Rotor Review Fall 2020 #150

Fall 2020 Number 150

Training: It Doesn’t End with

Flight School

Also in this issue:

The Virtual Gulf Coast Fleet Fly-In and NHA Join-Up “Good Hop, No Problems” Won’t Lead Us to Victory The Rotary-Wing Community Is Working on Helo CONOPS 2.0 Perspectives on the Coming of the CMV-22B to the Large Deck Carrier Help Us Rescue Them In We Remember CAPT Ken Marion and Mr. Joe Peluso

this Issue: Symposium 2019: Rotary Force Innovation and Integration New MAD Technology CRM US Coast Guard in Vietnam

The 2020 Gulf Coast Fleet Fly-In and NHA Join-Up Is Going Virtual!

October 19-23 For the latest schedule and information visit the NHA Gulf Coast Fleet-Fly-In Website

www.navalhelicopterassociation.org There is no charge to attend any of the Fly-In events and sessions.

FOCUS: Training - It Doesn't End with Flight School

Fall 2020 ISSUE 150 MH-60S assigned to the “Black Knights” of HSC-4, practices terrain flight tactical landings during HARP training at Naval Air Facility El Centro, California. U.S. Navy photo by Mass Communication Specialist 2nd Class Ryan M. Breeden, USN 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.

The Future of Training is Artificial ............................................................................................24 LT Steven Cusumano, USN Who Teaches the Teachers?..........................................................................................................28 LT Morgan Maynard, USN Keep Calm and Tilt On................................................................................................................30 LTJG James Ruck, USN Spirit and Spirits: What it Means to Be a Great Flight Instructor........................................32 LT Rob “O.G.” Swain, USN The Start of Something New ....................................................................................................34 AT1 (AW) Lucas Wrobel, USN Call It Education or Call It Training – It Just Never Ends ....................................................36 CDR Michael "Bus" Short, USN My Journey So Far.........................................................................................................................38 AWF3 Robert Broadstreet, USN LOCATION, LOCATION, LOCATION ...................................................................................40

By CDR Greg “Knuts” Knutson, USN

FEATURES

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

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.

Navy Helicopters Are Changing Course The Rotary-Wing Community Is Working on Helo CONOPS 2.0......................................50 CAPT Mike “Dream”Weaver, USN and CAPT Chris “Jean-Luc” Richard, USN High Stakes.......................................................................................................................................53 LT Josh “Oscar”Tassone, USN Perspectives on the Coming of the CMV-22B to the Large Deck Carrier...........................56 Mr. Robbin Laird Help Us Rescue Them....................................................................................................................60 LCDR Rob “Big Daddy” Dalton, USN

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

Rotor Review #150 Fall '20

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DEPARTMENTS

Chairman’s Brief ....................................................................................................................6 National President's Message..............................................................................................7 JO President's Message.........................................................................................................7 In Review..................................................................................................................................8 Letters to the Editor..............................................................................................................9 Executive Director's View...................................................................................................10 Vice President of Membership's Report..........................................................................11 View from the Cabin.............................................................................................................12 On Leadership ......................................................................................................................14 "A Good Hop, No Problems" Won't Lead Us to Victory RADM Jeffrey Hughes, USN View from the Labs .............................................................................................................16 Why Are Those Aircraft Flying Over Us All the Time?

Getting Started Telling Your Stories .................................................................................................17 CAPT George Galdorisi, USN (Ret.) Historical Society...................................................................................................................19 Scholarship Fund Update ....................................................................................................20 Breaking News ......................................................................................................................22 Fair Winds and Following Seas RADM Fillion We Remember ....................................................................................................................42 Mr. Joe Peluso CAPT Ken Marion, USN (Ret.) Awfully Slow Warfare...........................................................................................................64 LCDR Tom Phillips, USN (Ret.) Radio Check ..........................................................................................................................66 True Story...............................................................................................................................68 We Are Going To Die in a Burned-off Rice Paddy Almost Lost My A** in Ash - LCDR Tom Phillips, USN (Ret.) Change of Command ..........................................................................................................72 .

Engaging Rotors ....................................................................................................................76 Signal Charlie .........................................................................................................................80

Editorial Staff Editor-in-Chief LT Michael Short, USN michaelshort91@gmail.com 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 LT Sarah Rupp, USN sarahbrupp@gmail.com Aircrew Editors AWS1(NAC/AW) Patrick M. Miller, USN millerexpeditionco@gmail.com AWR1(NAC/AW) Aaron T. Messner, USN aaron.messner@navy.mil AWR1(NAC/AW/SW) Broc Fournier, USN broc.fournier@navy.mil AWR1 Calder L. Epes, USN calder.epes@navy.mil HSC Editors LT Edward McCarthy, USN (HSC West) edward.j.mccarthy1@navy.mil LT Drew Wilson USN (HSC East) andrew.b.wilson2@navy.mil HSM Editor LT Anthony "Toby" Kline, USN anthony.j.kline@navy.mil USMC Editor VACANT USCG Editor LT Marco Tinari, USCG marco.m.tinari@uscg.mil NHA Photographer Raymond Rivard Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian CDR Joe Skrzypek, USN (Ret.) skrzypek@yahoo.com

Navy Helicopter Association Founders

CAPT A.E. Monahan, USN (Ret.) CAPT Mark R. Starr, USN (Ret.) CAPT A.F. Emig, USN (Ret.) Mr. H. Nachlin CDR H.F. McLinden, USN (Ret.)

CDR W. Straight, USN (Ret.) CDR P.W. Nicholas, USN (Ret.) CDