow the winning command to have bragging rights for the following year. In my next article, I will spell out the challenge and throw down the gauntlet.

Getting back to you, we do not have a single LTJG / Nugget with a lifetime membership. LTJG and below are considered nuggets. If you were delayed in training for one reason or another and you are an LT in the HTs or at the FRS, please call in and we can sign you up for a Nugget Membership. Nugget Membership is priced at $500.00 which is a bargain. We can set you up on a payment plan of $125.00 four times within a one-year period. I have been on the road and deployed with a lot of Nuggets and $125 is just one night of entertainment. You may ask why? It brings me back to something my wrestling coach always said, “pain is temporary, but pride is forever.” In this case, the pain that is felt is in the wallet, but I will tell you that once you pin on those Wings of Gold, you will always be proud of the fact that you are a Naval Helicopter Pilot. Nugget starting membership is two years for the cost of one. $40 for two years membership in NHA. After that, you will still be a helicopter pilot. After your production tour and you are on your disassociated sea tour, you will still be a helicopter pilot.

With a lifetime membership, it is fire and forget.

NHA is your professional organization. A strong membership is key to helping the organization grow and provide more value to members. Recently with input from JOs, we have gone digital with Rotor Review in order to reduce cost and give you what you want. NHA also sponsors Fleet wide awards to recognize JOs on an annual basis. Most years, NHA organizes two events, with the help of volunteers and paid staff: the NHA Symposium and the Gulf Coast Fleet Fly-In (GCFFI). These events take most of the year to organize and countless man hours. Symposium alternates between East and West Coast and NHA works hard with leadership to give everyone the opportunity to attend a Symposium during their respective tours. The same is true with Gulf Coast Fleet Fly-In. GCFFI has grown over the years and it brings the best of the Fleet back to the cradle of Naval Aviation. At both events, the Fleet gets unprecedented access to leadership. Where else can you sit and have a beer with the Air Boss and have him address critical concerns? One year, I watched an AWSCM engage with Commander, NAVAIRSYSCOM about crew seats and the physical conditions aircrew endure on every hop as a result of those seats. Guess what, the Aircrew seat issue is being corrected. That kind of access does not happen every day.

Whether you serve for ten years or for 30, NHA will be here to support you. We are looking to add more transition items to the website to include resumes and access to headhunters. Working to develop a mentorship program with our more senior officers to help read the tea leaves – perhaps for those who would like to have their ODC, OSR, and PSR scrubbed prior to all boards. If you are unaware of those acronyms or have never been to BOL, then you need some career guidance. Thank you for taking the time to read my Short article, pun intended. If you have any questions, please feel free to e-mail me at michael.m.short@gmail.com. I will work to get you an answer in a timely manner. For membership questions or to establish a payment plan, please call (619) 435-7139 or visit https://nhea.memberclicks.net/new-member.

See Page 91 for Lifetime Membership pricing

FOCUS: Vertical Lift Arriving

Spring 2020 ISSUE 148 About the cover:

Bell-Boeing CMV-22B Osprey completes its first flight on Jan. 21, 2020. Bell-Boeing Photo Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit 501(c)(6) corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the 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 921780578.

Rotor Review supports the goals of the association, provides 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 Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing and Tilt Rotor Communities.

Osprey Aviation Tilts from Green to Blue ..........................................................................26 Seaman Nicholas Boris, USN A Pilot’s View on Transitioning from the Seahawk to the Dream Machine..................27 LT James “Two Shafts” Robillard, USN Greyhound to Osprey - an Enlisted Aircrew Perspective................................................28 AWF2 Theo Bruno, USN CMV-22 Ferry Flight ................................................................................................................29 Naval Air Warfare Center Aircraft Division Public Affair The Titans are Ready and Waiting..........................................................................................31 LCDR Charles “Chuck”Yeargin, USN The Virtual Exhibit Hall for Symposium 2020................. ...................................................47 Allyson Darroch, Rotor Review

FEATURES

NHA Lifetime Membership Launch ..........................................................................................1 CDR Michael "Bus" Short, USN MH-65E Begins Full-Rate Production.....................................................................................32 LCDR Christian Polyak, USCG, Aviation Logistics Center The Psychology of Cockpit Decision-Making.......................................................................34 LT Zach Morris, USN The Oregon Trail – HSC Edition.............................................................................................37 CDR Justin McCaffree, USN Fight Like a Marine......................................................................................................................41 Ed Gillcrist and Mike Westman, Shackleton Group Do You Even DSCA?..................................................................................................................38 CDR Jonathan “O’Doyle” Dorsey, USN The TFOA Issue...........................................................................................................................42 LT Angela “Tigger” Stearn, USN and LT Sean “Hobo” Carrigan, USN

©2020 Naval Helicopter Association, Inc., all rights reserved

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DEPARTMENTS Chairman’s Brief ....................................................................................................................6 National President's Message..............................................................................................7

Editorial Staff

In Review ................................................................................................................................8 Letters to the Editors ..........................................................................................................9

Editor-in-Chief LT Shelby Gillis, USN shelby.gillis@navy.mil

Executive Director's View..................................................................................................10 On Leadership .....................................................................................................................12 The Bacon and Eggs of Leadership RADM D.H. “Dano” Fillion,USN Creating a Culture of Leadership Ed Gillcrist and Mike Westman View from the Labs .............................................................................................................16 Can Unmanned Systems Help Us Win Tomorrow’s Battles?

Getting Started Telling Your Stories ................................................................................................18 CAPT George Galdorisi, USN (Ret.) Historical Society..................................................................................................................22 Scholarship Fund Update ...................................................................................................23 Industry and Technology ....................................................................................................24 Bell Boeing CMV-22B Osprey Successfully Completes First Flight Bellflight.com Helicopters of the Future:Technology that Lets Pilots Focus on the Fight Lockheed Martin Awfully Slow Warfare..........................................................................................................38 Radio Check .........................................................................................................................50 Change of Command .........................................................................................................56 History ..................................................................................................................................58 Operation Game Warden War in the Falklands 1982 Operation Corporate Lessons for Us Today LCDR Tom Phillips, USN (Ret.) What Happened to Navy Culture LCDR Tom Phillips, USN (Ret.)

Managing Editor Allyson Darroch rotorreview@navalhelicopterassn.org Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil CAPT Jill Votaw, USNR (Ret.) jvotaw@san.rr.com Aircrew Editors AWR1(NAC/AW/SW) Broc Fournier, USN broc.fournier@navy.mil AWS1 Adrian Jarrin, USN mrjarrin.a@gmail.com HSC Editors LT Edward McCarthy, USN edward.j.mccarthy1@navy.mil LT Drew Wilson, USN andrew.b.wilson2@navy.mil HSM Editors LT Chris Campbell, USN christopher.m.campbe@navy.mil LT Anthony "Toby" Kline, USN anthony.j.kline@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usmc.mil

Helicopter Firsts .................................................................................................................68 The Long Road to the Tiltrotor Richard Ward

USCG Editors LT Marco Tinari, USCG marco.m.tinari@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.mil

True Story ............................................................................................................................72 We Are Going to Die - LCDR Tom Phillips, USN (Ret.) Orphaned on a Carrier - CDR John Ball, USN (Ret.) Cumshaw and the CONEX Box - AFMC Bruce Browne, USN (Ret.)

NHA Photographer Raymond Rivard

Off Duty .................................................................................................................................76 Chicken Hawk by Robert Mason Midway the Movies - Movie Review Around the Regions .............................................................................................................79 Command Updates ..............................................................................................................82 Engaging Rotors ....................................................................................................................88 Signal Charlie .........................................................................................................................92

Navy Helicopter Association Founders CDR W. Straight, USN (Ret.) CAPT A.E. Monahan, USN (Ret.) CDR P.W. Nicholas, USN (Ret.) CAPT Mark R. Starr, USN (Ret.) CDR D.J. Hayes, USN (Ret.) CAPT A.F. Emig, USN (Ret.) CAPT C.B. Smiley, USN (Ret.) Mr. H. Nachlin CAPT J.M. Purtell, USN (Ret.) CDR H.F. McLinden, USN (Ret.) CDR H.V. Pepper, USN (Ret.) 3

Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian CDR Joe Skrzypek, USN (Ret.) skrzypek@yahoo.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 Caleb Levee - Shane Brenner Historians Emeriti CAPT Vincent Secades, USN (Ret.) CDR Lloyd Parthemer, USN (Ret.)

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Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 / www.navalhelicopterassn.org Regional Officers

National Officers

President..............................................CAPT Ed Weiler, USN Vice President ...............................CDR Brian Holmes, USN Executive Director...............CAPT Jim Gillcrist, USN (Ret.) Business Development..............................Ms. Linda Vydra Managing Editor, Rotor Review .......Ms. Allyson Darroch Retired Affairs ..................CDR Mike Brattland, USN (Ret.) Legal Advisor ..............CDR George Hurley, Jr., USN (Ret.) VP Corp. Membership .......CAPT Brad Garber, USN (Ret.) VP Awards ...........................................CDR Mike Silver USN VP Membership ...........................CDR Michael Short, USN VP Symposium 2021...................CAPT Will Eastham, USN Secretary.............................................LT Matt Wellens, USN Treasurer.............................................LT Sinjen Povoli, USN NHA Stuff..........................................LT Ben Von Forell, USN Senior HSM Advisor.............AWRCM Nathan Hickey, USN Senior HSC Advisor........AWSCM Darren Hauptman, USN

Region 1 - San Diego Directors ........................................ CAPT Jeff Melody, USN CAPT Ryan Carron, USN . CAPT Dewon Chaney, USN

CAPT Billy Maske, USN President ...…..........................CDR Brandon Hunter, USN Region 2 - Washington D.C. Director ...............................CAPT Matt Schnappauf, USN Presidents ..............................CDR Justin McCaffree, USN CDR Pat Jeck, USN (Ret.) Region 3 - Jacksonville Director ...................................CAPT Michael Weaver, USN President ....................................CDR Ross Drenning, USN

Directors at Large

Region 4 - Norfolk Director .......................................CAPT Shawn Bailey, USN President ..............................CAPT Edward Johnson, USN

Chairman.........................RADM Patrick McGrath, 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.) CAPT Arne Nelson, USN (Ret.) LT Casey Keilty, USN

AWRCM Nathan Hickey, USN

Region 5 - Pensacola Director ...........................................CAPT Doug Rosa, USN President ........................................CDR Lena Kaman, USN 2020 Fleet Fly-In Coordinator ...LT Ryan McGuckin, USN Region 6 - OCONUS Director..........................................CAPT Derek Brady, USN President..........................................CDR Jason Russo, USN

Junior Officers Council

NHA Historical Society

President ...........................................LT Casey Keilty, USN Vice President........................................................... VACANT Region 1 .................................................................... VACANT Region 2 .................................................................... VACANT Region 3 .................................................................... VACANT Region 4 .................................................................... VACANT Region 5 .....................................................................VACANT Region 6 .....................................................................VACANT

President............................CAPT Bill Personius, USN (Ret.) Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer (Interim)...........CAPT Bill Personius, USN (Ret.) S.D. Air & Space Museum...CAPT Jim Gillcrist, USN (Ret.) USS Midway Museum................................................Vacant Webmaster........................CDR Mike Brattland, USN (Ret.)

NHA Scholarship Fund

CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.) CDR Mike Brattland, USN (Ret.)

Mr. Joe Peluso

NHAHS Board of Directors

President .............................CAPT Arne Nelson, USN (Ret.) Executive V.P/ VP Ops ...........CAPT Jim Toone, USN (Ret.) VP Plans/Marketing (ex fundraising)..................................CAPT Joe Kline, USN VP Scholarships .......................CAPT Bill Keller, USN (Ret.) VP Finance/Investment .............CDR Greg Knutson, USN Treasurer ................................................Mr. Jim Rosenberg Webmaster........................CDR Mike Brattland, USN (Ret.) Corresponding Secretary.........LT Caleb Derrington, USN CFC/Special Projects ..............................LT Joe Brown, USN 5

www.navalhelicopterassn.org

Chairman’s Brief The Responsible Thing to Do

By RADM Pat McGrath, USN (Ret.)

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s I write this note, we are watching the unfolding Coronavirus cascade of events. NHA just announced the cancellation of our 2020 Symposium in May. Although we were loath to do it, we felt that canceling was the most prudent and responsible action to take as we are just coming to grips with the fallout from the virus. I hope that by the time this magazine is published, the world is in a much better place and we are well on the way to the recovery phase of this emergency.

I wish safety and good health to you and your families. Like every other emergency this country has faced, we will survive and thrive by taking care of each other!

SAVE THE DATE

Gulf Coast Fleet Fly-In and NHA Join-Up

October 19-23, 2020 Contact Linda Vydra at NHA for more information Email: marketing@navalhelicopterassn.org

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National President's Message We Are in this Together

By CAPT Ed "E-Dub" Weiler, USN

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eam NHA! I hope you and your families are staying safe and healthy during this challenging time. Our Team, here at NHA had beenworking diligently towards an incredible Symposium this May. Unfortunately, the COVID-19 pandemic has forced us to cancel this premier event.

We hope to carry some of the momentum from this year’s Symposium planning and apply it to the upcoming Gulf Coast Fleet Fly-In. The VRM Community was going to play a special role this Symposium and we will highlight their capability and welcome them in the Fall.

We look forward to seeing everyone, and we will bolster this Fall’s event to ensure we maintain the same level of leadership/character development as well as professional education. It is truly a unique time and we are all adapting to the current environment to execute our mission.

The Lifetime Membership has exceeded our expectations, I encourage all to look at this amazing offer we have for our team.

Every member counts for we are stronger together. I believe our Fall “Fleet Fly-In” will be a great event for all members and our industry partners. As always, please let me know if you have any recommendations or concerns. This cradle to grave organization truly cares about each and every member.

Fly Safe. All the best… V/R, E-Dub

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In Review The New Normal

By LT Shelby “Conch” Gillis, USN

H

ello Rotor Review readers. I hope this issue finds you in good health and adapting to the changing world around us. While COVID-19 has had an impact not only on our at-home lives, it also has impacted our work lives. In the pages of this issue however, you will find that our aviation community is still working, thriving, and innovating in a changing environment! While we are deeply saddened that NHA to have cancelled this year’s Symposium, I want everyone to know that the fleet hasn’t ground to a halt. While things may be slightly different than usual, operators are adapting to the changing environment and still accomplishing astounding things. Our community is still at the beginning of a wonderful new journey with the Osprey, and this publication seeks to enlighten you on this new platform.

In in response to a number of requests we are bringing a new department to Rotor Review called "Because thats the Way Its Done." In this new department we share the responses to a question regarding terminology, protocol or an operational process that seems odd, counter intuitive or simply inexplicable. If you have a question to submit please send to rotorreview@ navalhelicopterassn.org While we miss not being able to gather in person, I hope that this edition gives you the connection to the Rotary Community that you have been yearning for. Happy reading!

Because Thats the Way it's Done!

A more frightened than injured young Seabee electrician was brought into the hospital suffering from electrical burns. Shortly afterward his instructor, a Chief electrician, arrived.

“Why on earth didn’t you turn off the main power switch before you tried to splice the wires?" asked the Chief. “I wanted to save time, Chief, and I’ve seen you stand on one leg, grab the wires and splice without turning off the power. “My God, kid,” exclaimed the Chief.

“Didn’t you know I have a wooden leg?

Question: "Why do we call "paddles" on the West Coast, and then "deck" on the East Coast? If you have an answer, a clarification or an explanation, please let us know.

Send your responses to rotorreview@navalhelicopterassn.org. If you don't wish to have your response published or wish to remain anonymous, please indicate that in your email.

This issue’s Radio Check question is:

What War Memorial is a must to visit to understand your service to our country?

The Summer Rotor Review's Radio Check question is: “In times of crisis

around the world, is it the job of the military to protect its members, or its citizens? Is it possible to protect both?”

Send your responses to the Editor in Chief at shelby.gillis@navy.mil or to rotorreview @ navalhelicopterassn.org.

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Letters to the Editors

It is always great to hear from our membership! We need your input to ensure that Rotor Review keeps you informed, connected and entertained. We strive to provide a product that meets the demand. We maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints or publishing corrections. Your anonymity is respected and please advise us if you do not wish to have your input published in the magazine. Post comments on the NHA Facebook Page or send an email to the Editor in Chief: shelby.gillis@navy.mil or the Managing Editor: rotorreview@navalhelicopterassn. org. You can use snail mail too. Rotor Review’s mailing address is: Letters to the Editor, c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578.

Rotor Review Editors: With regard to the "SAR Insurance and the No Pick List" story in the Fall 2019 issue. Upon closer inspection, I see that the pocket checklist is incorrect as it is for an H-2 and the image at the beginning of the article is clearly an H-3.

That being said, I have no problem with the first item listed in the appendix.

Name withheld by request Chief Aviation Structural Mechanic Hyung Kim, USN watches an MH-60R Sea Hawk, assigned to the Wolf Pack of HSM 75, take off from the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71), May 7, 2020. Theodore Roosevelt's COVID-negative crew returned from quarantine beginning on April 29 and is making preparations to return to sea to continue their scheduled deployment to the Indo-Pacific.

U.S. Navy photo by Mass Communication Specialist 3rd Class Julian Davis, USN.

All submissions can be sent to your community editor via email or to Issue Submissions Deadline / Publication Dates Vertical Lift Arriving - Spring 2020 (#148) ....................................March 10 / April 30, 2020 Rotor Review by email at rotorreview@ Staying or Going: The Retention Issue- Summer 2020 (#149) .......June 14 / August 14, 2020 navalhelicopterassn.org or mail Naval Training: It Doesn't End with Flight School-Fall 2020 (#150)........August 30 / Sept. 30,2020 Helicopter Association, Attn: Rotor Deployed - Now What? - Winter 2021 (#151) ..................November 30, 2020 / Jan. 10 2021 Review P.O. Box 180578, Coronado, CA 92178-0578 2020-2021 Themes, Submission Deadlines and Publishing Dates

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 of historical interest. Humorous articles are encouraged.

Rotor Review and Website Submission Guidelines

Articles: MS Word documents for text. Do not embed your images within the document. Send as a separate attachment.

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, wmv 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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Executive Director’s View from Pri-Fly Adapting to and Overcoming the New Normal

By CAPT Jim Gillcrist, USN (Ret.)

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dapting to and overcoming the new normal as a result of the Coronavirus Pandemic has become my daily mantra Refocusing my outlook from victim to victor has been the key!

Canceling the 2020 Symposium made total sense – it proved to be the responsible thing to do. And while we do not always have a choice in what happens to us, we can always choose what we are going to do about it. The mighty NHA HQ Staff is working from home at their assigned duty station, keeping the fires burning as we refund registration fees and return exhibit / sponsorship revenues. Interestingly, a good number of our industry partners have opted to rollover a portion of their exhibit / sponsorship dollars from Symposium to the 2020 Gulf Coast Fleet Fly-In and / or the 2021 Symposium. This engagement with and show of support from our Industry partners has been wonderful. It is also important to point out that the Norfolk Waterside Marriott Hotel, Top Golf in Virginia Beach, and O’Connor Brewing Company released NHA immediately from contract obligations associated with Symposium without fee – these three Norfolk organizations ROCK. Finally, a number of Symposium attendees / members who had already registered have passed all or a portion of their registration fees to NHA in the form of a generous contribution – thank you very much.

Here at NHA we are continuing to do great things to include: • We have gone digital on Rotor Review – meaning, you can view the magazine and back issues on your smart phone by using the app provided by our digital platform, Issuu • We are offering embedded links now in the Digital Rotor Review for members, business supporters, and industry partners.

• We are offering a “Virtual / Interactive Exhibit Hall” in lieu of Symposium for our Navy stakeholders, business supporters, and industry partners in the Spring issue of Rotor Review.

• The Lifetime Membership Program remains open through 15 May – so far, we have 150 Lifetime Members and have already exceeded our goal.

• We are turning our sights to the 2020 Fleet Fly-In / NHA Join Up (19-23 October) in Pensacola and to the 2021 Symposium in San Diego (10-14 May) at the Viejas Casino and Resort Hotel.

• Lastly, we are planning to conduct our Annual Awards Ceremony at Fleet Fly-In in October.

Dealing with this pandemic and the loss of Symposium has resulted in a unique silver lining. Our engagement with Navy stakeholders, business supporters, and Industry partners has become richer as we team together to make the best of a bad situation – reaching out and helping each other where we can. The dialogue is different as it is more caring and encouraging.

Remarkably, I have noticed a greater willingness on the part of most everyone with whom I come in contact – whether it be in person, on the phone, over e-mail, and / or through social media – to be more helpful, kind-hearted, and neighborly. Just in walking around my neighborhood where the foot traffic has increased dramatically, everyone is more inclined to smile and say hello. Wow, what a concept and what a way to pull us together to create an environment for recovery. It is my hope that we can make this a central element of the new normal.

During the days and weeks ahead, it will be important to remember that it is not always about ourselves. There will be those isolated in hotels, hospitals, nursing homes, and quarantined at home. Thinking beyond ourselves with a quick phone call or an e-mail with an encouraging word can make a huge difference. Our shipmates, friends, neighbors, and business associates may need groceries, water, prescriptions, or even a business purchase. Offering to help where we can and getting things others may need is the right thing to do. Many businesses and workers are suffering. Let us find ways to contribute, for helping one another gives us all the opportunity to serve and succeed. Together, we are stronger and more able to adapt to and overcome the challenges ahead in this new normal!

• • •

Please keep your membership / profile up to date.

If your membership is expiring or has expired, consider getting a Lifetime Membership.

If you should need any assistance at all, give us a call at (619) 435-7139 and we will be happy to help – you will get Linda, Mike, Allyson, or myself.

“Every Member Counts / Stronger Together” Warm Regards, Jim Gillcrist.

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www.navalhelicopterassn.org

On Leadership "On Leadership” is a new feature column where our Rotary Wing Flag Officers are able to submit articles on leadership topics of their choosing. RDML Alvin “Bull” Holsey proposed the idea and provided the lead article on “Mentoring - What Matters Most?” in the Fall 2019 Issue. The batting line up is as follow: VADM Richard Snyder (Winter 2020), RADM Daniel Fillion (Spring 2020), RDML John Gumbleton (Summer 2020), and RADM Jeff Hughes (Fall 2020) so stay tuned and enjoy.

The Bacon & Eggs of Leadership The Difference between Being Committed Not Just Involved!!

By RADM D.H. “Dano” Fillion, USN

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o there I was in my summer whites at the front door of a beautiful house on a golf course in Fernandina Beach, FL. The home belonged to Captain Everett P. Pope, USMC, who completed a very successful career in finance following military service during World War II. Two days before, I spoke with Captain Pope’s wife about a leadership speaking opportunity for her husband.

I explained to Mrs. Pope that the squadron to which I was assigned had one hellava Skipper who was conducting a Leadership Day for professional development and we were requesting the honor of hosting Captain and Mrs. Pope. I explained that the entire command would be assembled at an off base theater and would be humbled if Captain Pope, a Medal of Honor recipient, shared his personal leadership philosophy that led him to great success in both combat and finance. Mrs. Pope listened politely, thanked me for calling and let me know in no uncertain terms that her husband received phone calls like mine all the time and very rarely responded positively to them. I thanked her for her time and our call ended.

Now, two days later, undeterred by my previous phone call with Mrs. Pope, I was on her front door step. I rang the doorbell, checked my gig line and waited. A few seconds passed before the door opened and I was met by a lovely white haired lady with an electric smile.

I introduced myself and reminded Mrs. Pope of our phone call two days prior.

She stopped smiling, looked at me curiously and in a declarative manner stated: “You are the Navy guy who called. You are in your summer whites and you just showed up at my house

Rotor Review #148 Spring '20

uninvited.” Oh boy, I thought, this is not going to end well. She smiled and calmly said, “My husband will gladly talk to you.” I was relieved and had the privilege of coordinating Captain Pope’s presentation to our command which was scheduled to occur the following week.

During his presentation, Captain Pope recounted the events that led him to winning the Medal of Honor as if they happened yesterday. He was extremely humble when describing how he led his platoon up a steep coral hill on Peleliu Island in the face of heavy machine gun, mortar, and sniper fire to beat back or destroy the enemy, resorting to handto-hand combat as ammunition supply dwindled, and to protect units below from heavy Japanese attack at the cost of all but eight of his riflemen. In only a few short weeks following his heroic actions, Captain Pope was on a Landing Craft Utility (LCU) enroute to another Pacific island with a new group of MARINES. Toward the end of Captain Pope’s presentation, my Skipper asked a question I will never forget. He asked, “Captain Pope, nobody on that LCU knew what to expect, but they knew you had been through an extremely challenging situation just a few weeks prior. What did you say to your new MARINES as the LCU was heading to the beach landing to give them confidence that no matter what they would win?” The theater was quiet with anticipation and Captain Pope, who was in his seventies at the time, stepped away from the podium, snapped to attention with such force that all assembled heard his heels hit, and belted so all could hear: “FOLLOW ME!!!”

Leaders do not have to say a lot to be effective. Often, it is simply how little leaders say, and how they say it, that 12

Captain Everett Pope, USMC

inspires followers to achieve greatness.

Captain Pope is a prime example of how character, confidence, and integrity came together in one simple statement – “Follow Me” – to inspire his men who were facing formidable odds. Captain Pope was Committed Not Just Involved!

If I was talking to each of you in person about Leadership, I would give you an excellent book titled, Lincoln on Leadership, to convey some realistic leadership principles that you may already have in your leadership kit bag. I use this book to underscore my belief that leaders are not simply born – leadership takes effort. While most of us may have some innate leadership ability, becoming an effective leader takes hard work just like everything else in your personal and professional life. Every day is an opportunity to recognize something you could or should have done better as a leader. If you find yourself at a loss of finding things you could have done better, look again, that is what leaders do. Leaders work on leadership every day! Consider

the following thoughts on leadership assembled over three decades of leading Sailors and MARINES if you find yourself needing some leadership advice.

Know Your Business One of the strongest attributes of a Leader I have observed throughout my 35 years of service is the Leader who is confident enough in their ability that they are not afraid to say “I don’t know.”

The first time I ever really saw this in action was as a young Lieutenant during a meeting with very senior leaders. The principal was a four star and because of schedule changes (everyone who has ever served in the Pentagon knows who can adjust a four star’s schedule) he was very late to what was supposed to be a course of action (COA) brief dealing with an international crisis. By the time the senior leader arrived there were barely 30 minutes to prep him for a meeting with the highest levels of government. The four star thanked the brief team for their work (the Briefing Book was huge) and told them he “did not know which COA to pick” and he needed them in a very short amount of time to get him to the point where he could make a decision.

Ultimately, the brief was the best COA brief I have ever seen in my career. The General made his decision and it was agreed to by the nation’s senior leaders.

The outcome was exactly what was desired.

That four star telling his team that he did not have the answer was an outward sign of respect! He trusted that team to help him get to the correct decision.

Here is the lesson: if you are confident in your leadership ability, then you will be able, when appropriate (because it is the truth), to look at those you are privileged to lead and say that “you do not know!” In other words, KNOW YOUR BUSINESS! Build the Team and be Part of It! (Communication is key) Imagine that two aircraft are working a tactical problem when in all aircrew helmets is heard, “Knock it off, Knock it off!” All aircraft level wings, make sure they have visual on the other guy,

get a big boy/girl voice back and start to sort it out on squadron common.

We are all part of the team; we execute and give orders every day. Many of us are in positions to give direction and orders that affect a lot of folks who incidentally may have families. The impact of your leadership has far reaching second- and third-order affects.

For instance, picture that troops are closing up shops and emptying trash cans in anticipation of a long weekend. The squadron Maintenance Officer (MO) yells into the hangar, “Liberty secured, empty all shops, sweep, mop and paint the decks!” What the ….? No one understands why, but everyone follows direction and at zero dark thirty the hangar deck is sparkling and everyone heads home tired. Monday arrives and there is an inspection team on station ready to conduct a no-notice inspection of selected maintenance spaces and maintenance programs. The squadron does great, no issues! However, the MO knew on Friday why liberty was secured.

He had plans for a long weekend and was a little upset about the changes. He issued a lawful order and his team followed, but it was not a “Knock it off” situation. How much of a leadership opportunity was missed. What if the MO had got the khaki together, told his team what they had to do and WHY they had do it! Yep, you are correct, not required, but do you think the Sailors and their families would have appreciated knowing why the good deal liberty had been cancelled? This is an example of a missed opportunity to BUILD THE TEAM AND BE PART OF IT!

Privilege (It Is a Privilege to Lead) If I had the opportunity to be in a room and listen to you address the folks you are tasked to lead, I would know whether or not you believe it is a PRIVILEGE TO LEAD in about three minutes. Even more significant is the fact that the folks you are leading will also recognize if you know it is a PRIVILEGE TO LEAD! People 3 R’S • Respect for Yourself.

• Respect for Others.

• Responsibilities for your actions.

Put the individual in any situation good or bad up against the 3 R’s and you can ascertain how the behavior (if Bad) disrespected the Sailor, disrespected others and how they will be held responsible for their actions! It also works for good performing Sailors/ events.

Character And Integrity EW/HR (It is EASY to make the WRONG Decision; RIGHT Decision will be HARD)

Lead Just do it, make mistakes, listen, learn, Lead!

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If presented with an integrity situation as a leader you will know immediately, your stomach will churn and your mind will be screaming this is not right, but you will know it is clearly a character/ integrity issue. If you find an easy solution to the situation it will be 100% wrong! When a character/integrity flaw presents itself often times it may be someone senior, or a close colleague, or a friend who has a family that you know personally! Resolving this situation will require a leader to make a decision that will be hard, but that will be the right decision.

Recall items one, two, and three above. Right now each of you is thinking or perhaps yelling at your copy of Rotor Review, “so I have been to the bad zip codes and did not have to kill myself for my job, you expect me to do it now?” No, no way, but what I am telling you is if you want to be or already are a leader then you darn well have to be Committed Not Just Involved! There is a difference, you see it every day. That person in the command, strike group, OPNAV that is moving around and very active, but they are not making a difference, they are merely involved!

Being a Leader means being Lonely; being a Leader sometimes means pissing people off! Remember, EASY WRONG / HARD RIGHT!

If you are Committed Not Just Involved (CNJI) there will be no doubt in anyone’s mind that you recognize it is a PRIVILEGE TO LEAD! That if presented with a situation that requires a decision based on character/ integrity, because you are CNJI, all concerned will know that you can and will make the “hard” decision.

Bacon and Eggs Imagine that you are assigned a mission to make a breakfast of Bacon and Eggs.

Let me pontificate for a moment about the message in the remaining paragraphs: 1.

Some of you will “get it."

2.

Some of you will not “get it.”

3.

Absolutely none of you will ever “forget it.”

So two out of the above items will happen….I am sure of it. Ok, so back to breakfast. Somewhere on a farm there is a chicken and during the course of the day the chicken lays an egg. The farmer is appreciative of the chicken’s work, after all the egg is a necessary component to our successful mission of making breakfast. The chicken is involved with making breakfast. You need to be involved in the mission.

Being involved is good, but it is not how each of you will succeed as a Leader.

Now on the same farm with the same farmer is a pig. During the course of the day (I believe) the pig and the farmer come to a mutual decision that the pig is going to become part of breakfast. There is no turning back, the pig is totally committed to making the breakfast the very best it can be; the pig is committed!

say “I don’t know”…KNOW YOUR BUSINESS! If you are CNJI, then all who come in contact, or better yet, see you coming down the p-way, will know instantly that you work on being a leader in your job and your personal life every single day.

Everyone has natural born leadership ability, but it requires being COMMITTED NOT JUST INVOLVED to develop into a natural born leader!

Be the Pig, Not the Chicken!

Be Committed Not Just Involved!

CNJI!

Editor's note: To watch Captain Pope's interview regarding his Medal of Honor visit the Bowdoin College Marine Corps website. https://www.bowdoinmarinecorpssociety.org/everett-p-pope/

Your leadership philosophy addresses how you will deal with the folks you are privileged to lead. It is the 3 R’s for me – find yours and keep it simple.

If you are CNJI, your team will know that you have enough trust in them and confidence in your leadership ability to

The author’s views do not reflect the official policy or position of the US Navy, Department of Defense, and Government.

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Creating a Culture of Leadership

By Ed Gillcrist and Mike Westman, Shackleton Group Originally published by the U.S. Naval Institute Proceedings: https://www.usni.org/magazines/proceedings/2020/march/creating-culture-leadership

“B

reak hard right now!” the crew chief of the search-and-rescue helicopter yelled over the radio. Until that moment, the flight had been relatively uneventful. The weather was good, and the five-person crew had executed this same routine several times a week. The crew chief ’s words shattered the calm. The pilot’s response at the controls was an instinctive and immediate hard right turn. The crew chief continued, “Keep it coming, sir. Keep it coming. OK, roll out!” Again, the pilot complied without hesitation. “Alright, sir, descend about 500 feet,” the chief continued. “OK, sir, that’s good, you can level off.

You’ve got it.”

Exercising authority as a leader is not always about where authority formally resides; sometimes it is about who has the best situational awareness at any given time and can provide the best guidance in achieving the overall mission or objective. That is the individual to whom leadership should transfer, at least for long enough to see the team through the transition of circumstances.

This is the essence of tactical leadership and one of many ways to effectively exercise authority as a good leader.

In effect, this is what occurred in the scenario above: The crew chief was the only one aware that another aircraft posed an immediate threat of a mid-air collision. Training, trust, assertiveness, and intuition on the part of the entire crew took over and allowed them to safely move their aircraft out of harm’s way.

This concept is transferable to any number of circumstances in sports or business. On a business team, one member might best understand the situation with a client or the competition, allowing him or her to help guide the team to a critical and timely decision that creates opportunity or averts disaster. In sports, a particular player might be in the groove, able to see what the opponent is trying to do more quickly or readily than anyone else, and therefore be able to either defend against it effectively or exploit that awareness offensively and create a win for the team.

Exercising authority is really a direct reflection of leaders’ fundamental beliefs and philosophy about leadership. It reflects how they do or do not adapt to the environment or circumstances when required. Ultimately, it reflects who they are as a leader.

As good leaders develop over time, they will learn to embrace the opportunity to exercise their authority. Confident and effective leaders are not threatened by delegating their authority. Either explicitly or implicitly, good leaders encourage their people to take charge and lead. This not only broadens the effectiveness of the overall team, but also builds trust, innovation, timely and intuitive decision-making, and effective and rapid responses from the team. In the final analysis, a good leader exercises authority by maintaining it when and where appropriate, delegating it when necessary, and ultimately retaining it at all times.

Following are four best practices for exercising authority: • Know the boundaries of your authority: It takes courage to give up control and let new or less experienced members of the team take control, but this is the only way they will learn and become better leaders. You will reap the rewards of this approach as your team members become more knowledgeable on how you would approach a decision and thus are able to make decisions on their own.

• Remain confident: Delegating authority is not a threat to a leader’s authority. You still retain your position of authority and have the ability to make the final call if necessary. Remembering this is key to appropriately exercising authority.

• Provide teaching moments: After allowing a team member to take the reins, go over the situation with them afterward, highlighting what they did right and what could use improvement. This will reinforce the idea of empowered execution and improve their decision-making in the future.

• Create a personal checklist: Are you providing equilibrium in your approach to leading and decision-making? Could you more effectively communicate your philosophy as a leader to your team? Is your attitude negatively affecting your team? Are you inhibiting individual thought? Are you learning from other leaders?

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View from the Labs Can Unmanned Systems Help Us Win Tomorrow’s Battles?

By CAPT George Galdorisi, USN (Ret.)

A

t the highest levels of U.S. policy and strategy documents, unmanned systems are featured as an important part of the way the Joint Force will fight in the future. The most recent Quadrennial Defense Review (QDR) notes, “Continuing a trend that began in the late 1990s, U.S. forces will increase the use and integration of unmanned systems.” Elsewhere in the QDR, unmanned systems are identified as: “Maintaining our ability to project power.” Importantly, the QDR highlights unmanned systems as a key part of the DoD’s commitment to innovation and adaptation.

The U.S. Department of Defense’s vision for unmanned systems is to integrate these systems into the Joint Force for a number of reasons, but especially 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—especially their ability to operate autonomously.

Because unmanned systems are used by all the military services, the Department of Defense publishes a roadmap to provide an overarching vision for the military’s use of unmanned systems. As an article published in Inside the Navy soon after the new roadmap’s release noted, “The Defense Department’s new 30-year unmanned systems plan – the first update of the roadmap in four years…aims to chart a three-decade guide for the rapidly developing field of unmanned systems technology.” The most recent roadmap, the FY 2017-2042 Unmanned Systems Integrated Roadmap, singled out the need for enhanced UxS autonomy, noting: DoD maintains a vision for the continued expansion of unmanned systems into the Joint Force structure, and identifies areas of interest and investment that will further expand the potential integration of unmanned systems. The intent of this document is to provide overarching strategic guidance that will align the Services’ unmanned systems goals and efforts with the DoD strategic vision. This strategic guidance will focus on reducing duplicative efforts, enabling collaboration, identifying challenges, and outlining major areas where DoD and industry may collaborate to further expand the potential of unmanned systems. As DoD has embraced the use of unmanned systems across nearly every operating environment, this strategy will allow DoD to capitalize on the technology advancements and paradigm shift that unmanned systems provide.

The Department of the Navy has established ambitious goals for Navy and Marine Corps unmanned systems development. In a January 11, 2018 memorandum, the Assistant Secretary of the Navy for Research, Development and Acquisition, Mr. James Geurts, highlighted the importance of unmanned systems, noting in his cover letter: The United States Navy and Marine Corps have a strategic imperative to exploit emergent and rapidly developing unmanned and autonomous technologies. In order to accelerate the development and fielding of unmanned systems and to ensure an integrated and efficient effort, the Department of the Navy (DoN) has established aggressive goals for the acceleration of the DoN’s unmanned systems and to ensure the DoN remains at the forefront of these emergent capabilities.

The U.S. Navy’s commitment to design and build unmanned vehicles to deliver warfighting capabilities to the Fleet is growing. This is articulated in A Design for Maintaining Maritime Superiority 2.0, as well as in the more-recent (December 2019) FRAGO 01/2019: A Design for Maintaining Maritime Superiority, which notes, “OPNAV N9 and N4 will develop and incorporate unmanned systems to make the Fleet more survivable and resilient, and increase the lethal challenges and operational dilemmas we pose to an adversary, especially in terms of transforming, modernizing, and revolutionizing mine warfare.”

All of us in the Naval Rotary Wing Community know that unmanned systems are already changing the way we operate and the way we fight today – and especially tomorrow. The possibilities seem limitless. But as we focus on the attributes of the platform – its speed, endurance, range and other factors – it might be worth taking a moment to ask what it is we want the unmanned system to do for us.

The Navy – as well as all the Services – are seeking to exploit artificial intelligence and machine learning in order to have unmanned systems become more autonomous for a host of reasons such as enabling these systems to operate at “machine Rotor Review #148 Spring '20

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speed,” to defeat adversaries, as well as to drive down total operating costs by having fewer operators “in the loop.”

That said, it is unlikely that the United States will deploy completely autonomous, armed unmanned aerial systems and launch them downrange against an enemy. So the question becomes: If an operator is going to be “in the loop” or at least “on the loop,” how can we enable that operator to make better decisions faster under the stress of combat?

Triton is designed to fly surveillance missions up to 24-hours at altitudes of more than

From where I sit, looking at the 10 miles, allowing coverage out to 2,000 nautical miles. The system's advanced suite of technologies now emerging, I believe sensors can detect and automatically classify different types of ships. U.S. Navy photo courtesy of Northrop Grumman photo by Alex Evers. we want our unmanned aerial systems to have augmented intelligence to help Triton here because it reveals more signal; it is likely worthy of only the operator better do his or her job. possibilities for how we can shape what passing attention by the operator and This means worrying less about what we want our unmanned platforms to do the Triton will flag it accordingly. If, general artificial intelligence will do for by leveraging augmented intelligence. however, it does not meet these criteria the military decades hence, but what (say, for example, the vessel makes an narrow artificial intelligence will do to Today an operator receives streaming abrupt course change that takes it well help us perform discrete tasks. But this video of what the unmanned system outside normal shipping channels), the explanation begs the question—what sees, and in the case of aerial unmanned operator would be alerted immediately. would augmented intelligence look systems, often in real time. But this As this technology continues to evolve, like to the military operator. What requires the operator to stare at this a Triton MQ-4C—or other UxS tasks does the warfighter want the video for hours on end (the endurance of such as the MQ-8 Fire Scout—could unmanned system to perform as they the U.S. Navy’s MQ-4C Triton is thirty ultimately be equipped with detection move to provide augmented intelligence hours). This concept of operations is an and classification algorithms that have to enable the operator in the fight enormous drain on human resources, the potential to lead to automatic to make the right decision quickly often with little to show for the effort. target recognition, even in unfavorable in stressful situations where mission weather conditions and sea states. accomplishment must be balanced Using basic augmented intelligence against unintended consequences?

Armed with this commander’s intent, techniques, the MQ-4C can be trained and using narrow artificial intelligence, to deliver only that which is interesting Consider the case of a ground, surface, and useful to its human partner. For the Triton can assess the electronic example, a Triton operating at cruise environment and select from multiple "Today an operator speed flying between San Francisco and communications paths and determine receives streaming video of Tokyo would cover the five-thousand- which path offers the least vulnerability what the unmanned systems plus miles in approximately fifteen to intercept. If the Triton determines sees, and in the case of aerial hours. Rather than send fifteen hours of that this vulnerability is too high, it unmanned systems, often in generally uninteresting video as it flies can fly back toward the flagship and over mostly empty ocean, the MQ-4C communicate via line-of-sight UHF. real time. But this requires could be trained to only send the video Given the size and growth potential of the operator to stare at this of each ship it encounters, thereby the Triton, it could even carry a smaller video for hours on end."

UAV and launch it back to the force to greatly compressing human workload. deliver this surveillance information.

Taken to the next level, the Triton subsurface, or aerial unmanned system could do its own analysis of each Aboard the flagship, the commander conducting a surveillance mission. For contact to flag it for possible interest. must make sense of the data his sensors explanatory purposes, we can use an For example, if a ship is operating in have collected and then make a number example of the MQ-8B/C Fire Scout a known shipping lane, has filed a of time-critical decisions. Should he or the MQ-4C Triton. While the Fire journey plan with the proper maritime continue forward, wait, or retreat?

Scout is more familiar to us in the Naval authorities, and is providing an AIS Should he scout ahead, or in a different Rotary Wing Community, I’ll use the (Automatic Identification System) direction? Should he call on other 17

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View from the Labs forces, or are his organic assets sufficient to successfully complete the mission without undue risk to his forces? This is where narrow artificial intelligence can make important contributions to help the commander make the optimal decision.

Should the commander choose to forge ahead and force an engagement, narrow artificial intelligence can do what today’s rudimentary tactical decision aids cannot do—offer a range of options and assess the pros and cons of each one. Importantly, narrow artificial intelligence does not—and should not—make the decision, but rather provide the commander with sufficient well-curated information so he can make the best decision faster than the adversary can react.

For lethal military unmanned systems, the bar is higher for what the operator must know before authorizing the unmanned warfighting partner to fire a weapon—or as is often the case— recommending that higher authority authorize lethal action. Take the case of military operators managing an ongoing

series of unmanned aerial systems flights that have been watching a terrorist and waiting for higher authority to give the authorization to take out the threat using an air-to-surface missile fired from that UAS. Using augmented intelligence, the operator can train the unmanned aerial system to anticipate what questions higher authority will ask prior to giving the authorization to fire, and provide, if not a point solution, at least a percentage probability or confidence level to questions such as: •What is the level of confidence that this person is the intended target?

•What is this confidence based on? o Facial recognition o Voice recognition o Pattern of behavior o Association with certain individuals o Proximity of known family members o Proximity of known cohorts • What is the potential for collateral damage to? o Family members o Known cohorts o Unknown persons •What are the potential impacts of waiting verses striking now?

Two MH-60S Sea Hawk helicopters assigned to HSC 22 and a MQ-8B Fire Scout unmanned aerial vehicle conduct hover checks prior to departing on an airborne use of force (AUF) training flight.

U.S. Navy photo by Chris Perry.

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These considerations represent only a subset of the kind of issues operators must train their unmanned systems armed with lethal weapons to deal with. Far from ceding lethal authority to unmanned systems, providing these systems with augmented intelligence and leveraging their ability to operate inside the enemy’s OODA loop, as well as ours, enables these systems to free the human operator from having to make real time—and often on-thefly—decisions in the stress of combat.

Designing this kind of augmented intelligence into unmanned systems from to outset will ultimately enable them to be effective partners for their military operators.

There is little argument that unmanned systems will become an increasingly important part of the Naval Rotary Wing Community. Now is the time for operators to take a well-nuanced look at just what we want these systems to do for us. Current and programmed U.S. military UxS have achieved the Olympic dream of “faster, higher, stronger.” These trucks are more than adequate for the missions they will be called upon to perform. The challenge today is to make them smart enough to be wingmen for our warfighters.

Getting Started Telling Your Stories

By CAPT George Galdorisi, USN (Ret.)

Feeding the Hungry Market

S

ince Rotor Review is a quarterly publication there is a faint chance that what we read in one issue has a half-life and might not be remembered when we look at the next issue. It happens.

- their crowns, their laurels, their names carved indelibly upon imperishable marble - the Almighty will turn to Peter and say, not without a certain envy when he sees us coming with our books under our arms, 'Look, these need no reward.

We have nothing to give them here.

Last year, we teed up two articles to They have loved reading.’” help all NHA members accelerate their journey to put their thoughts on paper Yep, while there may be exceptions, and get them out into the world. reading non-fiction, whether it is history, biography, autobiography, memoirs or The first piece talked about writing in whatever, gives you an essential “polegeneral, the small “w” – writing at work, position” to take on a non-fiction book as well as the big “W” – writing for a project of your own. mainstream audience.

• Is this something you’re passionate about?

• Do you have enough “street creds” that you’re an expert?

• If not, is there a way you can acquire those street creds?

• Do you really want to spend a year or more doing this?

If the answer is yes…get ready to dive in, but first, decide what your nonfiction book is. Sounds simple, and it is, but this is where many people get tripped up. There are two types of nonfiction:

The next one offered some tactics, techniques and procedures for crafting an article for a professional magazine like Rotor Review.

Narrative Non-Fiction: "Why non-fiction and not A book that tells a true story, a novel? Frankly, it’s all about often using the techniques of fiction: getting the odds in your biographies, autobiographies, and favor." memoirs.

This column moves into books, specifically non-fiction.

Without putting too fine a point on it, nine times out of ten, when I meet someone who says they want to write a book, they have a novel in mind. Great aspiration, but long odds.

Why non-fiction and not a novel?

Frankly, it’s all about getting the odds in your favor. If you want to get a publisher to buy your novel, you have to write it first. That’s typically a 70,000 to 90,000word effort, and if it doesn’t sell, your only alternative is to self-publish.

This column will suggest – but not oversell – the idea of writing a nonfiction book. There are compelling reasons why you might want to do so.

And while all non-fiction books aren’t about history, I’m reminded of my friend Norman Polmar, who is fond of saying. “History is what the historians and writers say it is.”

Conversely, most non-fiction is sold to publishers based on a proposal. In other words, you put together a sales pitch which is vastly shorter than an entire book. If it doesn’t sell, it doesn’t sell, but you haven’t made a substantial investment of time and energy.

Now before we get all liquored up to sit in front of our desktop, laptop, tablet or whatever and start pounding the keys for twelve or more hours a day, there is one essential prerequisite for anyone who wants to take on a book-length writing project. Here is how Virginia Woolf put it:

Another thing to note is the breadth of non-fiction works. It is a hungry market. Check it out. Go to a bookstore and take a look at the shelves. There is a cornucopia of non-fiction books, but not that many novels. Book stores are in business to make money. They stock what sells.

So if you want to embark on a nonfiction book project, there are some “When the Day of Judgment dawns essential “first order” questions you and the great conquerors and lawyers and should ask yourself: statesmen come to receive their rewards 19

Prescriptive Non-Fiction A book offering information and advice, this includes helping readers improve their lives or learn a new skill.

These are vastly different, and just to elaborate a bit more, for narrative nonfiction: Most narrative non-fiction is produced by someone who has some experience as a writer Most good narrative non-fiction entertains through storytelling as much as it informs.

Biographies typically require an enormous amount of research and need a “hook” if the subject is familiar Many aspiring non-fiction writers focus on memoirs – the “art” is finding something new to say At the end of the day, narrative non-fiction will succeed or fail based on the author’s writing skill.

Conversely, for prescriptive nonfiction: Prescriptive non-fiction requires decent writing, but the bar isn’t as high as for narrative non-fiction However, this kind of book is sold on the basis of the author’s platform or visibility.

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Readers don’t want to be entertained, they want to learn from the wisdom of your experience or insights.

Most popular categories of prescriptive non-fiction are: • Religion • Business • Self-help: Diet, health, fitness, selfimprovement Now that we’ve sorted all that out, there is an art to putting together a proposal. As you do so, you must address the first three hurdles an agent or publisher will push back with: • It’s an article, not a book • It’s been done before, or it’s on Wikipedia • You don’t have a platform These three hurdles bear a bit of explanation: Publishers are risk adverse. Many people have a great idea about telling a non-fiction story, but is it enough – 50,000-words or more – for a book? In most cases, the answer is no.

In a narrative or prescriptive book you are basically transmitting information.

Is that information better than what has been written before on the subject or what appears online for free? You have to convince a publisher your book is new and unique.

There is a cottage industry of experts on how to write a query letter.

Lastly, there is a massive amount of information on the internet on how to write a query letter. There is The Great Courses: How to Publish your Book or you can just google it: http://www. agentquery.com/writer_hq.aspx. These are only two, there are many, many more.

If your query letter works and the agent or publisher says those magic words, “Great, I’d love to see your proposal,” you are ready to go, you have it ready, right? Here are some tips on that front.

Before You Write the Proposal Come up with a “purpose statement” for your book and write it down in one sentence Then put this into a working question: This book is the answer to….

Here are two sources (there are a multitude of them in print): • John Boswell – The Awful Truth About Publishing • Jeff Herman – Write the Perfect Book Proposal

While all this may sound daunting, it can be done and has been done.

And while this column has gone long enough, there is more help to impart if you are interested. Feel free to reach out to me via my website and I’m happy to share a book proposal for the book fellow hello bubba and frequent Rotor Review writer, Tom Phillips, did a few years ago, Leave No Man Behind (you can borrow the book from the NHA Office). Link to my website is here: https://www.georgegaldorisi.com/.

Finally, a word of advice from writing coach Gordon Burgett:

Now that you have done that, here are the questions your proposal must address:

“The toughest hurdle you must scale is getting a publisher to agree to handle your book. You are a new name, a new risk to them. They will judge you on what you send, the thought behind it, the obvious professionalism, how it reaches them, sometimes your expertise or previous writing output, and always on how your book will increase their profit line.”

• Who would read your book?

• Why would they buy it?

Have fun…it is a trip, and do reach out for help.

Publishing has changed dramatically over the years. The days of launching authors on all-expenses-paid book tours are over. You are expected to market your book. Want to publish a cook book? Do you have a cooking show on TV? I think you get the idea.

When you have your book proposal put together, you must write a query letter. We don’t have column space here to walk through the “how to” of these letters, but that’s okay. There is a cottage industry of courses on how to write a query letter. There are a number of books on how to write a query letter.

Rotor Review #148 Spring '20

• Where would they use it?

• What else is available like your book?

• How does your book differ from others?

• When did you decide it’s better than Wikipedia?

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Naval Helicopter Association Historical Society Reunion and Restoration

By CAPT Bill Personius, USN (Ret.)

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ell…as I sit here writing my article for the Spring and Symposium edition of the Rotor Review, I can’t help but wonder what is going to happen this year now that Symposium has been canceled and frankly with every other event that we have planned not only for NHA but for life in general, as we try to deal with the pandemic which is the Coronavirus. Somehow the things that have been going on with NHAHS pale in comparison to everything being canceled and many of us self-distancing ourselves and remaining at home for the next few weeks to see if that might slow the spread and “flatten the curve” of the virus spreading. I really hope that when people read this Rotor Review Magazine 5, 10, or 20 years from now that this is nothing more than a blip on the radar scope of life and it turns out not to be as big of an issue that it appears to be now. I did think it was important to say something about the Corona virus and document it in the Rotor Review as often times significant world events get overlooked and not mentioned in the magazine. Anyway… on with our NHAHS report.

We have completed the installation of the MH-60 Rotor Blade on the USS Midway in the Helicopter Exhibit Space. The blade looks great hanging from the overhead and we need to thank the Midway Exhibit Team for mounting the blade.

The HH-60H Fund Raising Project for the National Naval Aviation Museum in Pensacola – we just reached our goal of $25K and are anxiously awaiting word from the museum of where to send the check and some answers to a few of the questions our donors have asked such as: 1.

When will the aircraft depart Davis Monthan?

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When will it arrive in Pensacola?

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How long will the restoration take?

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Will there be a ceremony conducted with the aircraft induction into the Museum?

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Might a ceremony be accomplished during the Fleet Fly-In? 6.

Will the donors somehow be recognized with the new exhibit?

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Where will the aircraft be displayed?

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Might the aircraft be exhibited out front of the museum periodically?

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Will the 100th Anniversary of Naval Aviation paint scheme be used?

Rotor blade on display 10.

Will the 41 personnel listed on the fuel tank be preserved or will they be honored in some other way?

These are just a few of the questions we were asked. I would like to thank all those people who have contributed to the project as we all look forward to another helicopter being added to the National Naval Aviation Museum collection. Great job…thank you for all your donations!

Bonita Museum Navy Exhibit – NHAHS plans to support the Bonita Salute to the Navy exhibit that is planned for the Aug-Sept timeframe. More to follow.

Apollo 13 50th Year Anniversary – NHAHS worked with the San Diego Air and Space Museum along with HSC-4 to recognize the 50th Year Anniversary of the Apollo 13 Mission. The Museum had a Virtual Gala Event on April 17th. You can view the Facebook Live broadcast on YouTube https://sandiegoairandspace.org/calendar/event/apollo-13-facebook-live-event live Anyway… congratulations to the squadron for their involvement in these historic recoveries and check out the NHAHS website for more information on several of the Apollo Mission recoveries.

That’s enough for now. Hope things settle down here soon and we all can get back to an exsistence that we recognize as somewhat normal.

Keep your turns up and stay safe/healthy!

Regards, Bill Personius Rotor Review #148 Spring '20

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Naval Helicopter Association Scholarship Fund Continuing the Good Work

By CAPT Arne Nelson, USN (Ret.)

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s I take the lead for the NHA Scholarship Fund, I am reminded of the good that the NHASF has done for our Navy, Marine Corps and Coast Guard helicopter community in previous years to meet the rising costs of higher education. For over 27 years, we have helped active duty and family members meet the rising costs of undergraduate and graduate education. In that time, we have awarded more than 400 scholarships, valued at almost $1,000,000, showing that we can make a difference. Each of those years, we met our mission goals for our scholarship program by getting closer to the commands we serve – I hope that doesn’t change.

I want to thank you for your continued support in 2020. With your help, we are able to continue to provide another positive round of scholarships. I have confidence that our loyal benefactors and generous donors will continue their support to make our scholarships possible in 2021 and sustain that assistance through the foreseeable future.

As a team, NHASF will set the following priorities: • Overhaul our website and streamline the application process to make timely annual scholarship selections • Grow our program to increase the amount of each award, adding more perennial scholarships to the scholarships funded by annual supporters • Tell our story, often and with a robust marketing and fundraising strategy To our military (active, reserve, and retired) and civilian donors and corporate benefactors - you have made a positive difference in the lives of the U.S. Navy, Marine Corps, and US Coast Guard helicopter personnel and their families. I hope you'll continue to follow NHA as it chronicles the work of naval helicopters around the globe, serving our nation. Thanks for your service at home and abroad. You are worth our best efforts.

CAPT Arne J Nelson, USN (Ret.) Rotary Wing # R-13762, President, NHA Scholarship Fund

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Sign-up today! It does not cost you anything and a percentage of your purchase price is donated to NHAHS! 23

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Industry and Technology Bell Boeing Host First Reveal Ceremony for CMV-22B Osprey Latest V-22 Variant Will Replace U.S. Navy C-2A Greyhound Fleet

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“Navy maintainers and aircrew have embedded in multiple squadrons within Marine Aircraft Group (MAG) 16, with significant benefit to both Navy personnel and our squadrons.

This integration has been so successful, and created such a tight-knit team, that we currently have members of the upcoming Navy squadron integrated into one of our forwarddeployed units,” said U.S. Marine Corps Col. Eric Garcia, MAG-16 Commanding Officer. “This clearly demonstrates the professionalism and dedication by all members of the "Blue and Green" Team and bodes well for further integration of Navy and Fleet Marine Forces as we prepare to employ the CMV-22’s vast capabilities at home and abroad.”

he Navy received the first CMV-22B Osprey built by Bell Textron Inc., and Boeing on February 7, 2020.

The latest variant brings proven tiltrotor capabilities designed specifically for carrier fleet operations.

“The CMV-22 Osprey brings expanded capabilities not only to the Carrier Onboard Delivery (COD) mission but to the high-end fight. We are anxious to get it to the fleet and show off its immense capabilities and agile flexibility.” said CAPT Dewon Chaney, USN, Commodore, Fleet Logistics Multi-Mission Wing.

The CMV-22B is unique in the Osprey family with the ability to carry up to 6,000 pounds and cover more than 1,150 nautical miles. It is the only aircraft that can land on the flight deck of an aircraft carrier with the F-35C engine power module safely secured inside its fuselage and provide roll-on/ roll-off delivery. Expanded sponsons increase fuel capacity and enable the CMV-22B to provide enhanced logistical capability anywhere in the world.

The U.S. Navy selected the Bell Boeing V-22 Osprey to replace the C-2A Greyhound fleet for its carrier onboard delivery mission of transporting personnel and high-priority cargo from shore bases to aircraft carriers at sea. The CMV22B will initially be based at Naval Air Station North Island in San Diego and later at Naval Air Station Norfolk.

About Bell We are pioneers. We were the first to break the sound barrier and to certify a commercial helicopter. We were a part of NASA’s first lunar mission and brought advanced tiltrotor systems to market.

Today, we’re defining the future of on-demand mobility.

“This CMV-22 first delivery marks a new milestone with our U.S. Navy customer providing unmatched versatility in an aviation platform,” said Chris Gehler, Bell V-22 Vice President and Bell Boeing Deputy Program Director. “Bell Boeing, our dedicated employees, and Team Osprey are proud to support our U.S. government customer in bringing this unique capability to the fleet.”

Headquartered in Fort Worth, Texas – as a wholly-owned subsidiary of Textron Inc., – we have strategic locations around the globe. And with nearly one quarter of our workforce having served, helping our military achieve their missions is a passion of ours.

The CMV-22 completed several milestones leading to the first reveal ceremony. The CMV-22B accomplished its first flight in December 2019 and on February 2, the first developmental test model arrived at Naval Air Station Patuxent River, in Maryland to continue developmental testing. Over the last several months, the Navy and Marine Corps Team has been working and training together at MCAS Miramar in preparation for CMV-22 deliveries.

Rotor Review #148 Spring '20

Above all, our breakthrough innovations deliver exceptional experiences to our customers. Efficiently. Reliably. And always, with safety at the forefront.

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Helicopters of the Future: Technology That Lets Pilots Focus on the Fight From Lockheed Martin News

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merging technologies such as artificial intelligence, hypersonics, machine learning, nanotechnology, and robotics are expected to revolutionize the battlefields of the future. The complexity of modern warfare is also pushing the U.S. military to see how technology can advance familiar assets, such as helicopters, so they do things previously unimaginable.

Some of the Army’s existing fleet are more than 50 years old. Commanders say the next generation of these aircraft will need to be faster, more maneuverable, more lethal, and technologically advanced, including the ability to team with autonomous aircraft.

“We are going to have to change the way we fight. We are going to have to change some of the equipment that we use, and we are going to have to retrain our people so they can start to think about the fight they have in the future,” Gen. James McConville, U.S. Army Chief of Staff, said during his May 2, 2019 confirmation hearing.

These changes include next generation helicopters that can do much more than today’s versions, including supporting systems that “can operate in a highly contested operational environment, cannot be easily isolated from the rest of the Joint Force or from partners, and are able to conduct independent maneuver,” according to The U.S. Army in Multi-Domain Operations, 2028.

Lower and Faster in High-Threat Environments Helicopters proved indispensable during the Vietnam War for their ability to hover and maneuver vertically in dense jungle environments. They’ve continued to play a crucial role in missions ranging from combat search and rescue and air assault to MEDEVAC and reconnaissance.

The missions and threats of today and the future are different. For example, the need to penetrate beyond the reach of coalition forces in the Iraqi desert and supply ground forces surrounded by rugged mountains in Afghanistan has challenged the helicopters of today’s fleet.

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The Future is X2 Sikorsky, which is owned by Lockheed Martin, has been working on a new technology for decades in anticipation of this need. It calls it X2 Technology™, and for good reason.

“X2 is two times the speed of your basic helicopter,” said Bill Fell, a former Army combat pilot and chief project pilot with Sikorsky. “When that infantry man is out there in need of assistance, be it a MEDEVAC aircraft coming to him or an assault aircraft that’s bringing in the cavalry – when they’re getting there twice as fast, that guy is pretty thankful for that.”

Fell says X2 provides the futuristic capabilities the Army is seeking, including high speed and maneuverability. It can be integrated in various kinds of helicopters, supporting a variety of military missions including air assault, air movement and MEDEVAC. The company has also demonstrated the technology on small helicopters typically used for reconnaissance, security and attack needs.

“In the past decade, we’ve designed, developed and flown four demonstrator aircraft with X2 Technology,” said Fell. “We developed the X2 demonstrator, two light tactical S-97 Raider aircraft, and the medium-lift SB>1 Defiant, which was created through a Sikorsky-Boeing partnership.”

www.navalhelicopterassn.org

Focus - Vertical Lift Arriving Osprey Aviation Tilts from Green to Blue

By Seaman Nicholas Boris, USN, USS Kearsarge (LHD 3)

A MV-22B Osprey from Marine Medium Tiltrotor Squadron (VMM-264) prepares to land on the flight deck of the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) U.S. Navy photo by MCSN Tristan Kyle Labuguen, USN.

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ince 1990, the Navy has used the C-2A Greyhound, known as the carrier onboard delivery (COD), for transportation of personnel and cargo from shore to at-sea aircraft carriers.

But the aircraft’s inactive production line and other limitations had the Navy looking for a more versatile option.

That replacement didn’t come in the form of an advanced, new platform.

It’s been hiding in plain sight in the form of the U.S. Marine Corps MV-22 Osprey; an aircraft in service as long as the C-2A. The Osprey brings flexibility to a strike group, said CAPT Bill Reed, USN, Commander, Carrier Air Wing 7, currently embarked aboard the Nimitzclass aircraft carrier USS Abraham Lincoln (CVN 72).

According to an article published on Naval Aviation News, the Navy’s version of the MV-22, the CVM-22B, make loading and unloading cargo at night easier, have longer-range radio Rotor Review #148 Spring '20

capability, increased fuel capacity, vertical takeoff and landing capability, and can carry cargo of 6,000lbs for more than 1,100 nautical miles.

“It gives us that agility and flexibility the Navy looks for going forward into the future,” said Reed.

The transition could be as simple as painting “NAVY” on the side of an already existing platform, except for one detail - Naval aviators don’t fly Ospreys.

Although not as easy as a paint job, the Navy has taken action to train its pilots to fly the new aircraft. Naval aviators have been receiving qualifications at Marine Corps Air Station New River in Jacksonville, North Carolina. Once the pilots complete the course of instruction there, they are embedded with a Marine air combat element deployed on a Navy amphibious ship on deployment and fly MV-22s in real-world operations.

LT Thomas Hendricks, USN, a Naval aviator attached to Marine Medium Tiltrotor Squadron 264, 22nd Marine 26

Expeditionary Unit, embarked aboard the Wasp-class amphibious assault ship USS Kearsarge (LHD 3), is one of the first Sailors to fly the Marine aircraft.

Hendricks recently flew an MV-22 from Kearsarge to Lincoln during joint operations in the Arabian Sea. “There are exciting times and there are frustrating times being the first at anything,” said Hendricks, who flew 1,300 miles in one day piloting the Osprey. “But I think ultimately this will be good for the Navy.”

The Navy plans to transition from using the C-2A to the CMV-22B starting in 2020, and expects to have more than 20 fully integrated into the fleet by 2026. Once the new Osprey has started its service in the Navy, the Greyhound will be transitioned out.

Kearsarge is the flagship for the Kearsarge Amphibious Ready Group (ARG). Lincoln is the flagship for Lincoln Carrier Strike Group (CSG).

A Pilot’s View on Transitioning from the Seahawk to the Dream Machine

By LT James “Two Shafts” Robillard, USN

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he MH-60S is like driving an ATV…it is dynamic, maneuverable, and reliable. From VERTREP to SAR to Straits Transits to SOF support, the faithful H-60 Sikorsky is a staple of Naval Aviation.

Despite all the moving parts, the H-60 is a dependable airframe for a wide variety of niche missions.

pilot extends their arm, they push the throttle forward and increase thrust. It is not uncommon for helicopter pilots transitioning to the Osprey to make the opposite power input than intended, often rocketing into the air as they try to land…however this tendency usually disappears within the first five simulator training events.

Flying the MV-22B, on the other hand, is like driving a sporty crossover…it seats more people, it will get you to your destination 3 to 4 times faster, and has a much larger range.

However, the Osprey is significantly more complex than even a helicopter.

The V-22 has an underslung proprotor system, and is thus limited in its dynamic VTOL (Vertical Takeoff and Landing) capabilities that one might expect from an MH-60. Gone are the days of the side-flare! The Osprey’s autorotation capabilities are unlike the Sikorsky workhouse we’ve become accustomed to flying. The five gear boxes in the V-22 are temperamental in helicopter mode, sending nearly 12,300 horsepower to the prop-rotors, beating the air into submission.

Tilt-rotor aircraft have the unique ability to take-off and land vertically but can transition to airplane mode and assume the attributes consistent with a turbo-prop aircraft. When compared to the H-60, the V-22 has some obvious advantages in the logistics mission… vastly increased range, distance, airspeed, and carrying capacity. With two Rolls Royce 6,150 shaft-horsepower

However, as the Osprey shape-shifts from helicopter mode to airplane mode, both the crew and the aircraft assume a much smoother disposition. One moment you might lift off into a hover, and a few short minutes later, you are cruising at 250 knots and 10,000 feet.

If the ~800 mile range is not enough, three internal mission auxiliary tanks can add an additional 6,750lbs of fuel (another 500 miles). With the V-22s aerial refuel capability, the options are endless.

Where there was once a collective, there is now a throttle…resulting in what helicopter transition pilots refer to as Collective Dyslexia. In a helicopter, a pilot extends their arm to reduce the collective and ultimately reduce power output. In an Osprey, when a

"Flying the MV-22B, on the other hand, is like driving a sporty cross-over…it seats more people, it will get you to your destination 3 to 4 times faster, and has a much larger range." engines, the MV-22B has a max speed of 280 knots, useful loads upwards of 14,000lbs, and the ability to carry 24 passengers. In contrast to the MH60S, the MV-22B incorporates a detailed moving map integrated with the navigation display providing a much higher level of situational awareness, exponentially increasing safety of flight.

Aside from a shiny new paint job, the Navy CMV-22 variant has an additional 5,700lbs of fuel increasing the logistics range to 1,150 miles. Additionally, the CMV-22B is equipped with a BLOS HF radio, improved cabin lighting, public address system, and a vertical stabilizermounted fuel dump mast.

Fleet Logistics Multi-Mission Squadron 30 (VRM-30) is the first CMV-22 squadron established, based 27

in NAS North Island. The squadron is a cadre of great Americans; a team of former C-2 & MH-60S pilots, C-2 & P-3 AWFs, and a maintenance team from across all parts of Naval Aviation.

VRM-30 is working tirelessly to tackle the endless mountain of challenges one would expect from standing up a new community, with the goal of achieving Safe for Flight in the Fall of 2020. In support of this audacious goal, squadron personnel are commuting to Marine Corps VMM Squadrons locally and around the world to build the flight and maintenance qualifications needed to deploy the CMV-22 DET-1 on time in the summer of 2021.

Ultimately, the Osprey is fun to fly.

Despite its anxiousness to side-flare, tiltrotor aircraft provide obvious range and speed advantages over a traditional helicopter. While there are countless nuanced challenges associated with one of the most complicated machines ever conceived, there is no other aircraft like the V-22. The new VRM team is tackling and solving the systems and integration tasks every day, as we are literally “writing the book” on Navy V-22 operations. The current MV-22 and newly produced CMV-22 are not the same V-22’s produced in the first lots. The Marine Corps and Bell-Boeing have made numerous improvements and continue to tweak the systems on the aircraft. For those interested, the book The Dream Machine: The Untold History of the Notorious V-22, (https://www.goodreads.com/book/ show/8008152-the-dream-machine) provides a glimpse into the development V-22 and its integration into military operations from its inception. www.navalhelicopterassn.org

Focus - Vertical Lift Arriving Greyhound To Osprey - an Enlisted Aircrew Perspective

By AWF2 Theo Bruno, USN

Sgt. Joshua L. Fairchild, a crew chief with Marine Medium Tiltrotor Training Squadron 204, stows gear during flight training, VMMT-204 is responsible for training all Marine MV-22B Osprey pilots and crew chiefs. During this flight, the instructors guided the students through multiple scenarios including aerial maneuvers and confined area landings. Photo

by Lance Cpl. Martin R. Egnash, USMC.

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hen I heard that the C-2A Greyhound replacement was the CMV-22B, I knew I wanted the opportunity to help build a squadron, and community no less, from the ground up, so I made the commitment to be a plank owner enlisted aircrewman within the VRM Community. As an experienced C-2A AWF with 730 flight hours accumulated from several deployments, the transition to a different platform was not as tough as I expected. I attribute that to all the experience I was fortunate to have with the C-2A and the Navy and Marine instructors who have guided me thus far.

One significant difference I noticed between being a Greyhound Crew Chief and Osprey Crew Chief was the increased level of involvement throughout the flight. As a Greyhound crew chief, you have access to two small windows and typically stare at a ramp while listening for calls throughout the flight. However, as an Osprey crew chief, active engagement with the pilots is required and you play a vital role in the safety of flight by calling the landings to the deck (which has been nothing short of extraordinary).

Looking out the ramp while climbing to a 50 foot hover during my first flight was the moment I knew I made the right choice transitioning to the Osprey CMV-22B platform.

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On March 20, 2019, I received my certificate designating me an MV-22 Crew Chief at VMMT-204 at MCAS New River, NC. Excited and ready to help build a new community, I transferred to the Navy’s first CMV-22B squadron, Fleet Logistics Multi-Mission Squadron THREE ZERO (VRM30) located at NAS North Island. After encountering a few initial growing pains while building relationships with the West Coast Marine VMM squadrons, we quickly built a solid partnership that has enabled us to receive additional flight hours and training as crew chiefs while we await the delivery of the CMV-22 to Coronado.

The CMV-22, as with anything new, has been met with hesitation. I can tell you first hand, I have no doubts in my mind that we will be able to fully support and carry out our mission as the new United States Navy COD platform starting in the summer of 2021.

CMV-22 Ferry Flight Demonstrates Successful Fusion of Developmental, Operational Test From Naval Air Warfare Center Aircraft Division Public Affairs

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he recent cross-country flight of the Navy’s new CMV-22B Carrier Onboard Delivery (COD) variant of the Osprey tilt-rotor aircraft was not only a milestone for the program, but also proved to be a perfect opportunity to demonstrate the effective fusion of development and operational test in a real-world environment.

Over a two-day flight totaling just over 6.5 hours in the air, pilots LCDR Steve “Sanchez” Tschanz of Air Test and Evaluation Squadron (HX) 21 “Blackjacks” and CDR Kristopher “Junk” Carter of Air Test and Evaluation Squadron (VX) 1 “Pioneers” and crew chief Naval Aircrewman (Mechanical) 1st Class Devon Heard flew the first CMV-22B from the Bell Military Aircraft Assembly & Delivery Center in Amarillo, Texas, to Naval Air Station Patuxent River in early February. It was the first flight of the aircraft outside of the manufacturer’s test area, and

it mirrored many of the conditions that the aircraft will encounter when operational.

“It was a great opportunity for operational and developmental testers to work together on the same flight,” said Tschanz.

Carter agreed with Tschanz’ assessment. “The biggest litmus test I have when we start out on operational tests is to find a mission that is representative of what we're going to do with the aircraft once it is in the fleet,” Carter said. “With this flight, we got an early look at operational testing while we're also doing developmental tests.”

“From a crew chief's perspective, on this trip I was able to see both the developmental test side and the operational side integrated in one,” said Heard, who was a Naval Aircrewman (Mechanical) 2nd Class at the time of the flight and has since been promoted.

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“As a developmental test crew chief, I was involved in testing the software, loading and strapping down cargo, and things like that. And then having the chance to get our feet wet on the operational side, to see how we are going to use what the CMV-22 provides for logistical purposes on the ferry flight, was really important.”

The role of developmental testing, which is the mission of HX-21, is to identify whether an aircraft or system meets the promised specifications.

Operational testing, which is what VX-1 does, focuses on the ability of an aircraft or system to operate in the environments that it will encounter once it is deployed to the fleet. Prior to the flight, Tschanz, Heard, Bell test pilot Andrew Bankston, and Naval Air Crewman (Mechanical) 2nd Class Trenton Olsheski conducted a series of developmental test flights to ensure the aircraft met its specifications.

Following those test flights, it was time to deliver the aircraft to its new home at NAS Patuxent River. www.navalhelicopterassn.org

Focus - Vertical Lift Arriving The following morning, Tschanz, Carter, and Heard flew through clear skies to land at NAS Patuxent River to the welcome of their families and squadron mates, bringing to a successful close the aircraft’s first cross-country flight.

“We have a lot of tests to do before we know everything about the airplane, but this initial look was great,” Carter said of the flight.

“There was a lot of excitement, eagerness, and anxiousness to be able to fly the first CMV-22B back to HX-21,” Heard said. “Now we own it and we're ready to move forward.”

A U.S. Navy CMV-22B Osprey is shown during a reveal ceremony, Feb. 7, 2020, at the Bell Assembly Center in Amarillo, Texas.

Or, more accurately, almost time –­­ the crew ended up waiting nearly a week for a hole in the weather to open up between Texas and Maryland. Because the aircraft was fitted with extensive test equipment, the flight was limited to clear weather and daylight hours, which narrowed their options.

On Saturday, February 1, the weather finally cooperated and Tschanz, Carter and Heard decided to fly first to Millington, Tennessee, for a refueling stop before continuing on to Patuxent River. Having flown together before, the three men quickly fell into a routine.

While Tschanz was flying the aircraft, for example, Carter would be busy monitoring communications and Heard kept his eye on the weather.

The Osprey’s high-visibility paint scheme, which the Navy uses to help make it easier to identify noncombatant aircraft – and which, Tschanz joked, was more flattering than the usual matte blue-gray paint on the aircraft’s bulkier profile – certainly was part of the attraction when the aircraft landed

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in Millington, where the Naval Support Activity Mid-South Base is located.

“There’s usually a certain amount of interest when a unique aircraft flies into any airport where that type normally doesn’t operate,” Tschanz said. “But in this case it was even more fun because we landed and people said, ‘Oh, that's a V-22,’ and then immediately you can see the gears start turning in their heads as they start to realize that something is different about it.”

After lunch and a refueling at Millington, the crew departed in the afternoon, expecting to arrive at NAS Patuxent River in the late afternoon.

But approximately nine-tenths of the way home, the weather started closing in over their destination, and the crew elected to divert to Lynchburg, Virginia to wait out the rain overnight. And once again, like in Millington, Tschanz, Carter, and Heard found themselves instant celebrities as pilots and aviation enthusiasts descended on them to ask questions about their unique Osprey.

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The CMV-22B is designed to carry up to 6,000 pounds of cargo and/or personnel and operate up to a range of 1,150 nautical miles. One of the reasons the Navy selected the V-22 airframe to serve in the COD role is because of its ability to carry the Pratt & Whitney F135 engine power module used by the F-35C Lightning II Joint Strike Fighter.

Other features of the CMV-22 include a beyond-line-of-sight, high-frequency radio system, and internal publicaddress system to communicate with passengers, and an improved lighting system to assist with cargo loading.

The Navy’s program of record is to acquire 48 aircraft across all VRM squadrons to serve as replacements for the venerable C-2A Greyhound, which has been fulfilling the COD role since 1966. Fleet Logistics Multi-Mission Squadron (VRM) 30 “Titans,” based on the West Coast of the United States, will take possession of its first CMV-22B this summer.

A new squadron, Fleet Logistics Multi-Mission Squadron (VRM) 40, will be established on the East Coast, will take possession of its aircraft beginning in FY2022. The Navy also plans to stand up a training squadron, Fleet Logistics Multi-Mission Squadron (VRM) 50, in California adjacent to VRM-30.

The Titans are Ready and Waiting

By LCDR Charles “Chuck” Yeargin, USN

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s the Titans of Fleet Logistics Multi-Mission Squadron Three Zero (VRM-30) eagerly await their first CMV-22B Osprey, the people who will maintain and fly the Osprey are busy preparing for its anticipated arrival.

In cooperation with the United States Marine Corps (USMC), Navy personnel from the VRM community have been receiving both initial and proficiency training from various Marine Medium Tiltrotor (VMM) Squadrons throughout the United States. Navy pilots, aircrew, and maintainers from VRM-30 are currently embedded within multiple VMM squadrons at MCAS Miramar and Camp Pendleton in Southern California, and MCAS Kaneohe Bay in Hawaii.

While the pilots and aircrew of VRM-30 maintain proficiency and gain valuable exposure and experience flying USMC V-22s, maintainers are also hard at work learning how to troubleshoot and perform required maintenance on the Osprey.

Training for the first Navy Osprey maintainers begins in the same location as the training for the first Navy Pilots and Aircrew: Marine Corps Air Station New River, in Jacksonville, North Carolina. The schoolhouse in New River is where maintainers get their first introduction to the V-22. Their time there can be as short as a one month or as long as six months in a course designed to teach the basics of working on and around the V-22.

Elks” at Marine Corps Air Ground Combat Center, Twenty-Nine Palms for Service Level Training Exercise (SLTE), and deploying with the unit as part of Special Purpose Marine Air Ground Task Force-Crisis Response-Central Command (SPMAGTFCR-CC). Both prove to be invaluable by exposing aircrew and maintainers alike to expeditionary, high tempo, detachment style operations in austere environments. Working on the aircraft on a near continuous basis allows for maintainers to rapidly progress through qualifications while performing required maintenance actions and inspections. Additionally, maintainers and aircrew gain valuable experience troubleshooting and working through unique problem sets that always seem to occur away from home base.

As a stand-up community, aside from the maintainers that are currently training with the USMC, there are no previously qualified Navy V-22 maintainers to support squadron operations.

With the arrival of their first CMV anticipated later this summer, VRM personnel will slowly begin training and working on their own aircraft. As these qualified maintainers return to VRM-30 from VMM squadrons, they will also be training their replacements and continuing to build the bedrock of the VRM community as it stands up a Fleet Replacement Squadron, VRM50, at NAS North Island and a second fleet squadron, VRM40, in Norfolk, VA. The foundational knowledge and expertise built with our Marine brothers and sisters will ultimately be the cornerstone required to grow the rest of the VRM community.

Upon completion of their time in North Carolina, maintainers head to San Diego, CA for follow-on training in their specific rate. While the school in New River will have exposed them to the basics of V-22 maintenance, in order for VRM-30 to successfully deploy and maintain the CMV-22B, these professionals must rapidly acquire additional experience and advanced maintenance qualifications that in some cases will take years to build.

Without aircraft of their own, learning the V-22 in Southern California requires VRM-30 to embed maintainers, in addition to pilots and aircrew, in Marine V-22 squadrons such as the “Sea Elks” of VMM-166.

Sailors and Marines working side-by-side on the flight line and in the workspaces has become a common appearance as Navy personnel get the required on-the-job training learning the specifics of the Osprey alongside experienced Marines and contractors.

While the day-to-day flight operations at VMM-166’s home base of MCAS Miramar offer valuable experience to all, additional opportunities exist such as joining the “Sea

An MV-22 Osprey assigned to the “Greyhawks” of Marine Medium-Tiltrotor Squadron (VMM) 161 lands on the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71). U.S. Navy photo by Mass Communication Specialist 2nd Class Anthony J. Rivera, USN.

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Features MH-65E Begins Full-Rate Production

By LCDR Christian Polyak, USCG, Aviation Logistics Center

MH-65E conducting developmental test and evaluation

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epartment of Homeland Security approval for full-rate MH-65E production was granted on 14 November 2019. One week later, on 21 November 2019, the U.S. Coast Guard Aviation Logistics Center (ALC) Short Range Recovery (SRR) Product Line in Elizabeth City, NC inducted CGNR 6522 and formally began a multi-year conversion process aimed at modernizing and sustaining the service’s fleet of 98 MH-65 helicopters. This milestone represents nearly a decade of development, integration, and testing conducted by dedicated Coast Guard engineers and operators with support provided by key DoD and industry partners. The MH-65E will meet all requirements to operate in the Federal Aviation Administration’s next generation airspace system, will address system obsolescence and reliability concerns, and will increase the airframe service limit to 30,000 flight hours.

The MH-65E represents the final two discrete segments (DS-6 and DS-8) of a modernization program that began nearly 20 years ago with the decision to replace the HH65B’s LTS-101 engines with Turbomeca Ariel 2C2 engines.

The re-engining of the HH-65B, referred to as DS-1 (FY04FY08), resulted in a model designation change to the HH65C and significantly improved the reliability and single engine performance of the H-65 platform. DS-2 (FY07FY09) saw the addition of seven aircraft to the SRR fleet for the stand-up of the National Capital Region Air Defense Mission. DS-3 (FY07-FY12) updated communications and sensor systems to support Airborne Use of Force and resulted in a type designation change to the MH-65C. DS-4 (FY08FY15) integrated a dual digital inertial navigation system and

DS-6 is primarily focused on improving the reliability of the helicopter’s Automatic Flight Control System (AFCS) and replacing the analog avionics suite with a digital “glass” cockpit.

AFCS reliability is being addressed through a holistic approach which includes replacing all aircraft wiring for the first time in the H-65’s service life, a redesigned AFCS control panel with increased environmental tolerance, and modifications to key AFCS components such as the AFCS computer and the yaw and collective parallel servos to improve reliability and replace high-time components. The digital “glass” cockpit integrated into the MH-65E is designed by Collins Aerospace and is known as the Common Avionics Architecture System (CAAS).

CAAS is also installed in the Coast Guard’s MH-60T and a variety of other DoD rotary-wing platforms. The MH-65E inherited the MH-60T CAAS baseline, and over the past four years, has refined system performance and added functionality through 15 iterative versions of developmental software.

The final design dramatically improves aircrew situational awareness, improves flight director performance, and offers new functionality such as RNP/RNAV (GPS) approach certification and Automatic Dependent Surveillance Broadcast (ADS-B) capability. Both of these certifications were achieved through the support of NAVAIR PMA209 with ground and flight testing occurring at NAS Patuxent River, MD. Additionally, DS-6 includes a redesigned instrument panel, strengthened center console, and a remanufactured avionics rack to accommodate hardware changes. Each of these components increases the design limit and crashworthiness of the MH-65, making it a safer and more robust helicopter.

While DS-6 integrates technology that has been available in rotary wing platforms for quite some time, it is also introducing cutting-edge capabilities that will benefit the aircraft during deployed maritime operations aboard Coast Guard Cutters and other Naval vessels. As with any aircraft that employs a “glass cockpit” with electronic

MH-65E rewire phase at Aviation Logistics Center

Rotor Review #148 Spring '20

resulted in a model designation change to MH-65D. DS-5, a shipboard helicopter secure and traverse system, was canceled.

DS-7, the integration of an improved RADAR, was canceled, however a new search/weather RADAR is provided with DS-6 which provides logistics commonality with the MH-60T. It is DS-6 (FY10-FY24), a major avionics modernization program, which encompassed the majority of the engineering and development effort required to convert the MH-65D to the MH-65E. DS-8 (FY18-FY24) extends the helicopter’s service life from 20,000 flight hours to 30,000 flight hours through the replacement of targeted structural components.

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primary flight instrumentation, the MH-65E is required to integrate an independent Standby Flight Instrument (SFI).

The SFI provides a redundant source of attitude, airspeed, altitude, and heading information for use in the event of a loss of primary flight instrumentation. The SFI integrated into the MH-65E utilizes solid-state accelerometers that were unable to initialize and provide accurate attitude information unless the helicopter was either stationary or flying straight and level.

This presented a significant challenge as the MH-65 is the Coast Guard’s primary deployable helicopter and routinely operates off cutters and ships at sea. The MH-65E design team at ALC, in partnership with the SFI OEM devised an innovative solution to this problem by providing the SFI with real-time body roll rate information from the MH-65E’s inertial gyro system (EGI) for use during system initialization.

Through a two-year engineering effort utilizing small scale modeling and iterative on-wing flight testing, a solution was achieved allowing for SFI alignment in pitch and roll limits of up to 20 degrees. To date, no other military or civilian helicopter with an electronic solid state SFI possesses this capability.

MH-65D cockpit (legacy)

DS-8 will allow for service life extension to 30,000 flight hours. As a result, the MH-65E is poised to support Coast Guard missions until 2040, at which point the H-65 will be 50+ years old. DS-8 requires replacement of key primary structural components including the upper and lower nine degree frames, side panels, floor boards, canopy, and center console support assemblies.

To minimize the impact of modernizing an operational fleet of aircraft, conversion work for DS-6 and DS-8 is being completed during MH-65E cockpit each aircraft’s scheduled Programmed Depot Maintenance (PDM) availability period at the ALC. Legacy MH-65D PDM was a 170-day process. The conversion of an MH65D to an MH-65E during its PDM process will be completed in 187-days. The addition of an 11th aircraft into the PDM flow and a 30% increase in labor on the SRR Product Line have allowed for schedule compression in legacy phases of PDM (disassembly, paint, hull, assembly) and the inclusion of a new 34-day rewire phase. Approximately 22 MH-65E’s will be built and delivered to operational units per year.

While ALC tackled the MH-65E design, certification, and production preparations, Aviation Training Center (ATC) Mobile, AL has been refining Operational Tactics, Techniques and Procedures for the past three-years with two pre-production MH65E aircraft. As a result, the MH-65E is being delivered to the fleet with a complete set of flight manuals, maintenance manuals, and a fully-operational simulator which will be used to transition pilots during a three-week resident syllabus at ATC Mobile.

Aircrew training will also be provided at ATC Mobile while maintenance training will occur at the Coast Guard’s Aviation Technical Training Center in Elizabeth City, NC. The excitement at ALC is palpable as the SRR Product Line and contributing support divisions each recognize the increased capabilities and reliability that the MH-65E will deliver to the fleet. The first operational unit to transition will be Air Station Houston, which is scheduled to receive its first MH-65E in early June 2020 and will see the departure of its final MH-65D in late July 2020. CY2020-2021 MH-65E deliveries will follow at Air Stations Miami, Port Angeles, Corpus Christi, Barbers Point, North Bend, and HITRON. Conversion of the entire SRR fleet is expected to be complete in CY2024. The Coast Guard’s MH-65 fleet operates at 17 units and supports all Coast Guard mission, while flying approximately 48,000 flight hours per year.

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www.navalhelicopterassn.org

Features The Psychology of Cockpit Decision-Making

By LT Zach Morris, USN

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t’s a skill we begin developing as an Officer Candidate or Midshipman.

It’s the “D” in the CRM mnemonic DAMCLAS. It’s the entire focal point of the Helicopter Aircraft Commander (HAC) process. Decision-making is, perhaps, the most vital skill to being a great aviator, one that unequivocally draws on all of your experience and biases as a pilot. Making a safe decision starts with your base knowledge of your aircraft and surroundings, but making a great decision is all about your experience level and understanding yourself as a pilot.

There are several factors that play into making a decision and this essay would be far too long if we examined all of them. Rather, this article will examine some of the science behind the structure of a decision, what our primary influences are when making a decision and how we use the ORM process to come to decisions while dissecting the role self-confidence plays in decisiveness. Finally, I’ll discuss a specific example I recently experienced and what I gained from that flight.

Making a decision, at its roots, is about options. If there were one choice with one outcome, decisions would be made for us and thus, the stress therein wouldn’t exist. No, decisions come down to options and each option can be broken down to two main components, value and probability. Daniel Bernoulli, a Dutch-Swiss mathematician detailed this concept in 1738 with his landmark theory of Expected Utility. This suggests that in moments of uncertainty, we must ask ourselves what our threshold for risk (probability) is and what the payoff of such risk (value) means to us.

This circles back to experience level in the cockpit. Bernoulli postulates that the value of an outcome isn’t absolute, as in a small monetary gain would be of greater utility to a poor person than to a rich person. If we imagine a lieutenant with just over 500 hours as

Rotor Review #148 Spring '20

a poor person (in this example) and a lieutenant commander with 2000 hours a rich person, and “taking risks” is the given value of a “small monetary gain,” I think it’s clear that taking risks has a much greater value and impact to a brand new HAC than to a seasoned aircraft commander. Where I depart a little in this thinking is that I’d wager that payoff to risk remains fairly even across the board as a naval aviator. In many cases, the outcomes we face are absolutes. We save the aircraft or we don’t; we live or we don’t. How we value and interpret the risk may fluctuate, but the potential result of risks is almost always the same in this career.

"Outside of the choice of pizza toppings we’d like on our FBO pizza on a cross-country, it’s fair to say that most decisions we make rely more on the potential of losing our lives or destroying our aircraft."

Another theory worth considering is that of psychologists Daniel Kahneman and Amos Tversky. In the 1970’s Kahneman and Tversky, through their Nobel Prize-winning “prospect theory” contribution, noted the concept of Loss Aversion. The research here says that the prospect of winning $100 is roughly half as appealing as losing $100 is unappealing. That losses loom much larger in our view than gains. This is directly linked to how we base decisions in emergencies and missions. Outside of the choice of pizza toppings we’d like on our FBO pizza on a cross-country, it’s fair to say that most decisions we make rely more on the potential of losing our lives or destroying our aircraft – suggesting that we care much more about the repercussions of danger than on the joy of making the right decision.

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As young aircraft commanders, our threshold for acceptance of risk is substantially smaller than it will be in the future, which is why we listen to our gut so quickly when we are sorting through aircraft limitations on start-up and we see a cloud layer rolling in. The questions of risk/reward start coming into play and we circle back to what Kahneman and Tversky teach us about our cognition.

Lastly, let’s examine the processes of how our minds arrive at a decision.

Three popular models for this are The Single Feature Model, The Additive Feature Model and The Elimination of Aspects Model, and they are going to sound familiar to you in a moment. In Single Feature, the decider is in a rush and picks one variable of the option that is the most important and moves to the decision. An example of this would be buying shampoo. There are many things to consider here (cost, scent, quantity, brand etc) but because you’re in a bind, you select one (say, cost) and that’s the one you buy, refusing to dwell on the others. Consider this Time Critical decision making in the ORM model.

We are in a hurry and must arrive at a decision so we select the criteria most comforting to our needs. Next, we have the Additive Feature Model, which is a better model for the more complex decisions we face in-flight. Here, you evaluate many factors and weigh the importance of each against the others, determine value of the competing priorities and calculate a decision. This is a clear representation of In-Depth decision making where we are afforded an opportunity to make an informed decision based on research, knowledge and experience. Lastly, we have The Elimination of Aspects Model. Brought to the academic world by the previously mentioned Amos Tversky, this model is likened to deliberate decision-making in which we debrief a flight and evaluate successes and failures. In this, you identify each option and assign a value to them. Then you compare two options

The Landing Strip Naval Comic is produced weekly

by Student Naval Aviator Zach Morris, and is unofficially the unofficial comic strip of Naval Aviation.

and eliminate the one that you perceive to have a lower value. Repeat this as you pare down possible routes until you arrive at the best decision you can make, the victorious option in all of its “competitions.” It’s clear that using this method in flight is not prudent, yet you should see the theme of the three levels of ORM here at play and the science to back it up.

Where we start to differentiate ourselves as individuals in the cockpit is something that has been, admittedly, a personal struggle for me as I continue down the path to being an experienced aircraft commander. And that factor is confidence.

No one cares about the life story of a no-name lieutenant so I won’t drown you in exposition. But to paint a very small picture, I came to Naval Aviation in the manner most people do: Type A personality, full of belief in my own abilities, ready to save the world. I’m a bit quieter than the typical aviator, but I had a rooted sense of confidence because I enjoyed success in school, sports and hobbies. Once I got settled into flight school, however, something in me changed. The ability to fall back on knowing that I had what it takes to succeed was seriously tested and I started asking myself why I wasn’t as good as other student pilots I knew in Primary.

I definitely knew I was studying hard, I knew I was practicing chair-flying and comms. But I hopped in the aircraft and

never seemed to have the mojo I had, say, playing sports. I expected excellence and I wasn’t achieving it, a feeling that continued through the FRS and into the Fleet. If you’ve never felt the debilitation of constantly questioning your aptitude, consider yourself lucky. It’s unpleasant.

As I was going through the H2P process over a year ago, I had an epiphany that I certainly should have had several years ago. It wasn’t that I was substantially inferior to other aviators, I just didn’t have confidence in myself.

I don’t mean bravado, I mean honest confidence that I was good enough to be here. That epiphany was a healthy discovery of a very unhealthy habit, which found me undermining myself at every turn. It also led me to why I wanted to have this discussion.

Confidence is a powerful motivator of the mind and extremely important to decision-making. It can be empowering or devastating, depending on if you have it or how you use it. I found that I was afraid to ask questions for fear that my instructor would view me as weak or incapable, which would in turn lower my confidence level in myself. I never gave credence to the idea that perhaps if I had asked the question, the knowledge gained would actually raise my confidence level because I’d be prepared for that situation the next time. Sound familiar? This is a direct representation of the aforementioned concept of Loss Aversion that Kahneman and Tversky discovered. My fear of looking silly was 35

of much greater importance to me than what I could gain by raising my hand.

In mission planning or execution, I started to notice that up to that point, my decision-making was based more in “how do I not look like a fool here” instead of empowering myself to have more autonomy as a pilot. It’s okay to not know everything. As helicopter pilots, we are in the business of not knowing everything and that’s okay.

That’s why we integrate ourselves with maintenance as division officers, despite not typically having a background there.

It’s why we talk about crew resource management, extensively, before every flight. We are professionals at tapping into the expertise of others and working as a unit to succeed in a mission. Fear of asking questions and learning from them should not cross our minds.

If you’re a visual person like me, imagine that your overall experience level is a cup and the confidence you have in yourself is water. Every good decision you make adds an ounce of water, every bad decision takes an ounce away. As we progress as HACs and gain experience, our good “HAC decisions” become more and more commonplace and our cup fills up. Junior HACs become Senior HACs, Lieutenants become Lieutenant Commanders and the cups become jugs, capable of holding more water – a greater amount of confidence.

The importance of good decisions then becomes even more apparent when we www.navalhelicopterassn.org

Features place that LCDR’s jug of water next to a fresh new HAC’s cup. Looking back at Bernoulli’s “Expected Utility” idea, the image of taking an ounce of confidence away from an 8oz cup of Lieutenant’s experience is a much greater impact than an ounce from a Lieutenant Commander’s jug of experience. It’s not as if it makes bad decisions more acceptable for more experienced pilots, it simply places a premium on how much more damaging it can be for the psyche of a newer aircraft commander.

Young HACs need to build their body of experience and the confidence gained from knowing your decisions are good is vital to growth.

I am a relatively new aircraft commander, and I’ve already got a cup.

It isn’t full and the amount of water in it changes from time to time, reflecting on my growth as a decision-maker. In fact, I had a rough flight about nine months ago that took some water from my cup.

A graded event in Level II, I found myself on a night TERF card with low illumination and an instructor that I had previously allowed to get into my

head. I told myself I’d stay composed throughout the planning process, select a route I was a familiar with and treat him as if he were any other instructor I’d flown with. I felt good going into the flight, but things got unspooled a bit when we approached some windmills that we had briefed we would fly south of. I followed the wrong street and bit off on a different collection of windmills, much further off in the distance.

Ultimately, I ended up going north of the power lines we said we would take to the south. The instructor asked me if I knew what I was doing or where I was going and, still not comfortable with who I was as a pilot, I began to shut down mentally and scramble to build my situational awareness. Rather than fess up that something felt abnormal about our route or that I didn’t know for sure if I had taken the correct route point, I accepted and pushed on. The instructor took the controls and got us back on the correct route without much delay and the result was that my cup of confidence ended up losing some water that night – a reminder that confidence is ever-changing.

Decision-making depends on experience and knowledge. As young pilots, we can control how hard we study and the effort we give in preparation for a flight. We are expected to be sponges, learning from the successes, improving with the setbacks. But experience is something that is more akin to a marathon and shouldn’t be treated as a sprint. Everyone gains experience at different speeds, arriving at decisions through different manners. The ORM process helps create a guideline, but ultimately, it is up to us to decide how we want to organize our priorities inflight and figure out what works for us.

It’s a daunting task, so sit back, enjoy the ride and don’t be too hard on yourself.

A lot can be gained when rewiring your thinking from “I’m not as good as everyone else” to “I’m getting closer and closer to my potential every day.”

Confidence is key so go fill that cup with it.

The U.S. Navy expeditionary sea base USS Lewis B. Puller (ESB 3), fleet ocean tug USNS Catawba (T-ATF 168), Avenger-class mine countermeasures ship USS Sentry (MCM 3), U.S. Coast Guard Island-class coastal patrol boats USCGC Maui (WPB 1304) and USCGC Wrangell (WPB 1332); the Royal Navy landing ship dock RFA Cardigan Bay (L3009); the French Marine Nationale minehunters FS L'Aigle (M647) and FS Sagittaire (M650); the Royal Navy minehunters HMS Shoreham (M112) and HMS Ledbury (M30); and Mine Countermeasures Squadron (HM) 15 MH-53E Sea Dragon helicopters navigate the Arabian Gulf in formation during Artemis Trident 19.

U.S. Navy photo by Mass Communication Specialist 2nd Class Samantha P. Montenegro,USN.

Rotor Review #148 Spring '20

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The Oregon Trail – HSC Edition

By CDR Justin T. McCaffree, USN

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h the 80s. The market for acidwashed jeans was at its peak and both men and women teased out their big hair. Mullets were worn loud and proud without a hint of irony, and bands like Aerosmith, Guns N’ Roses, and Whitesnake, not to be confused with Great White, were dominating the charts. Even though Van Halen was on its way to becoming Van Hagar, and the reprehensible music genre known as Grunge was looming, the 80s were still awesome.

In addition to great hair bands, the Minnesota Educational Computing Consortium released a graphical edition of a game for the 8-bit Apple II called The Oregon Trail. Notorious for little Timmy dying of dysentery, the game had the player assume the role of a trail boss charged with leading a wagon train of settlers from Independence, Missouri to the Willamette Valley in Oregon. Choices made in preparation for the journey would help or hurt the player and how the gamer responded to situations experienced on the trail could lead to success or failure of the entire expedition. To be successful, a player needed to plan carefully in advance and rely on quick reflexes to successfully make it to the end of the trail.

Much like a wagon boss on the ole’ trail, the HSC Community may be coming to a crossroads where shrewd

interpretation of expected change, coupled with careful planning, will result in traveling the wisest path to a stronger future.

A transformation is coming to the Carrier Air Wing. The Air Wing of the Future (AWOTF) will be markedly different from the one that has been deploying for the last several years. The current Air Wing construct was built to maximize its effectiveness in the 5th Fleet AOR. The old helicopter compliment of a standard HS squadron with 4 SH-60F and 3 HH-60H gave way to a significant increase in numbers of new MH-60S and MH-60R helicopters. Combined, these aircraft brought a wide array of weapons and increased sensors that were ideal to counter FAC/FIAC and subsurface threats. However, the shift to emphasizing Great Power Competition and 7th Fleet requires modifications to the 5th Fleet optimized CVW. The AWOTF will bring new aircraft with more capabilities than the current construct. CMV-22Bs will replace the C-2A, F-35Cs will replace legacy F/A-18s, and the MQ-25 will bring significant aerial refueling capability in the form of the first unmanned aircraft on the CVN. This increased combat power comes at a cost however. These aircraft in some cases are larger than what they are replacing and are arriving in larger quantities with an associated 37

expansion in the size of items requiring stowage, such as F-35C gun pods.

What these increases literally add up to is a higher percentage of a term called Operational Density (OD).

Operational density is the fraction of the CVN flight deck and hangar bay that aircraft, support equipment, and other associated hardware occupy. A CVN needs a high enough OD in order to have the sortie generation it requires for combat operations, but too high of OD can lead to a locked deck where aircraft movement is impossible. In order to account for the increase in AWOTF OD and not freeze the deck, reductions of aircraft currently on the CVN will be required. If the CVW prioritizes 4+/5th generation fighters, and aircraft who support them like E-2D, then rotary wing OD will likely be traded.

Examining the strengths of each helicopter series and matching those to 7th Fleet threats, it becomes apparent that the sensors on the MH-60R in the surface and subsurface domains tilt the calculus in favor of the HSM community. This makes it likely that the MH-60S will see a higher level of OD reductions.

The main question for the HSC Community is how it will chart its course when faced with these likely changes.

An initial reaction would be to view this pivot from the CVN in a negative light.

Doing so will not eliminate the realities of AWOTF and could ingrain a sense fatalism that will not be to the benefit of the HSC Community. Fortunately, there are potential opportunities with Expeditionary Mobile Base (ESB) ships, MCM, LCS, and forward deployed detachments where the community can find alternate paths to maintain and even increase its contribution to the fleet.

Designed primarily to support SOF missions, mine clearance and HADR operations, ESBs have an important role in the Great Power Competition (GPC) but do not currently have dedicated aviation support.

The alignment between the ESB mission set and the HSC Community is clear; especially www.navalhelicopterassn.org

Features considering MQ-8 operations are part of the ESB configuration.

To say supporting SOF is rewarding is a significant understatement, and although HADR does not kill the enemy, it can create or maintain relationships with allies who can assist the US Navy in countering 7th Fleet adversaries.

The mine threat is heavily proliferated and the historical cause of significant damage to billion dollar warships.

Although very capable, ESBs will not be able to prosecute the mine threat alone, which is why the share of LCS configured for MCM has increased.

After structural changes, the LCS program has settled on an architecture of 8 SUW, 8 ASW, and 15 MCM ships.

Currently, the HSC community has the

capacity to support 8 MCM LCS in two divisions, which means there are ships that won’t be as effective in their mission without the support of the AVDET. If the MH-60S footprint on the CVN were reduced, it would free up aircraft and manpower that could be used to support additional MCM LCS. Another option HSC could explore following a physical reduction on the CVN could be detachments forward deployed in support of the carrier. There are numerous islands, such as Midway, that had strategic importance to the US Navy in World War II and served as important island supply depots. It is highly probable that a CSG sustains damage in GPC combat operations and needs to come off the line temporarily.

It may not be operationally sound to incur the time penalty required to return to Hawaii, so finding a location

that is closer where several helicopters could service all or part of a CSG for resupply or the removal of wounded would be beneficial.

Proactive planning and embracing new challenges will benefit the HSC Community as much as those preparing a trip on The Oregon Trail. Operational density trades will occur to support Air Wing of the Future growth, and the HSC Community would benefit from having a plan when that time comes.

A shift from the CSG is not the death knell for HSC because ESBs, additional MCM LCS and possible forward deployed detachments comprise new and exciting opportunities. If the community navigates these changes well, it will be in a better position to support the Navy as it refines its strategy to counter expected adversaries in the Great Power Competition.

Do You Even DSCA?

By CDR Jonathan “O’Doyle” Dorsey, USN

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fter being part of USNORTHCOM (USNC) through three hurricane seasons, I found there was a lot left to learn about Defense Support of Civil Authorities (DSCA). After reading Rotor Review articles about hurricane support, asking “why are we getting on this ship again?” and seeing some of the unique patches flying around, I hope to provide some perspective on the love-hate relationship with DSCA. What Is DSCA? DSCA is support provided by federal military forces; DoD civilians; DoD contract personnel; and DoD component assets, to include National Guard forces, in response to a request for assistance (RFA) from civil authorities for domestic emergencies, law enforcement support, and other domestic activities, or from qualifying entities for special events (JP 3-28). DSCA is only conducted in the US homeland, thus DSCA is not Foreign Humanitarian Assistance (FHA) or Foreign Disaster Relief (FDR) (i.e. HA/ DR – see JP 3-29). When supporting DSCA, the DoD is not bound by Rules of Engagement (ROE) but rather a Standing Rules for Use of Force (SRUF).

We do not conduct ISR in the U.S. homeland but rather the DSCA supporting mission is Incident Awareness and Assessment (IAA).

Though this article focuses primarily on hurricane support, realize DSCA includes support to prepare, prevent, protect, respond, and recover from a wide Rotor Review #148 Spring '20

range of domestic incidents including terrorist attacks, major disasters (both natural and man-made), and planned domestic special events.

These can include wildland firefighting, earthquake response, State of the Union Addresses, Presidential Inaugurations, border protection, counterterrorism operations, postal services activity, and many more.

When Do We DSCA? State and local officials are responsible for the preparation, coordination, and response of their populous. When there is a capability gap, local officials elevate their request for assistance to the next echelon that can provide support (Figure 1).

Governors have the authority to deploy and employ National Guard forces as State Active Duty. When an incident exceeds state resources, the Governor can request interstate mutual aid and assistance from neighboring states through Emergency Management Assistance Compacts (EMAC) that enable states to share resources and certifications during times of disaster.

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Governors can also request U.S. Government (USG) assistance. Though there are several ways that DoD may be authorized to assist DSCA, the process most of us are familiar with occurs when the Governor declares a State of Emergency. The President, in turn, will either make a Major Disaster Declaration or an Emergency Declaration to initiate the Federal Emergency Management Agency (FEMA) RFA/Mission Assignment (MA) process from USG agencies (DoD being just one of many USG assets).

DoD conducts DSCA operations in support of another primary agency supporting state, local, territorial, or tribal response. DoD is not the lead for DSCA. Can We DSCA? Though we are often forward leaning, there is often a sentiment that “it is a local problem” and some states do not want Federal Assistance. Furthermore, the DoD will be the last one invited to the dance as it takes time to work through the RFA/MA process. Only once a capability gap is recognized as being beyond the local, state, and federal civilian ability will it be forwarded through the Lead Federal Agency (LFA), usually FEMA, to the DoD where we have our own process to validate, approve, and source support for the RFA/MA (Figure 2) and task units via an Execution Order (EXORD.) The Secretary of Defense (SecDef ) has the authority to approve all validated DSCA RFAs for DoD. Validation Criteria for RFA/MA: 1. Cost – DoD is expensive.

Who is paying the bill?

2. Appropriateness – is DoD the right source?

3. Risk to DoD forces 4. Readiness effect on Unit’s future deployment status 5. Legality – Does it comply with law?

Figure 1

6. Lethality – Is use of lethal force needed?

are: SAR, evacuation, distributing food and supplies, and damage assessment

SecDef has delegated some authority to military commanders for the following: 1. Mutual Aid Agreements are already in place

Once the MA has been validated, approved, and your unit is sourced to support the MA then you can DSCA. Anything up to that point is more likely due to the Service(s) pre-positioning assets in anticipation of DSCA requests.

If you do not have a MA, but meet the thresholds to conduct operations under IRA, then you can DSCA.

2. Emergency Authority provides federal military commanders temporary authority in certain situations 3. Immediate Response Authority (IRA) would be invoked in response to a request from a civil authority o military commanders (usually Installation Commanders) when time does not permit approval from SecDef or immediate action is needed to save lives, prevent human suffering, or mitigate great property damage.

Support is usually for less than 72 hours and should not last more than 10 days.

IRA needs to be converted to a MA for further support and cost-reimbursement The military commander must in this case, notify National Joint Operations and Intelligence Center (NJOIC) within 2 hours and notify civil authority that DoD support provided under IRA is on a cost-reimbursable basis (inability or unwillingness to reimburse DoD is not a show-stopper for IRA). Examples of IRA

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Prepping for DSCA I am not going to get into why you are embarked on a ship, sitting off the coast of the disaster area, within ship-to-shore range, chomping at the bit to get in there and help (hint: Service Authority.)

Remember that the process to get you allocated to a MA takes time and realize that you are well positioned to provide Sea Basing operations independent of the damage and chaos that is affecting power, communications, water, infrastructure, and logistics in the area.

The 2017-2018 hurricane season offered a valuable lesson learned in terms of force positioning. The window of relevancy for Title 10 forces is typically the first 48-72 hours. When pre-positioning forces, the challenge was finding the right balance of forces postured (pre-positioned or on Prepare to Deploy Orders (PTDO)) versus forces

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Features required, requested, and ultimately employed. There is a Service risk in leaning too far forward in instances where forces may not be needed, and thus will not be reimbursed.

Maybe you got to evacuate with the helicopters and are working your way to the disaster area on the backside of the storm. If you have a MA then you know where the detachment is being staged. If not, you have probably scouted the charts and found suitable airfields (gas, supplies, space) within range from which to stage operations and help. This effort may be counterproductive. FEMA is already working to establish suitable areas where personnel, supplies, and equipment can be housed or parked while awaiting operational assignment (i.e. Incident Support Base (ISB), Federal Staging Area (FSA), and Base Support Instillation (BSI)).

Your “perfect” airfield may be the only intact and operational airport in the area, thus designated by FEMA as an ISB/FSA, and your detachment is now taking up space that was not part of that plan. FEMA will try to stage from airfields that are within 75-150NM of the disaster area, so it is recommended that if you are being pushed forward (pre-positioned) that you push no-closer than 150-200NM from the disaster area. Get to know your closest FEMA Region team or the one most likely affected by the disaster (Figure 3). Then when you receive your MA, you are able to deconflict your movement to a closer airfield without hampering FEMA’s efforts.

During the response to Hurricane Harvey, Title 10 forces arrived in the JOA on service authority without a valid mission assignment. This caused a number of operational issues. With

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the BSI already congested, there was little logistical support readily available in the vicinity of the affected counties.

Furthermore, units had no authority or liability coverage to support DSCA as they were not there under a MA. The SecDef designated USNC as the supported Combatant Commander in CONUS and has overall DSCA support responsibility. The DOD lead for DSCA, as designated by and in support of USNC, is usually the Joint Force Land Component Commander (CDRUSARNORTH). The Joint Personnel Recovery Center (JPRC) as assigned to USNC is responsible for Catastrophic Incident Search and Rescue (CISAR) & Personnel Recovery (PR) within the USNC AOR (or JOA when established). SAR/PR responsibility has been delegated to CDRAFNORTH and as such has operational control of the JPRC. AFNORTH has established the SAR Operations Coordination Element (SAR-OCE) to execute the SAR/PR mission. The Navy is well positioned to support and coordinate with SAR-OCE through the NALE, attached to 601 Air Operations Center, and also through coordination with NAVNORTH MOC. When a Wing or Squadron is going to establish shorebased operations, supplying an LNO to the SAR-OCE can be beneficial to relay real-time information.

Another lesson learned after Hurricane Harvey was that some Title 10 forces were seeking out missions from local officials and in some instances conducting missions without State or Dual Status Commander’s (DSC) knowledge or permission. If it is not part of the MA you are there to support, then you need to have those local officials submit their requests through the appropriate channels.

The success of the DSCA mission is dependent upon inter-agency relationships that are formulated well before you ever show up to provide support. It is imperative that you understand what is in the MA you have been sourced to support to include the organizational hierarchy, command and control structure, and where to reach out for support. Our actions directly impact the ability of Commanders to earn and maintain public trust.

Do You Even DSCA? My goal was to hit the wave-tops by giving a simplified explanation of DSCA and provide information about the process. It is in our nature to be forward leaning, prepared, and helpful, but remember that DOD resources are provided only when response or recovery requirements are beyond the capabilities of local, state, and federal civilian authorities. They must be requested by an LFA and then validated and approved by SecDef. For further information checkout the references provided and explore these professional education opportunities: 1. DSCA Phase I Course: Completely online via Joint Knowledge Online / Course ID J3ST-US010 Recommended for all interested pilots and aircrew 2. DSCA Phase II Course - https://www. arnorth.army.mil/resources/documents/ DSCA-Course-Instructions.pdf: A one week in-residence course. You can also sponsor a MTT to come train a wider audience.Recommended at least one person at each Wing attend DSCA Phase II

References Joint Publication 3-28 Defense Support of Civil Authorities NTTP 3-57.2 Multi-Service TTP for Defense Support of Civil Authorities CJCS Defense Support of Civil Authorities EXORD (DTG 301600Z JUL 19) DODD 3025.18 Defense Support of Civil Authorities USNORTHCOM CONPLAN 3500-14 Defense Support of Civil Authorities USINDOPACOM CONPLAN 5001 Defense Support of Civil Authorities Posse Comitatus Act (Title 10 USC 1385) CDRUSNORTHCOM FRAGO 016.000 to OPORD 01-17 USNORTHCOM PR and SAR Operations

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Fight Like a Marine Corporate Combined Arms: Putting the Competition in a Dilemma

By Ed Gillcrist and Mike Westman, Shackleton Group

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ow do we crush the competition while continuously growing the team and getting better at what we do?

For almost two and a half centuries, the United States Marine Corps has relentlessly perfected effective approaches to defeating our nation’s enemies in battle. Their success rate remains arguably one of the best, and that’s more than just opinion or coincidence—it is intentional, calculated and refined.

Facing a Marine unit of any size in battle usually results in more than just a problem for the enemy because Marines are particularly adept at placing their opponents in no-win situations.

The use of combined arms is a tactic in which Marines use multiple and varied approaches (e.g.,weapons systems, maneuvering, supporting fires) in such a way that any action the enemy takes to avoid one threat makes him more vulnerable to another. He is now in a dilemma—a no-win situation.

He is forced to do something that will guarantee his failure. The effect is both immediate in single-strike victories and cumulative in the longer term. The tactic can overwhelm and demoralize the enemy by slowing them down and creating confusion.

The basic theory of combined arms transfers easily to a sports team, but what about in business? How do we leverage these lessons and apply the principles of combined arms in the corporate world to “create a turbulent and rapidly deteriorating situation with which the enemy [the competition] cannot cope?”

Success requires leaders to be flexible, to deal with the fog of war, and to rapidly adjust their plan as required while staying true to the overall strategy.

A client of ours successfully competed for—and won—millions in funding for the development of innovative products by applying these very principles.

•They developed clear intent from the chief executive and articulated that vision to the next level of leaders.

•These measures established clear targets that focused the rest of the organization as they developed multiple courses of action and alternatives to the execution of the funding if granted.

•The teams worked hand-in-hand with executive leadership to shoot holes in the alternatives, to resolve them, and to determine how best to communicate all viable alternatives for consideration.

•The client also invested in outside support for determining the best solutions to offer for use of the funding.

Their competitors, on the other hand, waited too long and determined that they did not need to make an outside investment. By the time they realized what our client was doing, they were unable to provide options for use of the funding that remotely rivaled the wellplanned and disciplined alternatives provided by our client. For each consideration proposed by a competitor that appealed to the awarding agency, our client was able to adjust and to provide alternatives, as well as demonstrate their capability to execute them. Receiving this funding was neither coincidence nor luck for our client, but the direct result of flexibility, sound knowledge of strategy, an understanding of resources capability, and the requisite leadership to execute change in a highly dynamic environment.

Corporate combined arms is about having eggs in more than one basket when it comes to clients. Think “art of the possible,” and provide clients with multiple options from which to choose, compared to the competition.

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1918 the Battle of Belleau Wood "Retreat? Hell, we just got here!".

Think ahead, strategize and provide alternatives to close the deal. These actions will force the competition out of their comfort zone and make them waste resources reacting to flexible approaches, keeping them behind the power curve in a constantly changing business environment.

Best Practices for Implementation To apply corporate combined arms within your organization, develop the following: • Clear Intent. First, develop a clear purpose and intent for any initiative and articulate to planners and executors.

• Mindset. Get your team to focus on solutions. Fixate on how to accomplish the initiatives instead of why they won’t work.

• Multiple Solutions. Develop, wargame, assess and resolve multiple courses of action, and be proficient at addressing all of them.

•Flexibility. Educate yourselves on the information and environment in which the team intends to engage. Understand the alternatives. Be prepared to switch midstream to an alternative.

•Investment. Make the appropriate investments in time, effort and support required to develop solutions and win.

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Features The TFOA Issue

By LT Angela “Tigger” Stearn, USN and LT Sean “Hobo” Carrigan, USN

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etween FY18 and FY19, Helicopter Sea Combat Wing Atlantic (HSCWL) reported a 21% increase in instances of Things Falling Off Aircraft (TFOA). The ensuing safety pause led Helicopter Sea Combat Squadron (HSC) 11 to ask, “What is causing the sudden spike and why does it really matter if we lose a set of sunglasses?” While the drop of such a small object may seem insignificant, the larger picture reveals that an increase of TFOA leads to loss of government property and trust from the public we work to protect. After diving deeper into the topic and speaking with helicopter communities outside of HSCWL, we uncovered several different answers. The resulting discussion ultimately led to the most important question “What can the helicopter community do, as a whole, to minimize these events from occurring in the future?”

Over the past five years, HSCWL has reported 140 instances of TFOA. Figure 1 is a graphical depiction of the growing issue within the Wing.

Given that HSCWL is only a small cross-section of the entire helicopter community, we must consider varying factors that would increase the risk of TFOA. After examining several reports provided by the Naval Safety Center, we noticed the majority of incidents occurred during flight evolutions that require open windows and doors, higher operating speeds, and equipment use external to the aircraft. These evolutions include night terrain flight, search and rescue exercises, vertical replenishment operations, and aerial gunnery events.

Given the mission requirements of the MH-60S, the HSC Community has a higher probability of experiencing a TFOA incident. Regardless of the mission requirements of our community, 60% of TFOA were deemed preventable, while 40% of reported incidents were due to part wear or failure. This eye-

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opening fact led us to question if HSC is the only community experiencing this increase.

To investigate, we reached out to other military helicopter communities requesting their TFOA records.

According to data from the Naval Safety Center, HSC Wing Pacific has reported numbers comparable with HSC Wing Atlantic at 166, while Helicopter Maritime Strike (HSM) Wing Pacific reported 109 and HSM Wing Atlantic reported only 26 incidents in the past five years. When speaking to the Aviation Safety representatives for the

"What is causing the sudden spike and why does it really matter if we lose a set of sunglasses?”

United States Air Force, we learned that their statistics were drastically lower in comparison to the Navy; five incidents of TFOA reported in the last five years.

However, they stated that TFOAs are only reported when they resulted in personnel injury or property damage.

Given that creating a TFOA report for minor incidents can become an administrative burden, is it necessary to report if something dropped into the middle of an open field? One could argue that because no one got hurt and property was not damaged, these incidents need not be reported. On the contrary, the community still incurs

an increase in replacement costs and maintenance man-hours to restore what is missing. Worse yet, if a civilian were to find a military owned object or aircraft part, and we don’t report or track the incident, we put at risk the public’s trust in our professionalism.

Our brief investigation led to the conclusion that the reason HSC has more incidents of TFOA than the other communities is simply because the HSC squadrons are reporting more. This fact renders the data collected from others to compare rates inconclusive. What we can draw from this study is an evaluation of reporting practices. Yes, reporting more often leads to a larger administrative burden and more unfavorable statistics.

However, by doing so, we are drawing attention to the issue of TFOA before personnel injury or even death occur.

This practice has brought awareness to the community and forced the conversation we are having now across HSC aviation.

In an effort to understand both why reporting TFOA matters and how we can work to prevent it, we have collected some solutions to prevent this growing hazard. The Aviation Safety Representative from Marine Helicopter Light Attack (HMLA) 267, shared a number of their practices to prevent TFOA. Parachute bags are available for checkout to fit all loose items as are carabineers to secure flight bags and

Figure 1: Reported TFOA 2015-2019

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A MH-60S Sea Hawk helicopter, attached to the "Dragon Slayers" of Helicopter Sea Combat Squadron (HSC) 11, embarked to the aircraft carrier USS Harry S. Truman (CVN 75) deploys a rescue swimmer during a search and rescue exercise in the Arabian Sea Jan. 26, 2020. U.S. Navy photo by Mass Communication Specialist 3rd Class Maxwell Higgins, USN.

extra cargo straps should the aircraft get tasked to on load more equipment.

Additionally, aircrewmen notify the crew of a secure and FOD free cabin prior to opening doors.

risk of TFOA. They also practiced efficiently hot seating, working to create a routine, identify potential snagging hazards, and institute proper material management.

HSCWL has implemented a prospective Naval Air Training Operating Procedures Standardization (NATOPS) change, which consists of three questions to be asked during preflight briefings: When is TFOA most likely to occur? Where is TFOA most dangerous to the population? What is most likely to fall off the aircraft?

Posing these questions in every brief influences crews to discuss and work to actively prevent TFOA.

Finally, aircrew completed security checks of their required gear, while maintainers completed integrity checks on all squadron aircraft. In addition to these practices, HSC-11 is working at implementing a new Familiarization Event 0 for all incoming pilot and aircrewmen. Similar to the event conducted in flight school, this event further engrains our routine in new squadron aircrew adding an emphasis on TFOA mitigation and prevention, as well as reinforcing the mitigating action we took after our safety pause.

Along with the Wing mandated questions and safety pause, the HSC11 Dragonslayers took the TFOA mitigation a step further. Aircrew reexamined everything they brought to the aircraft to minimize unnecessary

required, and in some instances, a loss of trust from the public we serve. We recommend creating a common Department of Defensewide mandatory TFOA reporting procedure. These reports can then be input to a joint military database where all branches can recognize trends and explore solutions. By working together as a military helicopter community and sharing data, we can increase awareness of the issue, minimize the risk of damage to personnel and property, and work to eliminate occurrences of preventable TFOA.

Many cases of TFOA result in loss of government property and money, increased maintenance work

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Awfully Slow Warfare Awfully Slow Warfare - Back To The Future.

ASW is tough. It is tougher if you are stupid.

It is IMPOSSIBLE if you are stupid and don’t know it.

By LCDR Tom Phillips, USN (Ret.)

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Romeo squadron, being the ONLY ASW aircraft in a carrier strike group, is NOT a new situation.

We, the US Navy, have had it this way before.

TINS, Once upon a time…..

Early eighties, the final steps in the merge of the CVS and the CVA into the new world of the CV. All the big decks, defined as larger than Midway class carriers (Forrestal, Kitty Hawk, Enterprise, Nimitz classes), already had both HS and VS ASW squadrons in their air wings, and CV-TSC (a.k.a CV ASW modules) backfitted into the ship’s CIC organization. Not Coral Sea nor Midway; the oldest remaining CVs, neither getting the TSC, nor the VS squadron, nor the HS squadron.

(FDR, the other sister to Midway had been decommissioned already – 1977) But someone woke up and decided to embark an 8-plane HS squadron (HS-12 Wyverns; SH-3H) in Coral Sea to see if it could be shoehorned aboard to provide some air ASW point defense, sans TSC, sans S-3s. Replacing a 4-plane HC-1 plane guard det, the Wyverns did fit, snugly.

So Battle Group Charlie of 198283 should resonate with the carrier air wings of today when it comes to ASW. A Closer Look Comparing: No VS in either.

About an equal number of ASW helicopters, then as now, when adding up the HS and the HSL, since there WERE single-plane LAMPS Mk-I detachments aboard several (4?) escorts.

BG Charlie was more well endowed with escort ships: There were two cruisers: Leahy (SQS-23G) and Belknap (SQS-26AXR) classes, big on AAW but not so hot ASW. They also had two Rotor Review #148 Spring '20

towed array Spruance (SQS-53A and SQR-15 towed arrays) class DDs, very good ASW ships because of the SQR15, a smidgeon short of a surveillance array: extremely long ranges for what was classified as a TACTICAL towed array.

Routine multi-CZ in CZ waters.

• 6 non-towed array escorts: •

2 Adams class DDGs (SQQ23PAIR) good passive looking abeam, but in a very noisy hull.

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2 Knox class frigates (SQS-26CX and one with an SQS-35 VDS), good ASW ships but just shy of a Spru-can. VDS an active sonar only.

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2 straight stick Spru-cans (SQS53A) good ASW ships

The VP available from 24 regular Navy: 9-plane, P-3 squadrons in those days, plus 12 reserve squadrons. We saw plenty of them whenever we were doing ASW. Today we have 12, 7-plane, regnav P-8 squadrons. Reduced from 216 to 84 REGNAV airframes. Two P-3 reserve squadrons remain, (transition to P-8 TBD).

Submarines in support. From 60 SSNs then to 33 today. Whether any were with us, I can neither confirm nor deny.

Where I am going here is that we have previously had the situation we have today and can learn from it.

Force Dispositions The two cruisers were stationed by the AAW commander for AAW only.

The two towed array ships were pushed two and a half CZs down PIM 44

usually. For both early warning and to diminish that main body noise from flooding the tails. By augmenting the two towed array stations down PIM with VP on the flanks, when available, we had a good deep ocean distant screen within the limiting lines of approach.

Unfortunately we dared not push out any ships (and had no VS) into the gap between the van and the main body.

Too easy for subs to evade them (they had no towed array to generate long range contact) and continue to close the inner zone, so the emphasis had to be close-in ASW defense. Nice to get the sub at distance, but critical to get him close-in approaching the TDZ. In a way, we embraced the old HS shibboleth: we don’t have to search far and wide for submarines; we just wait near the carrier until the subs show up.

Critical Inner Zone Developments Integrated Ship-Helo Screen Kilo For the vital point defense, the DESRON 31 Commodore, Captain Norm Mosher, integrated the HS into a Screen Kilo by assigning screening stations to ships and helos (two at a time). This first blush basically turned the dippers into ships, compromising their priceless strengths of mobility and unpredictability. Two dippers and six or seven ships in screening stations of the Screen Kilo.

At first, we did poorly, to put it mildly.

Green Flare City.

Submarines penetrated the “integrated” inner screen and shot us up easily.

Captain Mosher conducted a brutal investigation, digging deep with everyone laying all their dirty laundry out for all to see, and that revealed the disturbing situation which had doomed us to failure.

The dipping helos got nothing. The submarines avoided those stations and

chose to penetrate between adjacent ships. Submarines are universally respectful of dipping helos compared to ships.

The screen ships, it turned out, WERE getting sonar contacts - brief whiffs - as the submarines penetrated below the layer hugging the SLD. Seaman Schmuckatelli would see something, but it would quickly go away, so he would not report it, or he WOULD report it and the sonar supervisor would see nothing by the time he came over to check, or the sonar supe WOULD see something and report it to CIC, who would order sonar to track and classify, and the contact would rapidly vanish and there the possible contact died, or the contact would go to the commanding officer or TAO but it would still vanish shortly so the ship would NOT report it.

Why? Because the culture was that a false contact was a failure, a mistake, a black mark. They feared being accused of generating a false contact. To the dilettante, a false contact is a waste of energy, stores, and time.

Report ALL Whiffs No Matter How Poor The VERY STRONG message from Commodore Mosher was made painfully clear: that we could NOT afford to

miss a possible detection. The ONLY way to avoid a MISSED detection is to accept FALSE CONTACTS. A

"The ONLY way to avoid

a MISSED detection is to accept FALSE CONTACTS." POSSUB determined to be NONSUB was a successful outcome and worthy of praise. But, the concern then became what happened to the integrity of the whole screen if one or two ships turned out of their station to prosecute in order to develop higher confidence from POSSUB to PROBSUB. The ships were not nearly as good as the dipping sonar, the AQS-13, in rapidly and accurately CLASSIFYING a subsurface contact as to whether it was a school of fish, a pod of dolphins, a whale, or a submarines.

Also the ships could not attack near as fast as the helos.

So the new Screen Kilo got the word that the ship would immediately report even the faintest fleeting possibility, and the dipper would be dispatched to classify (and attack if a sub), thus minimizing time to classify and time to regain screening station if NONSUB. We still did poorly, to put it mildly. Still green flare city.

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Simplify Communications From Ship To Dipper Even as the hesitation of the ships to IMMEDIATELY report was corrected, the time for the dippers to get the word was not. The dippers were on the radio with the carrier, operating in the carrier control zone. By the time the ship report was passed to the ASWC, then to the carrier, then to the dipper, it was too late: the ship had lost contact and there was a poor datum or a green flare already. Minimizing time to get the word to the dipper was CRITICAL to successful classification, and resolving a POSSUB confidence to NONSUB, and reset. And to avoiding the green flare. Fixed that. Still Green Flare City Speed and Smooth Coordination Getting Helo To Contact Location Ships tried to use their ASACs to “control” the dipper to the datum in the approved override control procedure. Took way too long. Convinced them to pass brg and range to contact immediately and directly to the nearest dipper, one on their side of the carrier if possible. The dipper, hearing a contact report, broke dip WITHOUT WAITING so the ASAC only had to freshen the vector to datum, not to the gate position. Much faster for the dipper to get himself to his preferred dip position: which was NOT on top of datum: we knew where the penetrating submarine was going and getting in his face was

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critical. Not so much Green Flare CITY, but green flares nonetheless.

Free the Dippers to Enhance Unpredictability and Speed Maneuverability But Mosher had one more improvement up his sleeve, and it was probably among his best innovations: Rather than assigning a helo to a unique, specific, dip station, immobilizing it until a ship got contact, he established a number of dip stations: on the creases of the SHIP Screen Kilo stations (where the sub could be expected to be going to split the adjacent ships and penetrate the screen to his torpedo firing position). So now the helos were free to randomly jump from station to station, distressing the submarine, because the dippers were no longer predictable “ships.” Inevitably, such dipping on creases generated contacts where the ships had missed (it was where the sub was going to be penetrating the screen avoiding the predictable ships. Additional “pouncer” stations were set up basically at the expected submarine firing positions inside the screen, assuming the sub successfully penetrated undetected. Dippers hit a pouncer station less frequently but as the gut dictated. A delousing station was among the mix of dipping helo stations.

USS Coral Sea (CV-43) ) in the early 80's. Phantoms, Intruders, Corsairs, Hummers and the H-3 is taking the photo, as usual.

In 32 subsequent ASW engagements against live submarines of a length of at least 8 hours and usually several days vulnerability with the dipper flying around the clock, the good guys got the FIRST good shot 29 times. Truth be told, the other three were open ocean MODLOCs. SHIPS got 85% of the initial contacts once they started reporting what they saw without fear of censure. The dippers became very fast, often getting to the dip on datum or contact sometimes within 5 minutes or less from first alert. All because the comms lags were identified and eliminated and the vectoring process was simplified and accelerated, and the butt-hurt ASACs got over it. The carrier also had to get used to all this activity inside the carrier control zone, which went on during flight ops as well as before or after or between. There WERE a lot of false contacts generated but far more importantly, the MISSED detections went down, way down.

They were unpredictable, mobile, flexible, and tuned in: FAST to react without waiting for orders. A POSSUB or PROBSUB confidence was investigated quickly by the helo which would classify. IF a submarine-like sonar contact, the helo attacked. It already HAD weapons free and hammer so no permissions SLOWED down the kill chain. That was absolutely critical since the sub penetrating the inner zone screen was essentially almost in firing range when detected.

We had to place trust in the HAC. If determined to be NONSUB, the ship was praised for its speed of reporting and help to get the helo on top. If not weapons free because of the political situation, the helo held down and blocked the submarine from approaching to the TDZ and maintained attack criteria.

SPEED SPEED SPEED, Of reporting, of communicating, of controlling, of reacting, of classifying, of ATTACKING.

For comments or questions, please email Tom Phillips thomas.l.phillips1.ctr@navy.mil

NO MORE GREEN FLARE CITY as long as the carrier made good a moderate speed overall track over the ground.

Open ocean MODLOC was basically a death sentence when faced with a viable submarine threat. If no speed made good, the carrier is like the staked goat in Jurrasic Park – meat on the table. IN this situation, the submarine has the initiative, controls time and speed and no number of ASW defenders can assure protection. The carrier sets up the ASW defenses by how it operates and is critical to its own survival.

More on this another time.

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Symposium 2020: Vertical Lift Arriving

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Welcome to the Virtual Exhibit Hall

ost COVID-19 recovery for NHA is NOT about getting back to normal. The goal is to create a better end state where we rethink, retool, and capitalize on opportunity – to create a better new normal going forward.

Canceling the 2020 Symposium just created an opportunity that we would like to share.

The Spring Issue of Rotor Review Magazine will make full use of our new digital capability. We have created a “Virtual / Interactive Exhibit Hall” that offers a similar look and feel of walking through Symposium. Though not a substitute for being able to try out the latest VR Helmet or sit in the left seat of an industry static display aircraft, it will showcase via secure hyperlink what you would have seen from the ease and security of your remote work location in high definition.

Just a hover or a mouse click over a booth space will take you to a demo, a video clip, an infographic, a message, a website or allow connection via social media. Unlike Symposium, this experience is not just for a week but for the entire quarter that the next issue of Rotor Review will be live. We invite you to browse at your own pace.

Check out what is on display or what the next new technology might be. Connect with PERS-43 or MOAA. Take a look at Team Osprey. See what Massif is offering regarding new flight apparel. Take this opportunity as we have taken to create a better new normal and check it out – it is virtually a one on one experience!

Our heartfelt thanks to our exhibitors in the Virtual Exhibit Hall

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Symposium 2020: Vertical Lift Arriving

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Radio Check This issue’s Radio Check question is:

“What War Memorial is a must to visit to understand your service to our country?”

Summer Rotor Review's Radio Check question is: “In times of crisis around the world, is it the job of the military to protect its members, or its citizens? Is it possible to protect both?”

From AFCM, Bruce Browne USN (Ret.) The answer to this question is the USS Midway.

The USS Midway is our Navy’s #1 memorial and is parked in the #1 Navy town, San Diego.

Every time I see it or go aboard, it reminds me of my two tours in Vietnam aboard the USS Valley Forge LPH 8 as crew chief to the ships helicopter, Bearcat One. Other than the canted deck, these two ships are very much alike. The helicopter as well as the fixed wing displays are great examples of all phases of Naval Aviation.

Admiral McLaughlin, his staff, and all docents make this the #1 one tourism spot in San Diego and the 6th most visited in the country.

From LCDR Tom Phillips, USN (Ret.) My service lasted 20 years (not counting Trade School for four years). When I was young and dumb and immortal, my first fleet tour was HA(L)-3. There is no physical memorial site for the Seawolves, but some insight into the larger riverine warfare of which we were a part, can be gained by visiting the Vietnam Unit Memorial Monument on the Naval Amphibious Base, Coronado. Most of my subsequent sea service was carrier-centric and nothing beats the USS Midway Museum for insight into carrier operations. Nothing regarding any shore duty comes to mind. Fly NAVY!

From LCDR Chip Lancaster, USN (Ret.) The Aircraft Carrier Memorial in San Diego. It is located in the Embarcadero Marina Park next to the USS Midway museum. The memorial commemorates the use of aircraft carriers during WWII and beyond. The monument consists of a marble obelisk with the names of all of the U. S. aircraft carriers written on it as well as a short history of the carriers. The obelisk is observed by statues of two sailors; one an aircrewman holding his helmet, the other a sailor holding his seabag. The particular site was picked as it was the old Fleet Landing where thousands of sailors were taken to their ships.

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From Ralph Deyo Every memorial is significant and as a veteran the one that has impacted your life is most likely the one you will associate with your service. Having been in Vietnam, the wall has the most significance to me. Unfortunately I am still unable to stand any closer then the grass off the walkway as I am unable to even look for the names of those I knew and with whom I served. I have tried on several visits and still cannot do it. I will be there in March this year and try again.

From Don Thomson The Vietnam Memorial in Washington, DC. I was a helicopter gunship pilot in HA(L)-3 in Vietnam.

From DPC Thomas Walls, , USNR (Ret.) Being of the generation, I would say the Vietnam Memorial.

Reflections by Lee Teter - Art Print Military Vietnam War Veterans Memorial Wall

From Buck Buchanan The Vietnam Memorial Wall. The “Wall.” Too many buddies occupy a space and it hurts.

From Jon Kline I don’t have a war memorial to recommend, but if you want to understand the sacrifices from Vietnam, both pilot and family perspectives, read Jeremiah Denton’s “When Hell was in Session” and “The League of Wives” by Heath Hardage Lee.

From CAPT Bill Hughes, USN (Ret.) I live near D.C., and tell all my Navy friends there are two sacred parcels of land in America: Arlington National Cemetery and Gettysburg National Battlefield. Do your homework, spend some time, and please bring your kids and grandchildren. By the way, you can also visit around D.C. the sensational World War II Memorial, Korean War Memorial, and iconic Vietnam Memorial Wall on the same trip. Avoid the AprilMay spring "Cherry Blossom Festival" and school field trip attack.

Korean War Memorial

Vietnam War Memorial

World War II Memorial 51

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Radio Check From CAPT Mike Middleton, USN (Ret.) Normandy American Cemetery and Memorial with its Ten Thousand Crosses overlooking the Normandy Beaches always moves the emotions beyond description. Those brave men who “gave their last full measure of devotion” gives special meaning to our own service. At the Memorial, American Veterans were given a single white rose that was placed in the sand of Normandy Beach to memorializes those we lost there. Emotions ran high and the memories of that day will not be forgotten.

From CAPT Walter Steiner, USN (Ret.) With the cinematic success of the current film, "1917" and your Rotor Review's request for suggestions for great military memorials to visit, the American Cemetery at Flanders Field in Waregem, Belgium came to mind. I have a particular personal affection for that United States military cemetery, as I handled multiple Congressional and Congressional Staff Delegations (CODELS/STAFFDELS) over four years in the late 1990's for the US Mission to NATO in Brussels. Our goal was to inform Congressional members and their staffs in order for them to make educated decisions about the enlargement of NATO. I often had either the Members of Congress, their Staffs and/or their spouses to include in the agenda, which of course was not all work and high level meetings. Along with the executive meetings with the U.S. Ambassador, the NATO Secretary General, other Ambassadors, U.S Military Representatives, etc, I wanted them to come away from their visit to Europe, and especially Belgium, with some real visceral appreciation of our service members' sacrifices to defend our Nation, our values and our Allies.

To that end, I would arrange small group visits for Congress to the World War I Flanders Field American Cemetery (https:// www.abmc.gov/cemeteries-memorials/europe/flanders-field-american-cemetery) where I would choreograph a simple ceremony that started with a brief tour of the Cemetery and contextual explanation by an on-site American Battle Monuments Commission (ABMC) staff member. Then, in Service Dress Blue uniform, I would lead the assemblage to the central marble monument on the six acre cemetery where I would have a United States Joint Service military Color Guard present the Colors with all of the due solemnity and reverence for the sacred site and its 368 interred American service men. An American clergyman would bless us with a prayer, I would then read From RADM Jan Gaudio, USN (Ret.) the three stanzas of the poignant poem by John McCrae The National Naval Aviation Museum in Pensacola. (https://www.poetryfoundation.org/poets/john-mccrae), In Flanders Field, slowly and deliberately for maximum emotional effect. Following a suitable silence and period of reflection, the bugler would play Taps. The effect was overwhelming and rare was the dry eye!

I'd like to think that the effect on those members of Congress was indelible and delivered the soul searching consideration and deliberation that goes into supporting questions and decisions of war and peace. On 30 April, 1999, the vote in the United States Senate to enlarge NATO and admit Poland, Hungary. and the Czech Republic was 80-19 in favor of passage.

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From LCDR David "Puddles" Williams, USN Perhaps no War Memorial is more indicative of my service than Section 60 at Arlington National Cemetery. My Uncle was buried in Section 60 in 1978, when it was little more than a swath of open grass. Today, my Grandfather, Navy Cross recipient, CDR Evan K. Williams and my Grandmother are buried there.

Not only are my family members there but so too are many of the service members I have served alongside. As National Geographic writer, Simon Worrall, noted, "Section 60 in Arlington National Cemetery, just across the Potomac River from Washington, D.C., is the final resting place of the men and women who made the ultimate sacrifice in America's most recent wars, especially Iraq and Afghanistan."

From RADM Jay Bowling, USN (Ret.) Tomb of the Unknown Soldier-The Best From RADM Gary R. Jones, USN (Ret.) Regarding “What War Memorial is a must to visit to understand your service to our country?”, for me it is a choice of two, with those serving in the Navy being the USS Arizona Memorial at Pearl Harbor, while another must-see for all is Arlington National Cemetery to include the Tomb of the Unknown Soldier.

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Radio Check USS Arizona Memorial

From Luca Roseano The Arizona Memorial in Pearl Harbor, HI.

From CAPT Al Keil, USNR (Ret.) It's hard to pick one, but I think the Arizona Memorial is the most conducive to reflect on my military service.

From LCDR Chris Yost, USN very visit to the USS Arizona Memorial delivers a profound and memorable effect on service members from all generations. The memorial honors the faithful service of our World War II veterans – patriots from the Greatest Generation, who gave their all, fighting across the globe for freedom. The simple, elegant, and iconic memorial educates our youth and inspires future generations to serve.

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It is a living dedication to the men and women of our United States Navy and Marine Corps, particularly those who paid the ultimate sacrifice while defending our nation’s values, beliefs, and way of life. The heroes forever entombed within her hallowed hull serve as a reminder of a time when our freedom was put to the ultimate test. For nearly eight decades, the United States Navy and National Park Service have honored the Sailors of the USS Arizona with resolve.

Finally, the custom of passing honors between naval vessels consists of sounding “Attention” and rendering a hand salute by all on-deck personnel. Today, it is typical for Navy ship captains to render honors to the USS Arizona when transiting the harbor – an exchange traditionally reserved for vessels underway. This powerful gesture signifies that the memories of our shipmates lost during the attacks on Pearl Harbor live-on in the hearts and minds of today’s Naval Service.

We will never forget the 1,177 crewmembers of this mighty battleship who lost their lives on that fateful Sunday morning, with more than 900 laid to eternal rest in the waters below. May God bless the men and women of our United States Navy and Marine Corps – past, present, future – who defend our Nation across the globe.

Steaming at sea during the 1930s, with her main battery 14/45 guns trained to port.

Official U.S. Navy Photograph, from the collections of the Naval History and Heritage Command.

Rotor Review #148 Spring '20

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Change of Command HSM-40 Airwolves

CDR Ross A. Drenning, USN relieved CAPT Teague Laguens, USN March 26, 2020

HSM-49 Scorpions

HSC-85 Firehawks

CDR Chris Lemon, USN relieved CDR Roy Dalton, USN January 25 2020

HSCWSP The Phoenix

CDR Nicholas “Sly” Sylvester, USN relieved CDR Michael Keaveny, USN April 2, 2020

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CDR Robert Elizondo, USN relieved CDR Gregory DeWindt, USN January 15, 2020

HSC-3 Merlins

HSM-51 Warlords

CDR William Eastham, USN relieved Captain Edward Weiler USN May 1, 2020

CDR Jaason Russo, USN relieved CDR Justin Banz, USN March 13, 2020

HSC-7 Dusty Dogs

HSM-77 Saberhawks

CDR Tom J. Uhl, USN relieved CDR Stephen D. Steacy, USN April 23, 2020

CDR Chad "Cowboy" Upright, USN relieved CDR Ted "Thumbs" Elkins April 26, 2020 57

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History War in the Falklands 1982 Operation Corporate: Lessons For Us Today

By LCDR Tom Phillips, USN (Ret.)

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or those out there who have studied Operation Corporate, a smart step in their professional growth, the Falklands Conflict has several dramatic, exciting, entertaining, and famous elements:

As professionals, this is interesting and perhaps instructive, but the MAIN EVENT for comparison today was the RN two-carrier force against ARA San Luis.

HMS Conqueror torpedoing of ARA General Belgrano, air-to-air war featuring the amazing RN Harriers, heavy and sanguine RN ship losses to Argentine air-to-surface missile and bombing attacks,

"Admiral Woodward is quoted as saying the Argentines could win the war by knocking out (not necessarily SINKING) just one aircraft carrier. "

Outnumbered British ground forces yomping to battle.

Surface ships and ASW helicopters disabling ARA submarine Santa Fe. All had plenty of visibility and attention (and they WERE dramatic, highly visible, and easy for Joe-Six-Pack to understand and enjoy).

However, the RN ASW defense of their two-carrier CVBF, has had little of that visibility nor did that captivate the dilettante attention of Joe-Six-Pack. A goodly portion of that diminished visibility is the RN reluctance to air its ASW business like other warfare areas.

The ASW war down there provides an INTRIGUING glimpse of what the US Navy today might expect in an ASW engagement involving a US Navy CSG or a 2-carrier CSF. It may be surprising to see that our current ASW configuration in the strike group is very similar to what the British had available in the Falklands War. While the neutralization of Santa Fe is well-known, the details may be surprising and less well known.

Preliminary Action – SCTG ASW South Georgia Ops Against ARA Santa Fe: 21-26 April 1982 DD Antrim: Wessex HAS.3 FF Brilliant: two Lynx HAS.2 FF Plymouth: WASP HAS.1 IPV Endurance: WASP HAS.1 Santa Fe was caught on surface in very shallow water after resupplying the Argentine garrison of South Georgia and elected not to submerge; to minimize effect of depth charges and torpedo attacks. HMS Antrim’s Wessex attacked and damaged her with two depth charges, then HMS Brilliant’s Lynx attacked with a Mk-46 which did not acquire in the very shallow water, then three WASPs from HMS Plymouth and IPV Endurance fired eight French AS.12 wire-guided missiles, four of which hit and two of which exploded, knocking Santa Fe out of the war. This is the only submarine kill in combat since World War II. Rotor Review #148 Spring '20

Main Event Battle Force Ops while ARA San Luis a Threat: 19 April – 19 May (30 days) Dates bounding the ASW against San Luis. San Luis deployed 11 April. CVBG arrived in the OPAREA 19 April.

San Luis recalled to port 19 May due faulty torpedoes.

Like they say about a tombstone, it’s not the first or last date that’s significant but what the dash represents.

RADM Sandy Woodward, RN, in command of Operation Corporate, faced a submarine threat with only escort surface combatants and helicopters to protect his two vital aircraft carriers. While four RN submarines were rushed to the general Falklands area, he dared not have any of them near his ships for fear of fratricide. Close stationing of friendly submarines would render all his ships and helicopters weapons tight, and also limit his freedom of maneuver: unacceptable consequences.

Admiral Woodward is quoted as saying the Argentines could win the war by knocking out (not necessarily SINKING) just one aircraft carrier. He kept his carriers beyond range of most Argentine jets, but a Mirage did find him and sank Sheffield with an Exocet during the time Sam Luis was out. Keeping away from the submarine was also of the highest priority.

The concern about enemy submarines was evident as far away from the Falklands as the British staging base at Ascension, 3,300 nm from the Falklands. Departing Ascension, CVBF escort ships generated their first of many datums and spent an hour prosecuting an underwater contact eventually classified as a whale. Woodward said that the problem was that the Argentines could have easily projected a submarine to Ascension in a bold attempt to finish the war before it started.

He also declared that this was by no means the last occasion that whales caused them to get excited.

But San Luis respected the many RN ship and helo radars and limited her combat radius of action by only snorkeling in very shallow water very close to land in the Falklands, 58

minimizing acoustic detection of her diesels, and minimizing radar detection, using land proximity to help disguise her “indiscretion.”

RN Two-Carrier CVBF Composition HMS Hermes: Squadron 826: 9 Seaking HAS.5(HAS Mk V).

12 May - one lost due engine failure 17 May - one lost due malfunctioning RADALT Squadron 826 maintained 3 aircraft in air continuously for six weeks HMS Invincible: Squadron 820: 11 Seaking HAS.5(HAS Mk V) Squadron820 maintained one in air continuously RFA Olmeda: Squadron 820: 2 Seaking HAS.2 (HAS Mk II) DD County class Glamorgan: Wessex HAS.3 Preparing for launch with a Mk44 Torpedo and a Mk11 Depth Charge DD 42 class Coventry: Lynx HAS.2 from the deck of HMS Arethusa (F 38). We generally flew with the doors DD 42 class Glasgow: Lynx HAS.2 damaged removed to save weight, especially when carrying ordnance. Image provided by RADM Gary Jones, USN (Ret.).

12 May and shortly left station DD 42 class Sheffield: Lynx HAS.2 sunk 4 May, helo not lost How far San Luis was willing to come out from her snorkel FF 22 class Brilliant: two Lynx HAS.2 position and get back to land proximity before her batteries FF 22 class Broadsword: two Lynx HAS.2 were drained is unknown. If she insisted on snorkeling only FF 21 class Alacrity Lynx HAS.2 very close to shore in very shallow water, her radius of action FF 21 class Arrow uncertain if WASP or Lynx . was more limited than an AIP diesel of today.

Guessing a Lynx. or nothing?

FF Rothesay class Yarmouth: WASP While “experts” say San Luis was not very competent, note FF Rothesay class Plymouth: WASP that she made all her attacks using sonar only and NO periEarly May detach to reinforce Antrim with LSL gp 10 May scope or other mast. She was not successful only because her torpedoes would not explode. The Brits admitted that had her Additions to CVBG torpedoes worked properly, she would have damaged or sunk FF 21 class Ardent: Lynx HAS.2 three RN ships. Added to the losses to ASMs and bombs, FF Leander class Argonaut: Lynx HAS.2 would that level of attrition have driven the British away?

By then Sheffield had been lost and Glasgow departed 12 May so Net Sum Zero for ASW screening helicopters.

ASW Ops Data Summary: ASW Helo Ops: 2253 helicopter sorties in 30 days, that’s an AVERAGE of 75 sorties per day.

6847 hours in 30 days; that’s 228 hours per day, roughly averaging 3 hours per sortie.

Her daytime radius of action on battery was limited but she did engage RN ships who ventured close to her. On 1 May, San Luis attacked frigates Brilliant and Yarmouth when they approached the islands but her torpedoes failed to function correctly. Brilliant and Yarmouth, aided by three Seakings, searched all day for San Luis but could not find her. She was on the bottom. Thirty depth charges and “numerous” torpedoes fired with no hits.

Next day (the day HMS Conqueror sank ARA General Belgrano), nine RN torpedoes were fired by CVBF ship and helicopters against suspected sub contacts but none heard by San Luis.

During the San Luis threat time period, there were 235 recorded “incidents,” and 314 contacts were made (averaging just under eight incidents and just over ten contacts per DAY).

Available data does not assign who make the contacts or who generated an incident. Fifty Mk-46 torpedoes, seven Mk-44, 39 Depth Charges and 15 mortar salvoes were launched at suspected contacts. Two hundred USN Mk-46 torpedoes were rushed to the RN during the war.

Two days later, San Luis detected frigates HMS Arrow and HMS Alacrity, again near the islands, and attacked Alacrity.

Its torpedo collided with and destroyed Alacrity’s Nixie but failed to explode. Brits did not realize they had been attacked despite the mysterious failure of the Nixie.

Lessons For Us Today While there are a lot of moving parts affecting the decision to go ahead with the amphibious landing, it is INTERESTING that the landings in San Carlos waters were on the 21st of May and San Luis had returned to port 19 May. Hard to believe 59

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History Admiral Woodward and the Brits did not know that salient fact from either satellites or spies. Was the neutralization of San Luis a condition of allowing the landing to go forward?

Despite the deployment of four RN attack submarines, 24hour per day airborne ASW operations, and expenditures of precious time, energy, and ordnance, the British never once detected the Argentine submarine.

They classified with ordnance because they had no choice, the datums being so near the HVUs. They dared not push out beyond the inner zones in view of an unlocated adversary.

So compared to the Harriers, ASMs, HMS Conqueror ops, the yomping, neutralizing the surfaced submarine Santa Fe, the ASW defense of the CVBF garnered no visibility and drama BECAUSE San Luis’s torpedoes would not explode.

But the level of effort against ONE known hostile submarine of limited tactical radius should be hugely sobering today.

"While experts say San Luis was not very competent, note that she made all her attacks using sonar only and NO periscope or other mast. She was not successful only because her torpedoes would not explode."

While San Luis did not find the carriers, had she sunk or damaged a couple of RN ships, would the amphibious landing have been canceled or delayed? Would the RN have withdrawn, at the loss of a couple of ships and the San Luis still at large? Who can say? They accepted ship losses (not carriers – remember Admiral Woodward’s unconditional statement that the loss or incapacitation of a carrier would have won the war for Argentina) and stayed on station.

US: TR just sailed with 6 escort combatants, a gratifying increase from the recent norm of 3-4 escorts, and a positive trend, if only to provide more space for ASW helicopters. Call it 8 helo-capable US escort ships in a two-carrier BF and 12 total escorts.

THEM: They had no fixed wing air ASW on their carriers.

US: We have none.

THEM: They had no VP available.

US: Let’s face it: the size of the current VP community and their myriad important and useful multi-warfare missions could well mean little or no CSG VP ASW support during a complex scenario with other critical competing VP taskings, and VP close-in to the carrier is unusual and uncomfortable for all.

THEM: They had 20 Seakings HAS.5 (radar, dipping sonar, sonobuoys, MAD), two Seaking HAS.2 (radar and dipping sonar) and one Wessex (H-34 turbine (radar and dipping sonar). They had perhaps ten “LAMPS” helicopters (Lynx, radar, sonobuoys, MAD, no dipper) and two WASP “spear carriers” weapon delivery but no sensors) Sum to about 33 screener helos, leaving out simple spear carriers.

US: We can project 22-26 ASW helos using expeditionary squadron dets in a two-carrier battle force, if all rails filled (estimating 8 rail ships based on recent plus-ups of escorts).

Not all escorts are guaranteed to be helo-configured; only about 60% of our inventory are. At this instant, fleet-wide: 27 strike group escort combatants not helo capable, and 59 capable DDG and CG. For example, two of the six TR escorts are NOT helo det capable; par for the course.

Would the Gators have forced their way past San Luis and then plugged San Carlos waters to try to keep San Luis out? Could they have? The littoral geography allowed for that possibility if they could get past San Luis with acceptable losses to the Gators, but they sailed into a cul de sac.

San Luis a lone submarine, was unwilling to venture out far enough to have to snorkel in deep water. Had she been AIP, or had there been several hostile submarines, how would things have turned out?

How Does the RN then Compare to US today?

THEM: They had a small force of escort ships to protect their two carriers. Never more than 10 during the San Luis danger time. ALL had ASW helicopters, if you count the WASPs. Prep for Launch: Note the a/c is secured with nylon lashings (vice chains) and a swivel link attached to the deck and the fuselage at the cargo hook.

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In a peer ASW situation, or even a single North Korean diesel submarine threat in shallow waters of the East China Sea or SOJ, we will be wishing those MH-60 Sierras were MH-60 Romeos.

Readiness Today Who among you has operated multiaircraft around-the-clock for two weeks (and longer now and then) like “we” used to do from time to time, if not frequently.

Often enough to feel the pain and understand reality and to LEARN from real-world experience. How will you fare for 30 days round the clock?

Are you ready for on-the-order-of 235 HMS Antrim Flight's Wessex Helicopter (Westland Wessex HAS Mark III Helicopter, single incidents, 314 contacts, 260 weapons in Rolls Royce turbine engine, ASW with radar, dipping sonar, rescue winch which carried tor30 days? Were they trigger happy? With pedoes, depth bombs and small arms) from HMS Antrim (D-18) which was major combattheir forces and the type adversary, did ant during the Falklands War. This specific helicopter, number 406 from Antrim Flight was involved in the rescue of SAS during the war and it also helped sink the Argentine submarine they have any other realistic choice? Can with a RN aerial depth bomb. This picture is from 1980, one of my personal photos. I was on we, envisioning a submarine unlocated Antrim Det and deployed to the Far East during 1980. CDR Michael Brattland, USN (Ret.) somewhere around a CVBF or CVBG? Are we ready for such level of effort?

Have we practiced it even once? Can we anticipate what will arise as surprising “opportunities-to-excel” during such sustained ops? In a hot war and an ASW threat, will we also have no choice but to be “trigger happy," to use the phrase?

The similarities are sobering, then and now. Study and learn. More related to these issues in the series Awfully Slow Warfare.

NGASAEB References Rand.org/content/dam/rand/pubs/papers/2008/p7083/ pdf “Coping With The Unexpected: Great Britain and the War in the South Atlantic” while not about ASW per se, is a fascinating article on adaptability by Great Britain and should be a lesson to our people who resist innovation.

Important excerpts from this article include: “Wars invariably expose deficiencies in peacetime planning, and no matter how realistic the conduct of exercises and training, it is impossible to simulate combat. Combat continually demonstrates the inherent unpredictability of war and places military professionals in the difficult position of always preparing for the unexpected. Military men must take on chameleon-like qualities – they must constantly adapt to new operational and political realities.

Probably the very best document about ASW in the Falklands is a 1995 monograph by CDR Carl Rader USN, a rotor head, for the Army Command and General Staff College entitled “Forward…From the Sea Into the Torpedo Danger Zone” https://apps.dtic.mil/dtic/tr/fulltext/u2/a300999.pdf

For comments or questions, please email Tom Phillips. thomas.l.phillips1.ctr@navy.mil 61

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History Remember JEST, Cubi PT and the Negritos?

By CAPT Brian Buzzell, USN (Ret.)

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ungle Escape Survival Training (JEST), Subic Bay, Philippines was disestablished with the closure of Naval Base Subic Bay in November of 1992. A unique personal experience formally established in 1965 by Fleet Training Group Pacific to provide follow on training to Survival, Evasion, Resistance, and Escape (SERE) for pilots and aircrew operating in and around South Vietnam in the mid 1960’s and early 1970’s. The USAF around the same time stood up Jungle Survival Training School at Clark AFB while the Army conducted advanced jungle training at Fort Sherman, Panama. If you served in HAL-3 Seawolves, with few exceptions, you were sent to the Philippines for the one-week JEST School. I attended in October of 1971 prior to my reassignment from flying Sealords (logistics) out of Binh Thuy, South Vietnam to Seawolf Detachment Six, Phu Loi (gunships), northwest of Saigon near the Sai Gon River close to the Cambodian border.

The JEST mission was to train aircrews to survive in a hostile jungle environment.

Our trainers were Aetas, the Philippine indigenous people, commonly referred to since Spanish colonial rule as “Negritos.”

Seldom exceeding 4 feet in height, these small dark-skinned aboriginal people were the original Filipinos. Known for their survival skills and warrior ways, the Japanese feared them during the World War II occupation of the Philippines and did not enter their tribal territories. Some Army survivors after the defeat at Bataan and Corregidor fled into the mountain jungles joining the Aetas and surviving until liberation in 1945.

For some, JEST was fun. Having to use the skills in a combat environment when it was not always certain that those who came to the rescue were on your side was not fun.

The Aeta would teach how bamboo is your friend and tool. They would show where to find potable water, where to find cover and sleep, and how to make fire among damp leaves. Plants could become medicines and tree bark become soap. Many a jungle bug was shown to be a solid source of protein.

Tasty too. You would not be taught how to Rotor Review #148 Spring '20

Captain Buzzell with Betty Fielder (SIPAG) and Aeta tribal elders in front of Building 2006 undergoing renovations to house the Aeta Cultural, Skills Training and Livelihood Center. Betty Fielder was the Navy liaison with the Negritos assigned to Commander, US Naval Forces Philippines until Naval Base Subic Bay closed in 1992. She remained in Subic and continues her work as an anthropologist specializing in indigenous peoples and cultures.

shoot squirrel from a tree, but you would learn how to capture monkey from a vine. Both are good eating. So are snakes.

Upon arriving at Cubi Point, Subic Bay, we checked into JEST, were assigned a BOQ room and immediately rendezvoused at the Cubi Point O’Club.

Passing through the upstairs formal bar that contained all the squadron plaques and paraphernalia, we headed downstairs to the “ready room bar” where there were no rules during the Vietnam War. The room had bare walls with small fans, the floor was dirt and straw to make it easier to clean up after the Airwing fights. Drinks were a dime and San Miquel beer a nickel a brown bottle.

Running the length of the room was the dummy F-4 aircraft cockpit that sat on a track leading out of the cinder-block building into a small swimming pool.

It had a lever that controlled a tail hook. It also had a peddle that when held down, and you were instructed to hold it down, kept the hook from dropping.

Result: instant bath! During Happy Hour, the Subic schoolteachers, Cubi Point hospital nurses and, yes, visiting senior officers would pay a dollar to take the ride to “trap.” Obviously, few succeeded in not getting wet! All great fun for those of us just coming from combat in the Mekong Delta. But I digress as we were there for serious jungle training.

The next morning began 4 days of half day classroom training and half day in the jungle learning survival skills from our Negrito instructors. Day 5 was 24 hours in the jungle supervised by an Aeta instructor. Over the course of the week we learned how to navigate, hunt for food, trap wild animals, catch snakes, identify and eat edible plants and make shelters. We wore our flight suits throughout JEST. We were constantly wet as it was the monsoon season in the Philippines. You can imagine what we smelled like at the end of training!

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After graduation, we were offered souvenirs by our Aeta instructors which supplemented their income. You could purchase your personal machete…we all did…bow and arrow, blowgun or a crossbow. Because we were flying back to in-country Vietnam on a military flight out of Clark AFB to Saigon the HAL-3 members were able to take back our new survival tools. My machete became part of my personal survival gear for every flight thereafter. Can you imagine carrying that weapon today?

Navy put them to work protecting the forest from illegal loggers, policing for squatters and intruders on the Naval Base and continuing to facilitate JEST. Cubi Point Naval Hospital provided medical care, a novelty to the tribe. The Negrito were a quiet part of base life.

Then, we left.

In the ensuing years the Aetas, no longer employed by the US Navy, retreated into the mountains surrounding Subic and reverted to their traditional forage and hunting to feed

"After graduation we were offered souvenirs by our Aeta instructors which supplemented their income. You could purchase your personal machete… we all did…bow and arrow, blowgun or a crossbow. " In 1979, I returned to Subic as OINC of HSL-37 Det 7 forward deployed supporting DESRON 15 frigates homeported at Yokosuka, Japan. However, I had no justification to send my aircrew to JEST. It was still functioning, but in a limited capacity primarily supporting Special Forces personnel, e.g. SEALS. I would return in 1991 as a new Navy 0-6 as the PoliticalMilitary Officer, Commander, US Naval Forces Philippines. In this capacity, as events would unfold, I became involved with the fate of the Negritos who lived in the jungles on the sprawling Naval Base.

There are over 100 indigenous peoples throughout the Philippines. The Aeta are the poorest. Originally a nomadic people, today they live in small villages with many on ancestral lands protected by the “Philippine Indigenous Peoples Rights Act of 1997.” Veterans who recall the volcanic eruption of Mount Pinatubo in 1991 that impacted Clark Air Force Base and Subic Naval Base may also recall it destroyed Aeta mountainside villages that had been their homeland for centuries. Most fled to the jungles surrounding Subic and Olongapo City as Clark AFB, closest to Pinatubo had no jungles. They became a displaced people in their own homeland. The US

their families. Unfortunately, today relentless modernization and resulting Filipino prosperity threatens Aeta culture. The youth are being slowly assimilated into the “low lander” way of life, but as “second class” citizens.

The “Subic Bay Metropolitan Authority” or SBMA, the legacy presence to the former Naval Base that created the Subic Free Port and now massive Economic Zone, realized, unless help came from outside the Philippine government the plight of the Aeta would only get worse. SBMA reached out to several Americans and Filipinos who were stationed or worked on the former Navy Base who formed a Philippine social development charity, the “Subic Indigenous Peoples Assistance Group” or SIPAG. I was one of them.

SIPAG has been provided the administration building of the former U.S. Naval Magazine, an area still heavy in dense protected jungle.

The building will become the “Aeta Cultural Skills Training and Livelihood Center.” Activities will include training programs, paralegal, forest management, natural/organic agricultural practices, reforestation, mangrove planting, accounting and financial management, housekeeping, food and beverage, coffee

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production, etc. There will be a School of Living Traditions and an Indigenous People Research Center.

Livelihood development programs will include chili farming and coffee, coconut, cacao, cashew, mango, and pili nut crop processing. There will be bamboo crafts, e.g. bamboo straws and candle holders and ecotourism where the Aeta take and teach tourists about a simpler life through hiking, bird watching, “glamping," biking, and cultural demonstrations. Emphasis is on the ecosystem with reforestation and maintenance of watershed, planting and maintenance of mangroves.

SIPAG has partnered with the Project Handclasp Foundation, (PHF). The PHF is the legacy organization of the former U.S. Navy “Project Handclasp.”

Veterans will remember when Sailors and Marines would go ashore, paint schools, distribute books, and give toys to children and health care products to families. They were first on scene with donated emergency supplies when a natural crisis called for humanitarian assistance and disaster relief.

In 2018, the PHF Board of Directors decided that the final distribution of its assets would be for chartable and social development work in the Philippines, a country arguably America’s greatest friend and ally in Asia. To this end, the PHF Board set up the “Aeta Handclasp Partnership” and contributed $20,000.00 to SIPAG augmenting the funds from the Philippine government to renovate Building 2006 the Weapons Station Administration Building. More is needed.

Few readers of Rotor Review will have heard of JEST; even fewer experienced it. Everyone has heard stories of Cubi Point, and the Cubi Point O’Club, the BOQ bar and nights out in Olongapo, Subic City or the Barrios. Many have visited the Naval Aviation Museum in Pensacola, Florida where the actual Cubi Point O’Club bar resides today.

How it got there is another story. Full of Naval Aviation history and yes, memorabilia recognizing those who had

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History attended JEST. Almost lost to Naval history is the vital role the Negritos played saving the lives of Naval Aviators shot down over Vietnam. Fortunately for me, I did not have to utilize this unique skill set learned on my first squadron tour a long time ago.

Authors Note: If you would like to help renovate Building 2006, checks are welcome by Project Handclasp Foundation at PO Box 141, Alpine, CA 91903 or contact RADM Dan McKinnon, SC, USN (Ret.) at themckinnons@aol.com for more information, suggestions and recommendations. Our goal is to raise $60,000.00 in 2020.

Nearly 50 years later , Captain Buzzell meets one of his Negrito instructors in the jungle at the old Weapons Station, Subic Bay. He is dressed in traditional tribal garb.

The Navy issued fatigues to the Negritos for wear in the classroom at JEST.

Task Force 116 and Operation Game Warden

From Riverine Operations in the Vietnam War https://www.vietnamwar50th.com/ Crewmen of the U.S. Navy Light Helicopter Attack Squadron Three, Detachment Seven at Con Tho, Republic of Vietnam hustle to their armed UH-1E Iroquois helicopter to take off on an Operation Game Warden combat mission over the Mekong Delta, 23 September 1967. Photo by Photographer's Mate First Class R.D. Woods, USN.

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he Mekong Delta, where the Mekong River fans out and empties into the South China Sea, was one of the most economically and strategically important areas of Southeast Asia during the Vietnam War. Six million people, nearly 40 percent of South Vietnam’s population, lived in this humid wetland region south of Saigon. The Delta produced most of the country’s rice crop, and its 3,000-mile network of waterways afforded farmers with an efficient means to transport their produce to market. But in 1965, a group of

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Communist insurgents, known to U.S. troops as the Viet Cong, dominated the Mekong Delta and the adjacent Rung Sat mangrove swamp. From their concealed bases in the Delta, Viet Cong troops launched attacks against nearby allied forces and harassed water traffic moving in and out of the port at Saigon. The Delta became a stronghold for the Viet Cong, and they exploited the area as a source of food and supplies, collecting taxes from the local populace.

A Navy Armed Gunship Helicopter banks in for a low reconnaissance run over a suspected Vietcong staging area in the Mekong Delta of South Vietnam.

This crew, as well as the other Seawolves of Helicopter Attack (Light) Squadron Three, help keep the waters and canals of the Delta open to free trade and deny their use to the enemy during Operation Game Warden, October 1969. Photographer's Mate First Class Dan Dodd

In order to secure the Delta and restore it to Saigon’s control, the United States determined to clear out the insurgents with a series of riverine campaigns. To loosen the Viet Cong’s grip on the Delta, the U.S. Navy established Task Force 116 in late 1965. Comprised of armed patrol boats, landing craft, helicopters, and other vessels, Task Force 116 initiated Operation Game Warden: the campaign to interdict Communist military activity along the waterways of the Mekong Delta and Rung Sat.

The first crews of Task Force 116 arrived in Vietnam in early 1966. They manned river patrol boats (PBRs), which were organized into divisions and based around tank landing ships (LSTs) and dock landing ships (LSDs) anchored in rivers.

The task force also incorporated a squadron of UH-1 “Huey” helicopters, nicknamed the “Seawolves,” for air support.

Typical Game Warden missions included patrolling rivers and canals searching boats, junks, and sampans for enemy contraband, enforcing curfews, supporting allied ground troops, and clearing mines and enemies from shipping channels, especially between Saigon and the South China Sea.

Ha(L) 3 Maintenance Division personnel service two of the unit's helicopters. The Navy Armed Gunship Helicopters fly Operation Game Warden support for Patrol Boats, River (PBRs) in the Mekong Delta, October 1969.

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By the end of 1967, Task Force 116 had secured substantial portions of the Mekong Delta and the Rung Sat. During that year alone, task force personnel inspected tens of thousands of vessels and destroyed, damaged, or captured about 2,000 Viet Cong watercraft along with large amounts of enemy supplies and equipment. These efforts made it difficult for the Viet Cong to continue using the Delta and the Rung Sat as refuges and bases of operations.

www.navalhelicopterassn.org

History What Happened to Navy Culture?

By LCDR Tom Phillips, USN (Ret.)

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hat Navy culture am I talking about? I am talking about historical culture which has defined our Navy for hundreds of years.

Once upon a time, there were no radios. Now for an army, that was not such a big deal as the King might often be near at hand, advising if not actually directing the general.

Or the President might be. An example: the Battle of Bladensburg in the War of 1812, desperately fought in Maryland (just east of DC) to defend our nation’s capital. The President was on the battlefield to “help.” The result of our defeat at Bladensburg was the sack of the capital and the Presidential Mansion (not quite yet called the White House) being gutted by fire along with most of the other public buildings. Yes, citizens, our cousins the Brits won that one and had their way with the capital.

Was the result BECAUSE the President was there? Ask the historians. But not the point.

And should the commander-in-chief be absent, his guidance was only a galloper away: in one direction FROM him, or in two directions if asking him for guidance and waiting for the reply.

And eventually came wigwag flags and heliographs to communicate faster over longer distances and reinforce the ask-permission culture.

The Origins of Army and Air Force Culture.

So Army culture evolved generally toward always having the option to be able to ASK permission or guidance (and to receive guidance - and orders - from the “king” looking over the shoulder of the general) and that option led to s similar Air Force mentality when this “army culture” naturally transferred to the Light Blue, which is a child culturally and otherwise of the said Army.

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If anything, the basic traditional Army culture is even stronger in the Air Force. It is simplistically evident in their basic (if unwritten) mantra: if it is not APPROVED in writing, you can’t do it, no matter how much sense it might make.

The USAF during Vietnam, doing combat rescue did NOT arm with machine guns their combat rescue helicopters doing overland combat rescue into North Vietnam until they were given permission in writing by Big Air Force. They carried the authorizedin-writing personal small arms instead, being good little Air Force boys. (This is documented in their own history so don’t call BS on me. Took about two years for this approval – in early 1967 to be precise. Two YEARS after USAF CSAR began in Vietnam.)

The Origins of Navy Culture.

Now for a NAVY in the many millennia before radios, when a navy ship left sight of land, it was on its own and the captain was god, on his own with nobody to ask, and empowered

a large body of our retired readers, if it was not forbidden in writing, if the Navy man thought it was a good idea, he was free to do it, and knew he would be held accountable if it did not go so well - seated at the end of the green table without the ash trays - and have the opportunity to explain himself. Usually, the seniors understood the credit belonged to the man in the arena, as Teddy, president number 26, famously said. While a controversial president, he did not face impeachment from the congressmen who did not like him. It was a better time in American politics back then.

"It is not the critic who counts; not the man who points out how the strong man stumbles, or where the doer of deeds could have done them better. The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood; who strives valiantly; who errs, who comes short again and again, because there is no effort without error and shortcoming; but who does actually strive to do the deeds; who knows great enthusiasms,

"If it was not forbidden in writing, if the Navy man thought it was a good idea, he was free to do it, and knew he would be held accountable if it did not go so well - seated at the end of the green table without the ash trays - and have the opportunity to explain himself. " to do what he thought was right and best. His orders were necessarily general in nature and he was expected to COMMAND and to make decisions for the benefit of King and Country. No king or commander-in-chief or anybody else could help, once out of sight of land. This led to an historic cultural difference between the land guys and us Navy guys.

In navies, and our Navy, for most of our history and within memory of

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the great devotions; who spends himself in a worthy cause; who at the best knows in the end the triumph of high achievement, and who at the worst, if he fails, at least fails while daring greatly, so that his place shall never be with those cold and timid souls who neither know victory nor defeat."

Consider the difference between Navy culture and Air Force culture in 1965, two YEARS before the Light Blue gave permission to install machine guns in THEIR combat rescue helicopters.

The Navy found itself suddenly in the

The Navy found itself suddenly in the combat rescue business too. What did they do? Went down to the carrier’s armory (the first combat rescue helicopters in 1965 were carrier plane guard helicopters, pushed forward to DLGs or cruisers and told to get on with it) and checked out machine guns and figured out how to mount them in their helicopters: local home-made mods and alts to the airframes. Then went down to the machine shops of the carrier and had armor plate manufactured and then fitted in a few critical places as gross weight permitted. Then flew forward and went to war.

Neither of these innovations were forbidden by Navy Instruction (nor specifically approved either) so they took the initiative, and got’er done, and no resultant green table with or without ash trays, BTW.

The Navy expects you to use your brain. So use it. And don’t ask permission. “They” who program aircraft software and write tactical manuals, will NEVER be able to anticipate all tactical situations you might encounter.

I was taught from the get-go, that the tactics manual was a work in progress which would never be completed.

Taught to challenge and question EVERYTHING in it. It could NOT BE the be-all and end-all of tactical thought, no matter how much the authors might try to make it so. Life is too dynamic for that flawed approach.

We are not robots and God help the country if we become robots.

And I was taught that what we called tactics, were actually procedures which fit a particular situation. Procedures already thought out and ready to use quickly, but for a specific GIVEN situation. For other situations, you are paid to creatively figure out what to do, using the Fundamental Principles.

USAF Culture Summary: If it is not approved in writing, it is forbidden.

US Navy Culture Summary: If it is not forbidden in writing, and if it makes sense, you may elect to do it.

NGASAEB.. Get on with it!

Our first instruction, before being exposed to any actual tactic, was the Fundament Principles which underlie and bound all VIABLE tactics.

The US Navy reinforced this strong cultural difference and it was embodied in all we did and fundamental to all we were taught. We once were taught to THINK, to Innovate, to risk, to ADAPT. Today, it seems that this culture is under fire as SWTIs are taught to do only what is in the tactics manual, and not to deviate or adapt if they encounter a tactical situation where the approved “tactics” are not working. Sorry, but I have been told several times from actual SWTIs this very thing. I can’t think of a worse change to our culture.

A photo of the new Battle of Bladensburg monument face. Entitled Undaunted in Battle, it depicts a wounded Commodore Joshua Barney, Charles Hall, a former slave who was a gunner in Barney's flotilla, and an unnamed Marine.

Barney's marines and sailors stood steadfast while the other Americans fled in what became known as the Bladensburg Races.

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www.navalhelicopterassn.org

Helicopter Firsts The Long Road to the Tiltrotor

by Richard Ward Originally published in Business Aviation, https://www.ainonline.com/aviation-news/business-aviation

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n 1493, Leonardo da Vinci sketched his idea for an aerial screw that he envisioned climbing vertically into the sky, powered by four men, rotating a canvas helix sail around a vertical shaft. Almost 450 years later, Igor Sikorsky flew what is widely recognized as the first practical helicopter, the VS-300, at Stratford, Connecticut. Since that time, thousands upon thousands of manhours and many billions of dollars have been spent on improving the design. The goal: to make a vertical takeoff and landing aircraft fly larger payloads farther and faster. The engineering and aerodynamic factors limiting the capabilities of helicopters are complex and numerous, and thus the design approaches over the years have been varied and innovative. But very few have made it to production.

Why the Tilt Rotor Concept?

While very large, heavy-lifting helicopters such as the CH-47 can carry on the order of 26,000 pounds, most rotary-wing machines are limited to speeds of approximately150 knots at the top end and a range of around 350 nm. One of the most significant factors limiting the maximum forward speed of a helicopter is an aerodynamic phenomenon known as “retreating blade stall.” To balance the lift produced across the disc of a spinning rotor that is moving forward through the air, the advancing blade must reduce its angle of attack to maintain the amount of lift it produces as the helicopter’s forward speed is added to the rotational speed of the blade. The retreating blade must similarly increase its angle of attack, as the machine’s forward speed is removed from the blade’s rotational speed.

As the helicopter’s forward speed increases, the retreating blade will reach a point where the blade tip, the area of the blade rotating the fastest, reaches its critical angle and stalls, causing losst of lift, buffet, and vibration— and ultimately loss of control. Various attempts to expand the flight envelope of the basic helicopter have been made, such as the British Experimental Rotor Programme (BERP), which modified the blade tip to push the world speed record for helicopters to just shy of 250 mph. There were also compound helicopter research projects, including the NASA/Sikorsky Rotor System Research Aircraft (RSRA), which used stub wings and forward propulsion systems. But in the end, if the designer is relying on a rotating blade to provide the majority of lift for the vehicle, retreating blade stall will produce a barrier to top speed, efficiency, and range.

The XV-3 convertiplane for the U.S. military was designed in 1951 as the Bell Model 200.

The aircraft was the first to make the transition from helicopter to airplane mode, in 1958.

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The civilian tiltrotor project now known as the AW609 has been through a long development and testing period, and the aircraft is progressing toward certification in the second half of this year, with deliveries planned for next year.

With fixed-wing aircraft making giant advances, the concept of merging the attributes of a helicopter with a fixedwing aircraft to solve this problem might appear relatively obvious. During cruise flight, the vehicle should rely on a wing to produce the lifting force and the rotors must morph from providing all of the lift while in the hover, to producing all of the propulsive force in wing-borne cruise flight.

Finding the practical solution to the engineering difficulties faced by making this concept a reality has been one of the greatest tasks facing aeronautical engineers and aerodynamicists in the last 75 years. It might come as a surprise that the original pioneers are not household names. William E. Cobey bought Transcendental Aircraft in 1952 and developed the Model 1-G single-seat tiltrotor under an Army/Air Force contract. The centrally mounted Lycoming O-290 piston-powered 1-G crashed as a result of pilot error in 1955, but not before flights had taken place where the prop-rotor drive shafts had been tilted to within 10 degrees of the horizontal airplane mode. This vehicle is recognized as the first to explore transition from vertical flight to wingborne airplane flight.

The XV-3 convertiplane for the U.S. military was designed in 1951 as the Bell Model 200. The aircraft was the first to make the transition from helicopter to airplane mode, in 1958.

A founding father of Transcendental, Bob Lichten, later joined Bell Aircraft, and in 1951 designed the Bell model 200 that successfully competed for funds from the military for two “tilting thrust vector converti planes” as the XV-3. The XV-3 was similar in configuration to the 1-G, in that the Pratt & Whitney R-985 piston engine was centrally mounted in the fuselage and used drive shafts originating from a fuselage mounted transmission to turn the three-blade, 25-foot-diameter prop rotors. But with a its maximum takeoff mass of 4,700 pounds, the aircraft was almost three times the weight of the Model 1-G. The prop rotors were mounted at the end of long drive shafts, a placement that, coupled with fully articulated rotors and an unbraced wing structure, led to rotor instability and very heavy airframe vibration. These factors caused a crash of the XV-3 during a flight in October 1956. The pilot, Dick Stansbury, lost consciousness as a result of airframe vibration during an attempt to expand the flight envelope with the rotors tilted forward at an angle of 17 degrees.

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The company made a number of modifications to the XV-3 that enabled test pilot Bill Quinlan to complete the first full transition from helicopter to airplane mode in December 1958.

Flight Control The XV-3 was also instrumental in defining flight control systems in this new breed of flying machine. In the hover, the pilot was provided with a collective control and twist grip throttle to adjust the power and pitch of the prop rotors. To lift the machine into the hover, the collective was raised and the power increased until the lift generated matched the weight and, exactly like a helicopter, the vehicle lifted into the air.

In a conventional helicopter, the yaw pedals were connected to the tail rotor to adjust its pitch to provide yaw control.

In the XV-3, the yaw pedals controlled the pitch of the prop rotors in a way very similar to how a tandem helicopter such as the CH-46 Sea Knight controlls yaw. The prop rotors are tilted laterally and differentially to provide a yawing moment and so no tail rotor or rudder is required. The aircraft flying controls remained active at all times, but as the prop-rotors are tilted forward during transition, the helicopter controls are mechanically blended out until the collective pitch control is no longer used, and the prop rotors automatically govern speed of rotation against applied power. www.navalhelicopterassn.org

Helicopter Firsts However, one third of the XV-3’s helicopter-style cyclic pitch control was retained in airplane mode to increase maneuverability. This was a remarkable feat of mechanical mixing and hydraulically boosted flying controls, long before stability augmentation systems were introduced. Transition to airplane flight was manually controlled by a “beep” switch located on the collective control. Tilt-rotors that followed the XV-3 broadly copied its flight control systems, albeit with more and more levels of sophisticated automation.

The XV-3 had certainly proved that the concept of the tilt-rotor was achievable, but the XV-3 only ever achieved a level flight cruise speed of 115 knots, which represented little increase over most conventional helicopters of the time.

However, the flame for the tiltrotor concept had been lit, and created many devotees created, both within Bell the wider industry—and potentially most importantly, within the American military.

Moving Forwards into the 1970s Tiltrotors could be divided into sub-categories determined by the disc loading, a measure of the overall size of the prop rotor disc divided by the all-up weight. Experiments using high disc loading, ie small prop-rotors or propellers and large maximum takeoff weights, were being carried out using a tilting wing concept. Most promising among the tilt-wings was the fourengine LTV XC-142A, but this did not progress to production despite relatively favorable test-flying-program results, probably due to the high complexity of tilting not just the rotors, but the entire wing, engines, and all the systems and structures attached or built into the wing.

The tilt-wing concept also required an additional vertically mounted tail rotor to provide pitch control in the hover, which further added to the complexity and weight of the machine.

Encouraged by the XV-3 and subsequent experimentation and research into aeroelasticity by NASA Langley and Ames, wind tunnel tests Rotor Review #148 Spring '20

of large prop-rotors by Bell Helicopter and Boeing, and further research into flight control systems by Vought Aeronautics, NASA and the Army Air Mobility Research and Development Laboratory (AMRDL) initiated the Tilt Rotor Research Aircraft project (TRRA) in 1971. The project was to consist of two phases, with phase one producing a preliminary design for a minimum size proof-of-concept vehicle and phase two, development of the vehicle. Four contractors submitted bids for phase one of the project from which Bell and Boeing Vertol were awarded a $500,000 contract. On April 12, 1973, Bell Helicopter was selected to design and build two tiltrotor research aircraft for a target cost of $26.5 million. The designation XV-15 was allocated to the project and the registrations N702NA and N703NA were reserved.

The major airframe components were received from Rockwell International in October 1975 and, one year later, the first XV-15 was officially rolled out at Bell’s Fort Worth facility at Arlington, Texas. Because of its relatively small size, the XV-15, having a wingspan of 32 feet, 2 inches “and a prop-rotor diameter of 25 feet,” the aircraft lent itself well to ground-running tests both in helicopter and airplane mode. The machine was mounted on a ground tie-down facility resembling a freeway bridge, which gave sufficient clearance for the prop-rotors to be rotated horizontally into airplane mode.

The XV-15 was initially run with a ground fuel supply and protective shields surrounding the cockpit to reduce the risk to the pilots should there be an uncontained failure of a prop-rotor at high rpm. Extensive tests were made of the transmission systems and prop-rotor integrity until, on May 3, 1977, test pilots Ron Erhart and Dorman Cannon took N702NA for its first brief hop, making a rolling takeoff and immediate landing in a profile that maintained all loads at the minimum values.

The flight envelope of the XV-15 was expanded cautiously under direction from NASA Ames. N702NA was disassembled and used for wind-tunnel 70

tests, and N703NA carried out the first transition to wing-borne flight in July 1979.

What followed over the next 20 years was arguably one of the most successful flight-test career of any NASA X-plane.

The XV-15 proved the tiltrotor concept could be turned into a practical aircraft flying off of ships, demonstrating napof-the-earth military flying and Coast Guard search-and-rescue capabilities, as well as operating from commercial heliports and, famously, the White House lawn. In 1981, N702NA performed at the Paris Air Show over a period of 10 days and generated industry confidence in the tiltrotor. The XV-15 impressed everyone, from civilian pilots to American senators and senior military pilots from the Army, Navy, Air Force, and Marine Corps, many of whom were to become supporters of future tiltrotor projects.

JVX to Osprey The XV-15 had U.S. Army funding and had already caught the eye of all the other services, but it was the U.S. Marine Corps, with its requirement to replace an aging fleet of CH-46 Sea Knights and CH-53D Sea Stallions, that was most attracted to advancing the tiltrotor to an operational vehicle.

The public failure of Operation Eagle Claw to rescue U.S. Embassy hostages taken by revolutionary students in Tehran in 1980 gave political impetus to developing an aircraft with VTOL capability and fixed-wing speed and range. In 1982, after a study to compare various concepts, a request for proposals (RFP) was issued under the project name Joint Services Vertical Lift and Experimental (JVX).

The service received only one proposal, from a partnership between Bell-Boeing and in April 1983, the initial contract spelled out requirements: tiltrotor able to fly at 250 knots at altitudes as high as 25,000 feet with 24 fully armed soldiers in a cabin that was also capable of carrying an F-18’s engine. The JVX was also required to operate from the deck of an amphibious assault ship, a condition that restricted the prop-rotor diameter to 38 feet and no more than 1.2 times the area of a CH-46.

V-280 Valor

The need to fit on the ships’ lift also demanded that the wings and proprotors of the JVX folded to limit the length of the machine to 63 feet. To the aerodynamicists in the Bell team, this meant that the disc loading, commonly 4-10 pounds/square foot on a helicopter, would be on the order of 21 pounds/ square foot on the JVX. Such loading would require engines producing in the region of 10,000 hp.

The first prototype JVX, now named the V-22 Osprey, flew at Bell’s research facility at Arlington, Texas, on March 19, 1989, piloted by Bell test pilot Dorman Cannon and Boeing’s Dick Balzer. The aircraft completed the first full transition to airplane mode in September 1989.

The flight test phase of the V-22 Osprey lasted 16 years and was dogged by technical difficulties, four high-profile fatal accidents, and political budgetary machinations until, in 2005, the first deliveries were made to an operational squadron VMM-263. The aircraft has since flown more than 400,000 hours in various combat theaters including Iraq and Afghanistan and is in service with the U.S. Marines and U.S. Air Force. In 2020 it will enter service with the U.S. Navy.

Civilian Applications Since its inception, the tiltrotor was predicted to have civilian as well as military applications, so it was no surprise that in 1996, Bell-Boeing announced its intention to produce a civil tiltrotor design, the Bell Boeing 609 (BB609) based on experience with

the XV-15 and the V-22. The twocrew aircraft was designed to carry nine passengers and have a maximum speed of 275 knots over a range of 750 nm with a maximum takeoff weight of 16,000 pounds. A mock-up of the BB609 displayed at Paris resulted in 36 orders and it seemed the program was up and running.

In 1998, however, Boeing withdrew from the program citing an intention to concentrate only on military helicopters, and Agusta, a participant in the European Future Advance Rotorcraft project (EUROFAR), formed a joint venture with Bell to develop what was now renamed the BA609 (Bell-Agusta).

The first prototype first flew in March 2003 at Bell’s Arlington facility piloted

by Roy Hopkins and Dwayne Williams.

By October 2008, two prototypes had logged 365 hours in both airplane and helicopter mode and in 2009 successfully demonstrated a dual engine failure in cruise flight.

After 2009, little obvious progress was being made on the program, and with no sign of the third and fourth prototypes, Agusta-Westland formally purchased Bell’s share in the project, now renamed the AW609. Certification was planned for 2016.

Flight testing was halted in October 2015 after the second AW609 prototype was destroyed during a high-speed test flight, killing pilots Pietro Venanzi and Herb Moran. The accident was attributed to a dutch roll condition that was not foreseen by concurrent

simulator tests and led to the proprotors striking the leading edge of the wing, causing a hydraulic failure, flight control damage and in-flight break up.

Testing resumed in April 2016, and the third prototype joined the program in May 2016 to carry out icing trials. The fourth prototype is in final production, and with the boost of orders from the United Arab Emirates and Era group coupled with a platform development agreement with the Bristow group, the AW609 program appears to making a recovery and is aiming for certification in the second half of 2018 with deliveries hoped to commence in 2019.

Bell is concentrating on military applications of the tiltrotor, with its V-280 Valor.

The Future Bell, having concentrated on its military programs, has now successfully flown its V-280 Valor Joint Multi Role technology demonstrator in collaboration with Lockheed Martin.

The V-22 fleet is nearing 500, rapidly driving the tiltrotor to a level of maturity that was a distant dream even when the XV-15 took to the skies. And this technology, envisioned decades ago, is embracing newer technology, as around the world there exist many unmanned tiltrotor programs, such as the Bell Eagle Eye, that are furthering the technology required for the next generation of tiltrotors.

Is it possible that the 2020s will be the decade of the tiltrotor?

Business Aviation brings you News and issues relating to business, corporate and private aviation, primarily regarding turbine-engine-powered airplanes and helicopters. Subjects include aircraft, engines, personnel, acquisitions, accidents, safety, security and training.

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True Story We Are Going To Die Taking Off Over a Friendly Base

By LCDR Tom Pillips, USN (Ret.)

This is the third installment in the “We Are Going To Die" series.

A wry but accurate account of a side of combat nobody ever tells you about.

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s if combat wasn’t dangerous enough, Vietnam offered myriad ways to get killed without the enemy laying a glove on you. Some ways involved friendlies, like "friendly" Vietnamese, some involved your own friends, even your own det mates and squadron mates, and some involved other Americans whose names you never learned.

At the nearest local airstrip, which served as our favorite "watering hole" refuel/rearm runway after launching from our home-base (YRBM), there was sited at the end of the runway, a small triangular "fort" typical of the numerous defensive installations sprinkled all over the populated areas of the Delta. The place was built of dirt berms topped with sandbags, surrounded by a moat, and by rings of concertina wire. It was manned by the local Ruff Puffs (Regional Forces/ Popular Forces) including their families; units of home guards, who stood sentry, replenished ammunition and fuel at the strip when it was delivered to them, and maintained whatever barbed wire, punji stakes, or other perimeter defenses that existed at the strip. The fort offered a theoretical rallying point and haven for the nearby population in times of peril.

At the approach of danger, the Ruff Puff’s job was to raise the alarm, man the walls, gather in the friendlies, and wait for the real soldiers to arrive and drive off the enemy. Most of these little places, those located in the more wellpopulated sections of the Delta, anyway, were peaceful little communities by the year 1970, a result of a relatively successful pacification program in the Delta.

We flew over this place whenever we departed the airstrip to the east. One night, as we climbed out, laboring under a full load of fuel and ammunition, in the kill zone and slow to boot, a tracer rose from the wall of the fort, rising straight up before our noses in Rotor Review #148 Spring '20

a streak of red, disappearing overhead.

It was disconcerting to say the least.

Seeing tracer rise into the night was not unusual, but that one was close.

This was my first encounter with the recently growing phenomenon here in the States of non-flyers moving into the neighborhood of an airport, and then complaining about the noise. This guy was ahead of his time and a voice crying in the wilderness, what with him living in South Vietnam and not San Diego. For all I know, he escaped from

"I don’t know whether he’s trying to hit us or not, but the round was close again. Somebody’s going to get hurt if something isn’t done." the Democratic Peoples Republic of Vietnam as one of the boat people and has set up an airport noise consulting firm near Miramar, although no one has taken fire at Miramar that I know of. Maybe they are, and the jet jocks don’t recognize muzzle flashes, since I’m pretty sure the local civilians don’t use tracers.

Taking fire in San Diego is not altogether improbable. I have the singular distinction, as far as I know, of having been hit by small arms fire twice while a student in the training command before I ever got my wings or got anywhere close to a combat zone; once in a T-34 and once in a Huey.

Both times verified by an instructor and squadron maintenance personnel. But that’s another story. . . . .

When we returned to the YRBM that night, we registered a complaint to the local province senior advisor 72

(U.S.), about the carelessness of the sentry at the fort. The province senior advisor is responsible for interfacing between the US and the Vietnamese, coordinating firing clearances, mission support and tasking, and resolving any conflicts. The complaint was forwarded to the province chief (Vietnamese). We thought no more about it.

Two nights later, as we climbed out over the fort again, a tracer rose from the fort, flashing up through our rotor arc right before our eyes. Close. We immediately switched up the province senior advisor, call sign Proper Jackpot Charlie.

"Proper Jackpot Charlie, Seawolf 98.

We just had a repeat of the incident of two nights ago. Somebody in that outpost is amusing himself by taking potshots at us as we go by. I don’t know whether he’s trying to hit us or not, but the round was close again. Somebody’s going to get hurt if something isn’t done."

"Seawolf 98, this is Proper Jackpot Charlie, roger, wait, out." Eloquent, eloquent message. Roger, wait, out.

Formal radio-telephone discipline and usage, and a noncommittal answer.

Any sympathy for us? Any sign of support? Any hope that our position will be relayed with outrage, or at least indignity? Not in those cold cold words.

Proper Jackpot Charlie sounded like some REMF ticket-punching politician afraid to jeopardize his future career. We continued with our mission. As we were returning to the YRBM, we were called back.

"Seawolf 98, this is Proper Jackpot Charlie. In reference to your last, the province chief authorizes me to inform you that the incident you reported, if true, must have been an accidental discharge. The incident is regrettable."

Typical small triangular RF/PF "Fort." Scattered at most strategic or traffic control locations and manned by local militia including their families.

Suspicions confirmed, he’s a jerk.

"Is that it? That’s not the first time this has happened. This shit has got to cease!"

"Seawolf 98, this is Proper Jackpot Charlie, the report has been passed.

That’s all we can do about it. Now I advise you to forget about it. No harm has been done. If the sentry fired at you, he probably didn’t realize his weapon was loaded, over."

"And I guess he probably didn’t realize it was pointed at us when he pulled the trigger either. Glad to hear the report has been filed. We’ll all sleep better tonight, Charlie."

"Seawolf 98, you will confine yourself to proper R-T procedures, this is Proper Jackpot Charlie, OUT." Yeah, well we’ll keep ever before us our proper R-T procedures in the future, but first a switch to UHF Guard, the international military air distress frequency monitored by all. Key the mike, take a deep breath, and scream into the radio; "I HATE THIS F---ING PLACE!"

From out of the ether, perhaps from an Army Caribou transport pilot or a tower operator at some nearby isolated field; "Click-click..."

Another; "Click-click..."

Perhaps from an Air Force F-4 pilot orbiting over a FAC, or JEHOVAH, the big air controller in the sky, somewhere over Cambodia.

Another; "Click-click..." Perhaps from another Seawolf, or a lonely radio watch on a patrol boat sitting ambush. "Click-click, click-click, click-click..." Lots of lonely people out there manning all manner of radio-equipped sites.

Several nights later, as we took off from the airstrip and climbed over the fort, another tracer rose to greet us. It missed close abeam. The lead Seawolf helicopter rolled right and turned to present its starboard door gun to the outpost.

The trail helicopter wheeled sharply left and dove toward the outpost. On command, both helicopters opened fire simultaneously with their six-barreled 7.62mm mini-guns (rate of fire 2,000 or 4,000 rounds per minute, selectable

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by the gunner, one tracer every five rounds). In a period of three seconds, with a terrible ripping noise, 400 rounds of 7.62, including 80 bright red tracers descended in a full metal jacket deluge into the moat in front of the sentry’s post. The water erupted, white and boiling, and just as abruptly subsided, as the echo of the ripping noise faded, a last red ricochet whined into the jungle beyond, and the sudden mist drifted away. We turned away, climbed out, and proceeded on our flight in silence. Not for long "Seawolf 98, this is Proper Jackpot Charlie. I have a report that your fire team attacked the Ruff Puff outpost.

Just what the Hell is going on, over?"

"Uh, Proper Jackpot Charlie, this is 98, uh, tell the outpost that it was an accidental discharge. We didn’t realize our guns were loaded. The incident is regrettable, do you copy? Over."

We never had any accidental discharges from that outpost again.

The sentry always thereafter made it a point to smile and wave vigorously whenever we flew by in daylight, his rifle leaning against the wall of the outpost, in prominent view, and significantly, several feet away. www.navalhelicopterassn.org

True Story Orphaned on a Carrier

I needed to coordinate all this support with the San Diego and the FDR’s Air Department. As the full scope of our dilemma became apparent to me, I had a sinking feeling of abandonment as I watched our ship steaming away over the horizon. Now the four of us were orphans in a strange land.

By CDR John Ball, USN (Ret.)

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uring the summer of 1975 I was a salty VERTREP pilot in HC-6 Det 2 flying the CH-46 helicopter aboard USS San Diego (AFS 6), a combat stores ship on a Mediterranean deployment. This was my second deployment and I was proud to be a Helicopter Aircraft Commander (HAC) and the Det Maintenance Officer.

During the Cold War, it was customary for the Sixth Fleet to have two carriers deployed to the Med. One of the two was USS Franklin D. Roosevelt (CVA 42), commissioned in 1945. She was the least modern of her sister ships, Midway and Coral Sea, and was showing her age, and this was one of her “annual last cruises.” Our det worked with the FDR at times for the occasional VERTREP and mail runs.

I’ll always recall the curious convenience of the outdoor urinals that were tucked away on the flight deck behind the island. In those days it was a man’s Navy.

Those features sure made it convenient for those of us who needed to make a quick pit stop while hot refueling on the carrier.

One day we flew our mail over to FDR, landed on deck, and promptly had a major engine problem. It was obvious this was a serious problem and even though our ship was in sight, we couldn’t return there. This brought that sudden shock of finality that rams itself into one’s consciousness. Here Rotor Review #148 Spring '20

we were sitting on a busy carrier deck, and now we had to shut down. We made a radio call to our ship a few miles away, alerting her to our predicament, and there was nothing they could do. I finally summoned up the courage to fess up to the air boss about our dilemma.

Reluctantly, we shut down and folded

The next few days were filled with activity, frustration, and fatigue. I managed to find someone in the Air Department to help us coordinate with San Diego. We had four bunks and slept in our flight suits. The HC-2 Det helped us as best they could and let us use their ready room. The next morning I found our gray helicopter buried in a dark corner of the hangar bay surrounded by chains, jets, engine cans, pallets, and despair. It felt like we’d never make it back on deck and fly home. During this time in the hangar bay it was inevitable that our big gray helicopter was “zapped” with a few stickers and painted stencils, a not-so-subtle welcome from our new hosts aboard FDR.

"I had a sinking feeling of abandonment as I watched our ship steaming away over the horizon. Now the four of us were orphans in a strange land. " our rotor blades. FDR’s deck was always crowded and no one there appreciated our big, gray non-flyable helicopter sitting in the middle of the deck with another launch coming soon. The air boss, true to his role, was in a bad mood already, and this only added to his wrath. His flight deck crew moved into action, hooked up a tow bar, unchained us, and quickly moved us aside near the island alongside the SH-3G helicopters of the HC-2 search and rescue det.

Suddenly marooned aboard a carrier, I started looking for someone to help us, and my head was filled with plans and contingencies. We needed a new engine, space to change it, tools and mechanics, deck space to test the new engine, and a test flight, not to mention a place to eat and sleep. It was clearly obvious that the presence of our hard down, big ugly helicopter was not welcome. As HAC and the Det Maintenance Officer, I knew 74

Finally, our boys on San Diego flew over a new engine in its gray shipping can along with tools and some of our maintenance team. What a relief to see our friends. Displaying their usual resourcefulness, our mechanics removed and replaced the engine and checked what they could without running it - we couldn’t do that on the hangar deck. I spent most of my time working with ship’s officers to get a time slot to get on deck, unfold our blades, run up and check the new engine, and engage the rotors. We’d have only minutes between the ship’s cycles of launch and recovery to do the checks before the deck crew would move in to clear us aside again.

After hours of waiting and hearing the occasional disparaging comments, our aircraft made it up to the deck.

How the crew got us out of that dark corner I’ll never know. Elated to be up on the flight deck, we did our engine

checks successfully. After we’d shut down and folded blades again, I worked with my contacts to arrange a rendezvous with San Diego. On the third day things were set, and we all strapped in for the short flight over to San Diego. As we lifted off the FDR, I do believe I could hear a collective sigh of relief from the harried flight deck crew. It was a sweet landing back aboard San Diego. Never had a Navy ship felt more like Home Sweet Home.

Cumshaw and the CONEX Box

By AFMC Bruce Browne, USN (Ret.)

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hile deployed on the USS Valley Forge LPH 8 in Vietnam, the Marine Airwing lost its armory in a 20 ft. CONEX container while transporting it to the beach. It was accidentally ejected and went to Davy Jones' locker. Since I had a reputation for procuring most anything (at this time, this was called Cumshaw), I was elected to go ashore and find them another CONEX container.

I got a flight into Marble Mountain and started my search. After a time, I found some Marines stationed there that needed something I could provide, and we made deal for a CONEX to replace the one lost. I have no idea how the Airwing replaced all their weapons. These Marines asked how I was going to get it back to the ship, and I told them to take it out to this sandy field outside the base, and will send an H-46 in to pick it up. I got a ride back to the ship and told the Marines I secured a CONEX and about where it located. They insisted I go with them to pick it up. Although I wasn’t crazy about the idea, I agreed and off we went.

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Heavily damaged CONEX box from Dong Ha. Image from https://www.mcb11.com/1960%20Era%20files/1966_67Davis.htm

When I showed them where the CONEX was, the plane commander said: “You're kidding, right?” I replied. "No, and why do you ask?" He explained that the area was VC controlled, and it changed hands almost every night. He was concerned that the CONEX could be booby-trapped. So, while they covered me with their M16s, I was tasked to check this thing for booby traps. Well, I am telling you I wouldn’t know a booby trap if it was stuffed up my butt. So, here I am walking around this Conex looking for booby traps using my survival knife like I knew what I was doing. I unlocked the doors and tied a rope on the Conex door, got as far away as I could, and then jerked the door open. To my surprise, nothing happened. They then gave me a pendant, and I climbed to the top of the container, rigged the corners with rope, and waited for the H-46 to pick me up.

The plan was that they would hover low enough for me to climb through the hole in the belly, and we would go back to the ship with the CONEX. Well, it didn’t quite happen that way. When I finally hooked up the pendant, I got a huge static charge, and it knocked me off the top of the container. So there I am laying in the sand with my 38 caliber sidearm as I watch the helo with the CONEX heading back to the ship. They left me!

I realized this was supposed to be a dangerous area, and I am there all alone, with no escape in sight. About that time, I saw a Vietnamese who was wearing a helmet and he was close enough to have watched this whole event. He stood up with his rifle, and I said to myself, YOU ARE DEAD. Then he smiled, and I realized he was an ARVN. About 40 minutes later, the H-46 came back to get me and all was well. Reflecting back, that was my only chance to get a combat action medal. But as luck would have, it didn’t happen!

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Off Duty Midway vs Midway

By LCDR Chip Lancaster, USN (Ret.)

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he movies from 2019 and earlier 1976 mark a critical turning point of battle in the Pacific at Midway during World War II. This review is a juxtaposition of the two films, comparing and contrasting the 1976 Midway (color, non-CGI) with the 2019 Midway (color, state-of-the-art CGI). The 1976 movie is filled with headliner stars like Henry Fonda (Mr. Roberts, Once Upon a Time in the West), Charleston Heston (Ben Hur, Planet of the Apes) and Glenn Ford (3:10 to Yuma, Torpedo Run) basically all male and mainly told from the perspective of old guy tacticians with minor young warfighter reference. The 2019 film is just the opposite with non-box office headliners but every bit as accomplished stars like Patrick Wilson (Broadway star, The Conjuring), Ed Skrein (Game of Thrones, Deadpool), Woody Harrelson (Hunger Games, Three Billboards), Dennis Quaid (The Right Stuff, Flight of the Phoenix) including more than a few accomplished women like Mandy Moore (The Princess Bride, This is Us) and mainly told from the view of the young warfighter with old guy tacticians there but more in the background. I loved this contrast of the two movies and will concentrate on the newer film.

The earlier film is a relatively narrow vision starting with the Doolittle Raid (April 1942) with only brief mention of the Battle of Coral Sea and the Aleutians before concentrating on Midway (July 1942). The newer movie has a much broader and deeper focus starting with a preamble meeting between U.S. Naval Attaché and Intel Officer LCDR Layton (Wilson) with Japanese Admiral Yamamoto played by Etsushi Toyokawa (Love Letter, No Way Back) in Tokyo in 1937 before the opening title, assessing each other and the possibility of future war. The movie progresses from Pearl Harbor to the Doolittle Raid to the Marshall Islands then to the Midway action.

CGI was a dim light in the future in 1976 with the first Midway using actual Navy locations like Terminal Island, Long Beach, Point Mugu and Pensacola and use of the USS Lexington and Boxer and a PBY from the CAF supplemented by footage from Thirty Seconds Over Tokyo, Tora! Tora!

Tora! and the John Ford WWII documentary The Battle of Midway along with ship models. Midway 2019 is a CGI blockbuster which director Roland Emmerich (Independence Day, 2012) is well known for. The CGI is absolutely amazing in the air, on the sea and under the sea. While the earlier film uses cockpits with Chroma key back action, the newer CGI effects are crisp and seamless from air combat to surface Rotor Review #148 Spring '20

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action on both sides of the battle line. One feels every bit that they are in the cockpit working the controls or in the back seat gunner’s position firing twin Browning 30’s of the SBD Dauntless dive bomber which is the main aircraft of the film.

The SBD was not the glamorous F4F Wildcat frontline fighter of the day or the later F4U Corsair and F6F Hellcat both of which had not been fleet-introduced before the battle. What the Douglas Dauntless was, was a fleet air-arm work horse in early-mid 1942 along with the Grumman TBM Avenger torpedo bomber. Together, these aircraft and their crews won the carrier battle.

There are some questionable actions/events in both movies.

In the first movie, Heston’s character is a composite of several officers, encompassing an unnecessary familial subplot as well as a bogus solo sinking of the last Japanese carrier and subsequent demise in a heroic ball of flame on the fantail of the Enterprise; Hollywood sensationalist baloney. The later film has questionable actions in Halsey’s burning a flash message so as to never have received it, to an SBD diving off the bow into ground effect, the gear retracting as it scrapes the water with the next Dauntless doing the same thing but ditching and getting run over by the carrier, to the B-26 Marauder attack, to the Japanese destroyer recovery of a downed SBD crew.

Only four B-26s attacked the Japanese fleet with torpedoes vice bombs, two of which were shot down and the torpedoes all missed. With regard to the ground effect, how many of us have done the same thing hot and heavy off the angle, but I’ll buy the CGI, great action. In spite of the questionables, great authenticity is added in the later film by the wrinkled wash khakis, Service Dress khakis and dungarees. Seriously, no one could keep those pressed, let alone clean, in a summer environment at sea.

band musicians to help decode enemy messages. Both movies make mention and follow-ups of key real life warfighters and commanders. Both movies have end credits preceded with suitable quotes to the bravery of the sailors on both sides.

The Midway air encounters were more numerous, reflected in the new movie but not the old. The confusion in the Japanese commander’s orders to their squadrons was reflected in both movies. Of note in the 1976 movie was the critically acclaimed musical score done by composer John Williams (Star Wars, Jaws, Jurassic Park). The only American eyewitness to the entire encounter with the Japanese fleet was ENS George Gay played by Brandon Sklenar (Mapplethorpe, Vice), the lone survivor of torpedo bomber squadron VT-6, reflected in both movies. Also of note in the 2019 film is the character of aircrewman gunner Bruno Guido played by Nick Jonas (The Jonas Brothers, The Voice) whose bravery and Brooklynese inspire his shipmates and chief cryptanalyst CDR Joe Rochefort played by Brennan Brown (Chicago Med, Man in the High Castle) who uses Pearl Harbor Navy

Director Emmerich’s film attempts to show the young warfighter on both sides of the sword and not just the old war horses plotting the tactics. He is denigrated by many in the movie industry, but he has done a magnificent job here and a credit to the Navy. Many of the personal interactions may have been scripted, but anyone who has been there on the “tip of the spear” knows that sort of stuff happens. Hollywood and others may have panned this movie, but this Naval Aviator gives it two thumbs up, more if I had ‘em. Break out the popcorn and drink of choice and settle in to watch this fine film, you won’t be disappointed.

The USS Midway Museum is looking for enthusiastic volunteers to share the historic legacy of the country’s finest aircraft carrier museum with guests from all over the world. From welcoming visitors to helping them safely exploring this massive naval ship, volunteers are the foundation of the guest experience aboard the Midway.

Take a virtual tour. You can visit the Midway from home!

Go to https://www.midway.org/ Applicants must be at least 18 years old and able to volunteer for at least six months. Military experience is not required. Comprehensive training and mentoring will be provided in guest relations, shipboard communications, CPR/first aid and other areas necessary to ensure a safe and enjoyable visit to the Midway.

If you’re a people person, this is a great opportunity to share in the passion of having fun, while building a greater sense of community through an enriching and engaging volunteer experience. More information about becoming a volunteer along with the volunteer application can be found at https://www.midway. org/give-join/volunteers/volunteer-opportunities. If you have questions, contact the USS Midway Museum volunteer coordinator at (619) 398-8289 or volunteering@midway.org.

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Off Duty From Autogiro to Gyroplane by Bruce H. Charnov Reviewed by LCDR Chip Lancaster, USN (Ret.)

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n the days before viable helicopter flight, the rotary-wing concept was explored and perfected. It was perfected not for vertical lift, for which considerable problems still remained, but for Short Take Off and Landing VSTOL aircraft. The timeline for such aircraft went from development to bloom to decline in the period of about 20 years. Bruce Charnov’s in-depth and exceptionally well documented book covers history and extends it into current day aviation.

Today, go online and Google autogiro, autogyro or gyroplane and you will encounter a diverse pallet of aircraft options. Options that extend around the world and cover from onetwo seat kits to multi-person vehicles in both kit and final product form. You do, however, need a separate gyroplane endorsement on your pilot license if you intend to fly such an aircraft, even if you intend to fly within the sport pilot category.

Bruce Charnov’s extensive recounting starts with Juan de la Cierva, the father of the autogiro. He coined the name.

Cierva’s work extended throughout Europe and into England and Russia before coming to the United States. In the U.S., his work was picked up by Harold Pitcairn. Pitcairn and Cierva refined the design to the point where they had direct rotor system control which lead to later helicopter cyclic and collective control systems. The direct control eventually eliminated the wings and wing-borne aileron control surfaces which were previously used. A unique wingless autogiro design had been born.

Charnov does not go lightly into this field of aviation. His story takes it down to the rivets, covering every personal interaction, design alteration and mishap. The autogiro is currently considered one of the safest aircraft to fly, but like so many other new design concepts it was tested in fire.

The mishaps were many in its design development but fortunately fatalities Rotor Review #148 Spring '20

were few, resulting in near perfect production models by the late 1930’s.

Models which offered both commercial and military applications. Businesses around the world from soap producers to postal services made use of autogiros.

Militaries around the world investigated applications from light logistics and reconnaissance to full blown attack aircraft. The first USN and USMC use in the early 1930's included combat use in Nicaragua and shipboard operations.

France and Spain made the most foreign use of the autogiro, but the Russians, always one to go more and bigger, armed them to the teeth with guns, bombs and rockets.

The demise of widespread use of the autogiro was on the horizon with the development of the helicopter. First, in Germany with the Focke-Achgelis Fa-61 capturing world attention followed by the Flettner Fl-282 and then Sikorsky and Kellet designs in the U.S. The handwriting was on the wall for the future of autogiro development as the helicopter would take precedence.

The autogiros contributions would not go unnoticed, with Igor Sikorsky commenting that he thought the autogiro had shortened helicopter development by ten years, a generation in aircraft-years. In the U.S., Harold Pitcairn would give his considerable patents to the government to further the development of the helicopter during WWII.

But, even as the autogiro wound down with the birth of the helicopter, its development started anew following the war. Aviation enthusiast like Bensen, Umbaugh and McCulloch in the U.S., Wallis, Beagle and Fairey in England and Jukka Tervamaki in Finland and others from all over the world gave the autogiro a new birth. Such new development lead to the formation of the Popular Rotorcraft Association (PRA) in the United States and like groups around the world. Charnov’s research continues to the present day and forecasts into the future. His encyclopedic work is not light summer reading but rather a deep investigation into the birth, growth and future of a unique aircraft form and well worth a read. It’s in the NHA Library.

The Pitcairn XOP-1 Autogiro.

The Navy did take offs and landings on the USS Langley in 1931 and the Marine Corps used it in combat ops in Nicaragua in 1932.

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Around the Regions Golden Gater Reunion in Alameda HS-85 Reunion is still scheduled for August, 2020 aboard the USS Hornet Museum in Alameda, California. Make your plans now. Join the HS-85 Golden Gaters Facebook Group for more information.

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Around the Regions The Distinguished Flying Cross Society Dedicates Memorial at Miramar National Cemetery

By Bill Heard of the Miramar National Cemetery Support Foundation

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t was a commemoration and a celebration.

The dedication at Miramar National Cemetery, March 7, of a memorial to recipients of The Distinguished Flying Cross, and a celebration of the 100th birthday of one of its oldest living recipients, retired Air Force Brig.

Gen. Robert L. Cardenas.

Retired Air Force Brig. Gen. Robert L. Cardenas attended the March 7 dedication.

One of the DFC Society’s oldest members, he celebrated his 100th birthday on March 10. The audience rose and sang “Happy Birthday” to him during the ceremony.

National DFCS President Chuck Sweeney and Gene Alfaro, president of the San Diego Lindbergh Chapter, reveal the new memorial during ceremonies at Miramar National Cemetery.

Keynote speaker Dennis A. Schoville, who was awarded the DFC and two Silver Stars, among many other awards for his service as a National DFCS President Chuck Sweeney and Gene Alfaro, President helicopter pilot in Vietnam, paused his remarks of the San Diego Lindbergh Chapter, reveal the new memorial during while some 75 veterans of the San Diego ceremonies at Miramar National Cemetery.

Lindbergh Chapter of The Distinguished Flying Cross Society, active duty officers, and family members rose “Recipients of this prestigious award represent a diversity of backgrounds, ethnicity, military rank, and gender. and sang “Happy Birthday” to Cardenas.

Their aerial achievements are chronicled in their contributions to the advancement of aviation knowledge and technology, to the chaos of aerial combat, to epic rescues, and out to the very edges of space,” he said. Inot is President and CEO of the Miramar National Cemetery Support Foundation, which worked closely with the DFC Society to place the memorial in the cemetery.

Cardenas’s military career stretched from pre-WWII days through Vietnam and the Cold War. Highlights of his service included bomber runs over Germany, escape from a Swiss internment camp after his plane was shot down, launching Chuck Yeager into supersonic flight, and piloting the “Flying Wing” in a flight down Pennsylvania Avenue in Washington, D.C. After the ceremony, the general posed for photos by the newly unveiled monument.

In his remarks, Schoville – Chairman of the MNC Support Foundation – said more than 130 DFC recipients lie at rest in the cemetery.

The black granite monument, emblazoned with the red, white, blue and gold DFC medal, honors those who have received the nation’s highest award for “heroism or extraordinary achievement while participating in an aerial flight.” It stands among seven other monuments to veterans on the cemetery’s Memorial Walk.

Among them are: • Marine 2nd Lt. Gerald Coleman, a World War II bomber pilot who went on to a civilian career as a baseball player, and well-known sports announcer in San Diego.

“Most of our members are ordinary Americans who have accomplished extraordinary things under extremely difficult conditions while in flight,” said National DFCS President and retired Navy Commander Chuck Sweeney, recipient of three DFCs, in closing remarks. “We don’t consider ourselves heroes, we were just doing what we were trained to do and happened to be at the wrong place at the right time…or vice versa!”

• Navy Commander Charles Southwick, whose actions in suppressing enemy antiaircraft fire over North Vietnam in May 1967, paved the way for a successful air strike on the strategic Thanh Hoa Bridge.

• Warrant Officer Richard McCaig, who, while flying a Huey helicopter in February 1969, attacked a Viet Cong assault unit heavily engaged with U.S. tanks, then disregarded the dangerous situation to land his aircraft in the battle zone and medevac a seriously wounded soldier.

Charlie Inot, a Special Forces veteran of Vietnam who wears the Bronze Star Medal, opened the ceremony by noting that,

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Following the ceremony, Sweeney and retired Air Force Lieutenant Colonel Eugene Alfaro, San Diego Lindbergh Chapter president and Vietnam veteran, unveiled the memorial to the applause of the veterans and their families.

National DFCS President Chuck Sweeney and Gene Alfaro, President of the San Diego Lindbergh Chapter, reveal the new memorial during ceremonies at Miramar National Cemetery.

Also participating in the dedication ceremony was Chaplain (Colonel) Rick Blank, Deputy State Chaplain, California State Guard, who offered the Invocation.

Blank is a DFC recipient who flew 248 combat missions with the Air Force’s 366th Fighter Wing out of Danang Air Base. Chaplain (Lieutenant) Gary Monroe, USN, Command Chaplain of Coast Guard District 11, pronounced the Benediction.

Afterward, guests joined DFCS members at the Flying Leatherneck Museum for a reception sponsored by the Flying Leatherneck Historical Foundation that included the cutting of a ceremonial cake topped with a replica of the DFC Medal. General Cardenas was offered the first piece.

President Calvin Coolidge presented the first DFC medal to Captain Charles Lindbergh in 1927 for his solo 3,600-mile flight across the Atlantic.

Retired Air Force Brig. Gen. Robert L. Cardenas attended the March 7 dedicaOther DFC recipients include Navy tion. One of the DFC Society’s oldest members, he celebrated his 100th birthday Commander Richard E. Byrd, General on March 10. The audience rose and sang “Happy Birthday” to him during the Jimmy Doolittle, Senator John ceremony.

McCain, President George H.W. Bush, the Wright Brothers, Astronaut Alan Shepard, Aviatrix Amelia Earhart, and Actor Jimmy Stewart.

The Distinguished Flying Cross Society was founded in 1994. For more information please visit: https://www. dfcsociety.org/ Its members are men and women who were awarded the DFC, as well as some family members. The Society currently has more than 7,000 members nationwide.

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Command Updates HSM-40 Welcomes Commanding Officer LT Tyler Faris, USN, Helicopter Maritime Strike Squadron Four Zero

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APT Teague Laguens was relieved by CDR Ross Drenning during an aerial change of command ceremony for the Airwolves of Helicopter Maritime Strike Squadron (HSM) 40 onboard Naval Station Mayport on March 26.

During the ceremony, Drenning and Laguens flew MH-60R Seahawks in a change of command fly-over event. Drenning assumed all duties and responsibilities as Commanding Officer of HSM-40 in a ceremony attended by family and HSM-40 crew.

A native of Manhattan, Kansas, Laguens was commissioned in 1997 from the United States Naval Academy and was designated a Naval Aviator in 1999. He took command of HSM-40 in September 2018.

Laguens expressed his appreciation for the hard work of his Officers and Sailors during his tenure at HSM-40. “My goal has always been to leave this command even better than I found it and that has only been possible because of the entire Airwolves Team.”

HSM Wing Atlantic Commodore, CAPT Michael Weaver, expressed appreciation for Laguens’ leadership guiding the squadron to the highest levels of operational excellence and allowing HSM-40 to perform well in every aspect.

“It has been a pleasure to watch him lead the team and succeed in a challenging time.

His leadership is noteworthy,” said Weaver.

HSM-40 is one of two MH-60R Fleet Replacement Squadrons (FRS) that train pilots and aircrew of the U.S. Atlantic Fleet, along with foreign students from around the globe. Students train in Naval Aviation’s premiere rotary wing ASW Weapons System, the MH-60R Seahawk.

Aerial Change of Command Ceremony

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Midshipmen Get Virtual Start to Navy Pilot Training

By LT Michelle Tucker, USN Chief of Naval Air Training Public Affairs

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idshipmen got a 360-degree view of flight training during Aviation Selection Night at the U.S. Naval Academy in Annapolis, Maryland, January 9, marking a new era in technology for prospective flight students.

In a partnership between Chief of Naval Air Training (CNATRA), Naval Air Systems Command (NAVAIR) and Naval Air Warfare Center Training Systems Division (NAWCTSD), the U.S. Naval Academy launched two virtual reality (VR) trainer devices during the event at Dahlgren Hall.

The VR trainers will help prepare Midshipmen selected for flight training in an “early start” concept, said Deputy Commandant for Leadership and Character Development and Senior Naval Aviator, CAPT Ryan Bernacchi, USN. “We are thrilled by the arrival of the Naval Academy’s first two T-6B Texan II VR flight simulators,” Bernacchi said. “Their delivery has generated quite a buzz, and our Midshipman are eager to get in and start to get a feel for what’s coming next for those who are selected for flight training upon graduation.”

Implementing VR trainers is a historic step for the U.S. Naval Academy’s aviation program. The two devices will allow students to experience virtual flight in a T-6B Texan II, the aircraft used during primary flight training for the Navy, Marine Corps, and Coast Guard. The objective is to deliver newly commissioned officers to CNATRA who already possess some familiarity with T-6B procedures and subsequently deliver winged aviators more quickly to the fleet.

“The Naval Academy has always had a robust seamanship training program utilizing training patrol craft and sailboats, but we haven’t had the ability to do any aviation training on the

A U.S. Naval Academy Midshipman conducts a simulated T-6B Texan II flight on a newly installed virtual reality trainer device at the U.S. Naval Academy during Aviation Selection Night at Dahlgren Hall. U.S. Navy photo by LCDR Rick Healey, USN.

Academy Yard in over 100 years,” Bernacchi said. “I’d like to express a huge thank you to our Air Boss Vice Adm. Dewolfe Miller, Rear Adm. Greg Harris (N98), and Rear Adm. Daniel Dwyer (CNATRA) for bringing cutting edge VR trainers to the Naval Academy.”

The VR trainers, now set up in a classroom at Luce Hall on Academy grounds and already in use, could also provide an opportunity in the future for Academy leadership look at ways to assess aptitude and motivation for the competitive selection process for Naval Aviation.

In 1911, the Navy’s first airplane was delivered in crates and assembled in Dahlgren Hall, under the supervision of Naval Aviator #1, LT Theodore “Spuds” Ellyson. Successful flight operations commenced the next day, and from 1911-1913, the Naval Academy was established as the Navy’s first naval air station. In 1913, NAS Pensacola, Florida, was established and operations shifted south to more favorable winter weather.

This year’s aviation selectees included 275 Midshipmen selected for pilot training and almost 50 selected for naval flight officer training. Upon graduation, these men and women will report to the “Cradle of Naval Aviation” at NAS Pensacola.

The majority of aviation selectees then begin Initial Flight Screening, which includes ground school and flight in civil aircraft. However, students with a Power Flight Program waiver, FAA recreational pilot, private pilot, or higher certificate proceed directly to Aviation Preflight Indoctrination with Naval Aviation Schools Command.

For more information, visit www.cnatra.navy.mil.

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Command Updates Start of the Season for Whidbey Island SAR

NAS Whidbey SAR Conducts MEDEVAC From Orcas Island A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island conducted a medical evacuation (MEDEVAC) from Orcas Island, Wash., the morning of January 14, 2019. The SAR crew responded to a call just after 10 a.m. to transport a 42-year-old male who had slipped on the ice and suffered an extreme ankle injury where he could potentially lose his foot. SAR picked him up on Orcas Island and transported him to St. Joseph's hospital in Bellingham just before 1 p.m.

NAS Whidbey SAR Conducts MEDEVAC from Lopez Island A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island conducted a medical evacuation from Lopez Island, Wash., Monday, March 2, 2020. A SAR team responded to a call at about noon to pick up a female patient suffering from anaphylaxis on Lopez Island. By approximately 12:40 p.m. the SAR team landed at Lopez Island Airport where the patient was transferred from an ambulance to the helicopter. They transported the patient to Peace Health St. Joseph Medical Center in Bellingham, Washington, landing just before 1:15 p.m. to transfer her to higher care.

Navy Aircraft Noise Monitoring at NAS Whidbey Island and NAS Lemoore From the Office of the Navy Chief of Information The National Defense Authorization Act (NDAA) for Fiscal Year 2020 directed the Department of the Navy to provide a report to the congressional defense committees by March 20, 2020 on real-time sound monitoring at no fewer than two Navy installations on the west coast. Pursuant to this directive, the Navy will conduct real-time noise monitoring of aircraftin-flight at Naval Air Station (NAS) Whidbey Island, Washington and at NAS Lemoore, CA. The Navy will rely on American National Standards Institute (ANSI)/Acoustical Society of America guidance to undertake the monitoring effort. During monitoring periods, the Navy team will place at least 10 Sound Level Meters (SLM) at pre-determined locations “along and in the vicinity of flight paths” as directed by the NDAA. The Navy will also work with local elected officials and other Federal agencies when identifying SLM monitoring locations to ensure community concerns are addressed by the noise monitoring effort. There are no plans to conduct public meetings.

According to Lucian Niemeyer, Acting Assistant Secretary of the Navy for Energy, Installations and Environment, “The Navy values the outstanding community support which allows our military forces to conduct realistic training for our Nation’s security.” Niemeyer added, “We want to make sure our noise monitoring effort is comprehensive and that the data collected meets the intent of Congress and addresses local concerns.”

The Navy will submit a status report to the congressional defense committees by December 1, 2020 and continue monitoring through the summer of 2021. The final report will include the results of such monitoring, a comparison of such monitoring with noise contours developed as a part of this effort and with previously developed noise modeling, and an overview of any changes to the analysis and modeling process that have been made or are being considered as a result of the findings of monitoring.

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HSC Remembers Its Cosmic Past while Looking to the Future LTJG Colby “Skinsuit” Shinholser, HSC-4 (USN)

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ifty years ago on April 17, 1970, an HS-4 helicopter recovered the crew of Apollo 13 safely from the waters of the South Pacific. It was the fifth such mission for the HS-4 “Black Knights”, who also successfully retrieved the crews of Apollo 8, 10, 11, and 12 in the late sixties. In present day, the Wild Cards of HSC-23 look to continue that legacy as they prepare to recover the crews of upcoming Orion and Artemis missions.

In 1968, HS-4 was given the task of developing a program to recover astronauts upon their return to earth. The Sikorsky SH3D Sea King seemed the ideal choice, with its large cabin, state of the art turboshaft engines, and search and rescue pedigree.

CDR Donald Jones, HS-4’s commanding officer, assigned helicopter 66 to be the recovery vehicle. Helicopter 66 went on to perform all five recovery missions, and was recognized around the world. It is arguably one of the most famous helicopters of all time and replicas of the iconic helo can be found in aviation museums across the country. When the Black Knights of HS-4 dropped off the Apollo 13 crew aboard the USS IWO JIMA in 1970, it capped off an historic era for the HS community, one that is still cherished by helicopter aviators to this day.

In 2020, the HSC community is setting up for another monumental era of astronaut recoveries. NASA is planning to return astronauts to the moon by the early 2020s with the Artemis program, and is using the Orion command module to make sure they get there and back safely. The Orion module is designed to splash down in the ocean and then get towed by boat into the well deck of an amphibious transport dock ship (LPD). Depending on sea conditions, the astronauts will either perform an open water recovery to a boat or be towed into the LPD inside the Orion module.

While HSC-4 (the successor of HS-4) is no longer supporting NASA missions, our sister squadron and hangar-mate, HSC-23, has been supporting NASA operations since 2014. Not only will the “Wild Cards” provide Search and Rescue capabilities and Medical Evacuation in support of Orion and Artemis program recoveries, but they also capture vital information that NASA will use real-time to determine the precise touchdown time and location of reentry vehicles. Finally, they will assist boat crews in retrieving module parts such as the forward bay cover and parachutes so NASA can analyze the components for future missions. In fact, a Navy Liaison to NASA Matthew Demyers labeled the HSC helicopters as “instrumental” to the program and its exploration flight testing.

The HSC community is picking up where the HS community left off, providing instrumental expertise and skill in the field of astronaut recoveries.

The crew of HS-4’s legendary helicopter 66 during the Apollo 13 recovery operation.

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Command Updates HMLA 369 Gunfighters Supporting Homeland Security Raymond Rivard

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hen thousands of people from Central America started to migrate to the United States through Mexico. The president ordered active duty troops to assist the Department of Homeland Security, Customs and Border Protection in securing the U.S. southern border.

The migrants did not find armed U.S. troops standing guard. Instead they found troops installing metal bars and wrapping concertina wire around barriers and atop the current fence separating the U.S. from Mexico.

Based at Camp Pendleton, UH-1Ys Yankees from HMLA-369 Gunfighters provided air support to CBP tactical units. The CBP personnel learned how to effectively board and unboard the aircraft when deploying as a Quick Reaction Force to locations along the U.S. border.

Photography by Raymond Rivard

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HSM Weapons School Leads Advanced Tactics Course for HSM Wing Atlantic LT Colin “Geisha” Price,USN, HSMWSL HARP Officer

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The academic curriculum included Electronic Warfare (EW) collection, Surface-to-Air Missile (SAM) envelope management, national technical considerations, and tactical employment of Link 16. Students also completed a hands-on lab with the National Reconnaissance Office’s (NRO) Fusion Analysis & Development (FADE) Multi-Intelligence Spatial Temporal Toolsuite (MIST).

he HSMWSL Talons have been busy training the fleet!

This February, the Talons organized and executed the first Advanced Tactics Course (ATC) of 2020.

ATC is a concept developed in-house at HSMWSL in response to HSM squadrons’ requests for structured tactical training in addition to what is required by the Optimized Fleet Response Plan (OFRP) cycle. It is conducted once per quarter and is open to all pilots and aircrew in HSMWL. Each ATC has a specific focus, alternating between AntiSubmarine Warfare (ASW) and Surface Warfare (SUW). The 2-day course includes an academic and flight or simulator syllabus. During these events, HSMWSL WTI staff members focus on instruction over evaluation, teaching the academic lectures and training labs, and flying simulator and aircraft events.

The following day, HSM-40, HSM-46, HSM-48, and HSM-70 hosted Talon instructors in their ready rooms to lead eight flight events, totaling 22 hours of focused training in the local area.

“This was a very successful ATC, and I’m proud of the Talon team for putting this program together,” CDR Nate “Velcro” Velcio, HSMWSL’s Commanding Officer, said.

“Our instructor staff, both active duty and civilian, is always looking for opportunities to teach and prepare squadrons for deployment. This ATC showcased the most advanced HSM academic lectures to date. We look forward to continuing to advance the tactics of our community and train others to the highest standard.”

During this particular course, HSMWSL hosted 15 pilots and aircrew from HSM-40, HSM-46, HSM-48, and HSM70.

For this iteration, HSMWSL narrowed the focus to Surface Warfare (SUW) and geared the ATC syllabus for aircrew designated Air Combat Training Continuum (ACTC) Level 2 or higher. The Talons started with one full day of academics and then solidified the classroom knowledge with flight events the following day.

In total, HSMWSL has conducted eight Advanced Tactics Courses since 2017. Each course has a slightly different focus and is tailored to current events, deployment schedules, and individual requests by squadrons. While the structure will continue to evolve based on fleet feedback, the Talon mission remains the same – to train HSM crews to fight tonight!

HSM Weapons School Atlantic To counter small boat threats that began emerging in the early 1990’s, the Helicopter Anti-Submarine Light (HSL) Community began deploying helicopters armed with crew-served .50 caliber machine guns and AGM-114 Hellfire missiles. This enhanced lethality required comprehensive weapons and tactical training, so the U.S. Atlantic Fleet HSL Wing Commander established a Weapons and Tactics Unit (WTU) manned by a select handful of highly specialized and trained pilots and aircrewmen. The resounding success of the WTU made it clear to the leaders of the helicopter community that centralized, standard training was the most efficient way to prepare combat detachments for sea.

Helicopter Maritime Strike (HSM) Weapons School Atlantic, was officially established as a new command on 18 May 2005.

The HSM Weapons School serves as the Atlantic Fleet’s center of tactical excellence for training and evaluation of Maritime Strike combat helicopter aircrews. It is responsible for developing and maintaining cost-effective, standardized tactical curricula, including academic, simulator, and flight events for both the SH-60B and MH-60R Seahawk helicopters. The squadron is organized into cells that specialize in the two primary HSM mission areas of Surface Warfare and Anti-Submarine Warfare. The Weapons School also provides conventional ordnance handling and load training, Surface-to-Air Counter Tactics, Low-Slow Flyer Intercept, Electronic Warfare, Maritime Interdiction, and Airborne Use of Force flight training.

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Engaging Rotors Congratulations to TRAWING-5 Wingers

November 22, 2019 TOP ROW: Lt.Col. Gregory R. Curtis, USMC, Commanding Officer HT-28; LTJG Tyler J. Brennan, USN, HT-28; LTJG Edward O. Honey, USN, HT-18; LTJG Tristan M. Morris, USN, HT-28; 1st Lt. Jay C. Stell USMC, HT-28; LTJG Nicholas J. Yusko, USN, HT-18; 1st Lt. Tanoy Mandal, USMC, HT-18; LTJG Neil E. Forsberg, USN, HT-28.

MIDDLE ROW: Lt. Col. John Beal, USMC, Executive Officer HT-18; LTJG Connor J. Sweeney, USN, HT-28; LTJG Elias P. Ney, USN, HT-8; LTJG James S. Baluyut, USN, HT-18; 1st Lt. Matthew A. Catalano, USMC, HT-8; LTJG Benjamin D. Goodrich, USN, HT-18; 1st Lt. Alexander R. Witt, USMC, HT-28; LTJG Jessika L. Ford, USN, HT-8; 1st Lt. Michael J. Sagan, USMC, HT-18; RADM Kyle J. Cozad, USN, Commander, Naval Education and Training Command BOTTOM ROW: CDR Patrick C. O’Neill, USN, Executive Officer, HT-8; 1st Lt. Robert A. Macom, USMC, HT-18; LTJG Evan T. Cook, USN, HT-28; LTJG Ryan S. Ochoa, USN, HT-28; 1st Lt. Julia L. Arthur, USMC, HT-18; LTJG Robert P. Woods, USN, HT-18; LTJG Phillip A. Exner, USN, HT-18; LTJG John L. Jennings, USN, HT-8; CAPT Doug Rosa, USN, Commodore TRAWING-5.

December 13, 2019 TOP ROW: CDR Nathan Moore, USN, Commanding Officer HT-28; LTJG Christopher S. Tribble, USN, HT-8; 1st Lt. Tyler S. Hardenbrook, USMC, HT-8; 1st Lt. Wyeth G. Rietveld, USMC, HT-28; LTJG Blake T. Krell, USCG, HT-8; LTJG Geoffrey P. Youngblood, USN, HT-28; LTJG Thomas J. McEntee, USCG, HT-28; 1st Lt. Jared D. Grove, USMC, HT-28; CAPT Timothy McGuire, USCG (Ret.) Guest Speaker.

MIDDLE ROW: Lt.Col. John Beal, USMC, Commanding Officer HT-18; 1st Lt. Patrick E. McEnaney, USMC, HT-28; LTJG Anthony R. Giovino, USN, HT-18; LTJG Francis J. Carmody IV, USN, HT-8; LTJG Griffin K. Walter, USN, HT18; LTJG Christopher L. Jacobsen, USN, HT-8; LTJG Russell R. Pruitt, USN, HT-8; LTJG David J. Borden, USN, HT-8; CAPT Doug Rosa, USN, Commodore TRAWING-5.

BOTTOM ROW: CDR Lena Kaman, USN, Commanding Officer HT-8; LTJG Caleb J. Teachout, USCG, HT-18; LTJG Hayes P. McCullagh, USN, HT-8; 1st Lt. Henry C. Couzens, USMC, HT-8; 1st Lt. Evan N. Roberts, USMC, HT-8; LTJG Justin M. Luk, USN, HT-18; LTJG Hannah M. Vincent, USN, HT-8; LTJG Gretchen M. Krause, USCG, HT-8.

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Congratulations to TRAWING-5 Wingers

January 10, 2020 TOP ROW: CDR Nathan Moore, USN, Commanding Officer HT-28; LTJG Kai J. Fujisaka, USN, HT-28; 1st Lt. Daniel M. Tilghman, USMC, HT-18; LTJG Thomas W. Reid, USN, HT-18; 1st Lt. Matthew J. McKenzie, USMC, HT-8; LTJG Liam G. Gregory, USN, HT-28; 1st Lt. Beau T. Howes, USMC, HT-8; 1st Lt. Martin P. Shay, USMC, HT-18; LTJG Jacob A. Jackson, USN, HT-8; Col. Jeffrey Pavelko, USMC, TRAWING-5 Deputy Commodore.

MIDDLE ROW: Lt. Col. John Beal, USMC, Commanding Officer HT-18; 1st Lt. Matthew B. Noffo, USMC, HT-28; LTJG Eric L. Jensen, USN, HT-28; LTJG Edmund A. Hendrickson, USN, HT-8; LTJG Andrew W. Robinson, USN, HT-18; LTJG Gabriel R. Samaniego, USN, HT-28; LTJG David N. Stewart, USN, HT-18; LT Daniel W. Siders, USCG, HT-8; LTJG Mark E. Thomsen, USN, HT-28.

BOTTOM ROW: CDR Lena Kaman, USN, Commanding Officer HT-8; LTJG Sarah M. Lankford, USN, HT-18; 1st Lt. Brittany Hartsfield, USMC, HT-8; LTJG Tyler K. Evans, USN, HT-28; 1st Lt. Rene A. Ebarguen, USMC, HT-28; 1st Lt. Robert M. Whitlock, USMC, HT-8; LTJG Andrew M. Habib, USN, HT-28; LTJG Andrew T. Penney, USN, HT-8; LTJG Nicholas G. Tourney, USN, HT-8; Col. Joseph Richards, USMC (Ret.), Guest Speaker.

January 24, 2020 TOP ROW: CDR Nathan Moore, USN, Commanding Officer HT-28; Lt. Col. John R. Beal USMC, Commanding Officer HT-18; LTJG Thomas A. Beutler, USN, HT-28; LTJG Cody M. Moffitt, USN, HT-28; Lt. Daniel A. Gorin, USN, HT-8; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

BOTTOM ROW: CDR Lena Kaman, USN, Commanding Officer HT-8; LTJG Dillon T. Luna, USN, HT-18; LTJG Zachary G. Allen, USN, HT-8; LTJG Steven N. Parsons, USN, HT-18; RADM Scott K. Fuller, USN, Reserve Director Warfare Systems, OPNAV N9R, Guest Speaker.

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Engaging Rotors Congratulations to TRAWING-5 Wingers

February 14, 2020 TOP ROW: Lt. Col. John R. Beal USMC, Commanding Officer HT-18; LTJG Kyle N. Stanford, USN, HT-28; LTJG Noah D. Whitfield, USN, HT-28; LTJG Thompson R. Rowe, USN, HT-8; 1st Lt. Kevin M. O’Toole USMC, HT-28; 1st Lt. Logan M. Fraser, USMC, HT-28; 1st Lt. Francis M. Gossett, USMC, HT-28; LTJG Chad A. Glasscock, USN, HT-18.

MIDDLE ROW: CDR Patrick C. O’Neill, USN, Executive Officer HT-18; LTJG Patrick J. Lavin, USN, HT-8; LTJG Sean C. Moore, USN, HT-28; LT David A. Carrier, USCG, HT-18; LTJG Timothy R. Quinn, USN, HT-8; LTJG Domenic A. Caputo, USN, HT-8; LTJG Zachary R. Witten, USN, HT-18; LTJG Mitchell D. Coutu, USN, HT-28; LTJG Ian J. Tembe, USN, HT-8; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

BOTTOM ROW: CDR Nathan Moore, USN, Commanding Officer HT-28; LTJG Matthew J. McCammon, USCG, HT8; LTJG Raena M. Borcuk, USN, HT-8; LTJG Matthew W. DeMar, USN, HT-28; LTJG Marc W. Pelessone, USN, HT-8; LTJG Michael L. Monson, Jr., USN, HT-18; 1st Lt. Paul T. Boley, USMC, HT-18; LTJG Michael E. Jabaley III, USN, HT-18; LTJG John A. Keeler, USN, HT-8; CDR Mike Gerhart, USN, Commanding Officer VT-3.

February 28, 2020 TOP ROW: Lt. Col. John R. Beal, USMC, Commanding Officer HT-18; CDR Nathan Moore, USN, Commanding Officer HT-28; 1st. Lt. Daniel R. Wild, USMC, HT-18; LTJG Richard J. Curley III, USN, HT-18; LTJG Shane M. Padron, USN, HT-18; ENS Dillon C. Cooley, USN, HT-8; LTJG Alec D. Ferley, USN, HT-8; CAPT Daniel W. Testa, USN, Executive Assistant. to CNETC BOTTOM ROW: CDR Lena Kaman, USN, Commanding Officer HT-8; LT Jessica L. Richardson, USCG, HT-28; LTJG Naadia S. Puri, USN, HT-18; LTJG Allison M. Ridilla, USN, HT-28; LTJG Quoc H. Duong, USN, HT-18; 1st.

Lt. Evan H. Jenkins Jr., USMC, HT-28; LT Robert W. Steinhauser, USN, HT-28; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

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Congratulations to HSC-3 Fleet Replacement Aircrew Class 90700B and 90900A Graduates

December 19, 2020

From left to right: CAPT Edward Weiler, USN, Commanding Officer of HSC 3; Daniel L. Ayres, USN;

AWS3 Julian A.Gonzales, USN; AWS3 Joshua R Nuckles, USN; AWS3 Alex D.Pacheco, USN; AWS3 Kapono K. Bankosh, USN; AWS3 Jeffrey G.Harriman, USN; CAPT Jim Gillcrist, USN (Ret.), Executive Director of NHA.

NHA Membership Options: Join Today, Join for Life!

Go online www.navalhelicopterassn.org/join Type of Membership Cost Payment Plan / Notes 2 Year Nugget Membership $40.00 No Annual Enlisted $15.00 No LTM Enlisted $300.00 Yes, $75.00 x 4 Annual Membership $40.00 No 3 Year Membership $110.00 No 5 Year Membership $175.00 No Nugget Lifetime Membership $500.00 Yes, $125.00 x 4 Active Duty Officer Lifetime Membership $700.00 Yes, $175.00 x 4 with the current $100.00 discount, $150.00 x 4 Reserve, SELRES, Retired, Civilian 59 or younger

$500.00 Yes, $125.00 X 4 60-65 $450.00 Yes, must call (619) 435-7139 66-70 $400.00 Yes, must call (619) 435-7139 71-79 $300.00 Yes, must call (619) 435-7139 80-82 $75.00 Yes, must call (619) 435-7139 83-84 $40.00 Yes, must call (619) 435-7139 85 and above FREE Must call (619) 435-7139

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Signal Charlie 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 fixedwing 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 Mike Brattland at the NHA National Office . His email is retiredaffairs@navalhelicopterassn.org and we will get the word out.

Captain Kenneth T. “Cannonball” Marion, U.S. Navy (Ret.) n March 25th, 2020, Captain Kenneth T. “Cannonball” Marion, U.S. Navy (Ret.) quietly passed away at his home in Coronado, California surrounded by his loving family.

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Ken was a native of West Orange, New Jersey and a 1971 graduate of Villanova University. After graduation, he entered the U.S. Navy through the Aviation Officer Candidate Program and upon completion of flight training earned his Wings of Gold in October 1972. His Navy Helicopter Designator Number is 12283.

Ken’s early Navy assignments include Search and Rescue pilot flying the H-1 at Naval Air Station Alameda, California, and Western Pacific deployments with HSL 37 “Easyrider” aviation detachments, based at Naval Air Station Barbers Point, Hawaii. A plankowner of HSL 37, Ken flew the SH-2F Seasprite from the flight decks of the nuclear guided missile cruiser USS Truxtun (CGN 35) and frigate USS Whipple (FF 1062).

While deployed aboard Truxtun, Ken earned the rare distinction of Golden Shellback, when he crossed the Equator at the International Date Line.

Remaining in Hawaii, Ken served in a Joint Duty assignment on the staff of the Commander-in-Chief, Pacific Command, providing daily intelligence briefings to the Commander during the 1979 Soviet invasion of Afghanistan and throughout the Iranian hostage crisis.

Ken returned to HSL 37 for his department head tour, serving as squadron Operations Officer and Detachment THREE Officer-in-Charge aboard the destroyer USS FIFE (DD 991). Ken next attended the Naval Post Graduate School in Monterey, California and earned a Master of Science Degree in Information Systems Technology.

Selected for squadron command in June 1987, Ken served as Commanding Officer of the world famous HSL 35 “Magicians.”

Under Ken’s command, HSL 35 was recognized for operational excellence, earning the Battle Efficiency “E”, the CNO Safety Award, and the Navy Unit Commendation.

After squadron command, Ken deployed as Operations Officer aboard USS NEW ORLEANS (LPH 11) during Operations Desert Shield and Desert Storm, and served as the final Commanding Officer of HSL 31, the West Coast SH-2F Fleet Replacement Squadron in San Diego.

Returning to Hawaii in 1993, Ken served as Fleet Warfare Officer on the staff of the Commander-in-Chief, Pacific Fleet. There, he played a key role in winning approval for arming LAMPS helicopters with forward firing ordnance. In January 1995, Captain Marion served in major command as Commodore of the Navy’s largest type-wing, Helicopter Anti-Submarine Wing (Light), U.S. Pacific Fleet. During this tour, the wing deployed the Navy’s first Hellfire and forward looking infrared-equipped armed helicopter detachment.

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Ken’s last tour of duty was in command of the Fleet Area Control and Surveillance Facility (FACSFAC) San Diego.

Ken retired from the Navy in March 2001. During his Navy service, Ken earned the Legion of Merit (3 awards), Defense Meritorious Service Medal, Navy Meritorious Service Medal (3 awards), in addition to various other Navy medals, and campaign and unit awards.

Ken’s post-Navy career included jobs as Vice President for Strategic Planning at North Island Financial Credit Union and civil service at his former wing, redesignated as Helicopter Maritime Strike Wing Pacific. Ken managed squadron transitions from the SH-60B Seahawk Helicopter to the MH-60R, and the introduction of carrier airwing based squadrons in the HSM Community.

Ken, a model naval officer and superb naval aviator, was known as mentor and friend to countless naval officers whose careers he nurtured and advanced, and as a kind spirit and quick wit to all who knew him. An outstanding golfer, Ken was former Club Champion (2011) and Senior Club Champion (2009) at the Coronado Men’s Golf Club. In one tournament, he beat the then self-named world’s best athlete, Bruce Jenner, a story he loved to tell while sporting his million-dollar smile.

Always the consummate gentleman, Ken’s goal was to “make sure those he was playing with had an enjoyable time and desired to return,” which he did with style and grace.

Ken and Linda, his loving and devoted spouse, celebrated their 50th Wedding Anniversary on December 7th, 2019. Every year this unique day prompted friends from around the world to call and message to honor this day that “lives in Infamy.”

Their marriage was a true love story and served as an inspiration to others.

Ken is survived by his wife Linda, son Ken Marion Jr (Janine), daughter Jennifer Marion Engstrom (Michael), and two beloved grandsons Luke and Liam.

Fair Winds And Following Seas CAPT Marion. We shall not look upon your like again

CAPT Marion and Betty Stuyvesant at Symposium 2002.

"Old" Commodores reunited at the Members Reunion during Sympsoium 2019 at Viejas. COMHSLWINGPAC Ken Marion and wife Linda & COMHSWINGLANT Monte Squires and wife Brooke.

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Signal Charlie CAPT Frederick R. Bartlett, Sr, USN (Ret.) CAPT Frederick R. Bartlett, Sr, USN (Ret.) 89, former Commanding Officer of HS11, formerly of North Kingstown, RI, passed away very suddenly on March 2nd. He was predeceased by his wife Joan K. Bartlett of Mt. Laurel, NJ, and is survived by his children, Fred Bartlett Jr. of Narragansett, RI, Dan Bartlett and his wife Lourdes of Hawthorne, California, Marjorie Bartlett of Charlestown, RI, and Julie West of Saunderstown, RI. He was the loving grandfather of six children and great grandfather of four. He leaves behind his friend and companion of the last five years, Letty K. Thomas of East Stroudsburg, PA, and his brother Richard Bartlett along with his wife Ann of Lakewood, CO. LT Bartlett, USN received his Navy wings as a Navy Helicopter Pilot on April 4, 1960 in HTG-1 at NAS Ellyson Field, Pensacola, FL. Lt Bartlett is Navy Helicopter Designator #5186.

Capt. Bartlett (AKA Black Bart) was a consummate career naval officer, serving over 30 years in the Navy. After leaving University of Massachusetts, he rose from the rank of ensign and retired as a Captain. He was a jack of all trades, flying fixed wing prop planes, jet aircraft, helicopters, commanding aircraft squadrons, as well as naval vessels including aircraft carriers.

During his long and distinguished career he was stationed in Pensacola, FL, Norfolk, VA, Monterey, CA, Meridian, MI, Quonset Point, RI, with his final posting at the Newport Naval Station in RI, where he taught at the Naval War College. He also served in both the Korean and Vietnam wars. In addition to numerous citations, medals and decorations, he was awarded the prestigious Bronze Star for his actions in Vietnam. After ending his career in the Navy, he moved to Mount Laurel, NJ, where he was employed in the public sector working for a Navy defense contractor. He then moved on to become a history teacher at the Valley Forge Military Academy in PA, where he achieved acclaim for his innovative and life changing teaching skills and curriculum.

Fred was a true family man and along with his wife, Joan, they raised four children, as they traveled from base to base. They instilled and inspired their children’s sense of adventure, independence, athletics, love of nature, and play, especially when it had anything to do with the water and water sports. He also enjoyed camping with the family, and later owning a series of RV campers, each one bigger than the last. His love of all things water related, included water skiing, body surfing, swimming of course, and sailing, where he owned a series of sailboats, each one larger than the last. He continued to expand his mind in his retirement years by attending Elder Hostels, as well traveling abroad visiting the sights he taught about. He enjoyed all sorts of card games, including bridge, which he played most of his adult life.

Fred was the captain of his U. Mass swim team, competed as part of a select Navy Swim team, was captain of his tennis team, enjoyed model railroading, dabbled at golf, as well as running for fitness, and became a champion triathlete in his latter years, completing three ironman triathlons, including the Hawaiian Ironman, which he finished in the year 2000 as a 70 year old. He was also a member of Team USA triathlon, competing in three ITU World Championships held in Perth, Australia, Edmonton, Canada, and Lausanne, Switzerland, along side his son, Fred Jr. He was always an intense but fair competitor, happy to race against people half his age usually with him coming out ahead.

He was a consummate man’s man, stern, but caring, straight- laced, full of vitality, fun activities, was a doting father and true family man. He was an officer and a gentleman, father, grandfather, great-grandfather, husband, companion, athlete, competitor and much, much, more. He will be truly missed by all who knew him, and to all those that loved him very much.

For condolences, visit FaganQuinnFuneralHome.com

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CAPT Ted (T.H.) Brown, Jr., USN (Ret.)

APT Ted Brown, USN (Ret.) passed away on February 26, 2020. CAPT Brown is a member of the Class of 1977 at the US Naval Academy. LTJG T.H. Brown, Jr received his wings at HT-18, NAS Ellyson Field, Pensacola, Fl on November 16, 1979. CAPT Brown was Navy Helicopter Designator Number 15159. CAPT Brown is the former Commanding Officer of HS-5. He is survived by his wife, Paula.

CAPT Brown’s Service was Thursday, 5 March 20201 mile at Viera FL St Johns Evangelist , 5655 Stadium Parkway, Viera, FL. His burial followed at Cape Canaveral National Cemetery. T Fair Winds and Following Seas CAPT Brown Rotor Review #148 Spring '20

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LCDR Robert S. Stevens, USN (Ret.)

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CDR Robert F. Stevens passed away last Saturday, January 25, 2020 in Lakeside, CA. His death was of colon cancer at the age of 73. He was a true warrior in his battle with cancer and will be greatly missed by all that knew him. He was born in Fosston, Minnesota on January 25, 1947.

He was In HC-1 in the early 70’s, NAS Alameda station pilot, flew H-2’s of the USNS Chauvenet, flew for VRF-31 as a ferry pilot., back to NAS Alameda, one tour as a station pilot on Diego Garcia. After retiring, he flew corporate aircraft, including the Gulfstream 2.

LCDR Stevens received his Navy Wings at HT-8, NAS Ellyson field, Pensacola, Florida on September 14, 1971. He is Navy Helicopter Designator Number 11776.

CDR Dick Benne, USN (Ret.), his friend mentioned that he and Bob were stationed together as pilots at NAS Alameda.

During his time at NAS Alameda, Bob had an engine failure in a (H-2) helicopter and autorotated to the water. All persons got out with no injuries. LCDR Stevens was a great and steady pilot.

He is survived by his wife, Denise, son William, and four siblings; Fred, Eddie, Susan and John. His life was enriched with many close friends he met while flying both in the Navy and corporately. All who knew him, loved his kind and generous personality. I don’t believe anyone that ever met him was not drawn to him after getting to know him. He was just that kind of person.

Bob had a love of tractors at an early age growing up in Minnesota; worked summers on the grain harvest and his love of tractors also drew him close to many wonderful people over the years. Bob and his family have a great love for animals and over the years had many horses, dogs, cats and miniature donkeys that brought great joy and unconditional love. He loved to watch Animal Planet and decided he would like to have as many of them if he could!

Military Funeral Honors were held at the Miramar National Cemetery on Thursday, February 13, 2020 a In lieu of flowers, memorial donations may be made to: Military organization of choice or an Animal organization or shelter.

CDR Frank Lewis Mixner, USN (Ret.)

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ommander Frank Lewis Mixner, USN, Retired, passed away January 4, 2020. Frank was born to Dorothy and Ellis Mixner in Stone Harbor, NJ on June 23, 1942, and has two siblings, Suzanne Stanford and Stephen Mixner.

A career naval officer, Frank was a 1965 graduate of the US Naval Academy, earned his wings November 16, 1966, Navy Helicopter Designator Number 8686 at HT-8, NAS Ellyson Field, Pensacola, FLorida and served in HA(L)-3 Seawolves in Vietnam (HA(L)-3, Det 8, 1/18/1971 to 1/14/1972) and as HS helicopter pilot in HS-3, HS-5, HS-9 and HS-1 on the east coast out of NAS Jacksonville, FL in the the US Navy. He was a veteran of the Vietnam War. He also graduated from the Naval Postgraduate School, Monterrey, California in 1978.

As a second career, Frank retired from the Virginia Beach Fire Department where he worked in recruitment, training, and accreditation.

Frank married the love of his life, Renee, in 1993. He has two daughters Michele Mixner DeWitt (Chris) and Meredith Mixner Moore (Jeremy) and three grandchildren, Brighton Ellis, Anderson Ayres, and Raleigh Lauren.

In his spare time, Frank loved to golf and spend time with his three grandchildren, especially watching them compete in sports and school activities, and his two dogs Chip and Molly.

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CAPT Steven H Blaisdell, USN (Ret.) October 4, 1960 – January 4, 2020

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APT Steven H. (Steve) Blaisdell died peacefully on January 4, 2020, after a long illness. While CAPT Blaisdell had many great accomplishments in his military life, what he loved most was spending time with Debbie and the boys, talking all things Auburn and spending time on their farm whenever possible.

CAPT Blaisdell was born in Atlanta, Georgia to Alan and Patricia Blaisdell. He attended Auburn University where he graduated with a degree in Finance. Upon graduation, he entered Aviation Officers Candidate School and received his commission as an Ensign in the US Navy. CAPT Blaisdell received his wings on May 16, 1986 at HT-18, NAS Whiting Field, Milton Florida. He was Navy Helicopter Designator Number 18601.

He then began a 30-year career as a Naval Aviator flying the SH-60B Seahawk helicopter as well as the C-12 King Air. Throughout his career, he completed 5 deployments to the Mediterranean Sea, Arabian Gulf, and Pacific Ocean. In addition to his flying assignments, CAPT Blaisdell was the Commanding Officer of the HSL-48 Vipers in Mayport, Florida and Commanding Officer of Guantanamo Bay Naval Station, Cuba. CAPT Blaisdell had numerous citations and commendations including an Air Medal and Legion of Merit Medal. He also received his Masters degree in Financial Management from the Naval Postgraduate School in Monterrey, California.

CAPT Blaisdell is survived by wife of 33 years, Debbie as well as his sons, Steven Jr. of Jacksonville, Florida and Jeffrey (Mariah) of Roseville, California. He is predeceased by his father Alan and survived by his mother, Patricia as well as brothers, Alan (Sandra) and Randy (Sherri). Services were held at Chets Creek Church, Hodges Blvd Campus, on Friday, January 10th Interment, with military honors, was held in the Jacksonville National Cemetery, on Friday, January 10th In lieu of flowers, contributions may be made in CAPT Blaisdell’s memory online at K9sforwarriors.org.

Arrangements are under the direction of Hardage-Giddens Funeral Home, Jacksonville Beach, FL.

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CAPT Steve Anders Coakley, USN (Ret.)

APT Steve Anders Coakley, USN (Ret.) former Commanding Officer of HC-1, passed away in Jacksonville, Florida on March 26, 2020. He was 87 years old. LT Coakley received his Naval Helicopter Designation on June 4, 1964 at HT-8, NAS Ellyson Field, Pensacola, Florida. His designation number is 7472.

Steve grew up in Los Angeles, California. He was the son of the late Claude and Henrietta Coakley, and the younger brother of the late DeAun Naples. Steve graduated from Los Angeles High School, California, before attending the University of Southern California.

After graduating from USC in 1955, Steve served as a Naval Officer for 30 years, flying the A-1 Skyraider and T-28 Trojan. Steve transitioned to helicopters in 1963 which he flew in Vietnam, where he was credited with the rescue of a downed US pilot. The highlight of Steve’s flying career was as Command Recovery Pilot for the 1971 Apollo 15 Mission. Steve earned Two Meritorious Service Medals, Two Navy Commendation Medals with Combat Valor, the Republic of Vietnam Meritorious Unit Citation (Gallantry Cross) Medal with Palm, and the Antarctic Service Medal.

Steve was an avid traveler and enjoyed traveling all over the world with his loving wife he affectionately called Joanie. Steve also enjoyed RVing, hunting, boating, his 1974 Corvette, and spending time with his family.

Steve is survived by his adoring wife of 64 years, Joan (Rubin) Coakley; daughter Ellen Riley and her husband Jeff; son Tim Coakley and his wife Bonnie; four grandsons: Christopher Coakley, Taylor Coakley and wife Brittany, Caleb Riley, and Rhys Riley; and great-grandson, Aiden Rieland.

In lieu of flowers, Steve’s family asks that you donate to the Alzheimer’s Association (act.alz.org) in honor of Steve’s heroic years of battling this disease. Arrangements to follow. Please Sign the Guestbook @ Jacksonville.com Rotor Review #148 Spring '20

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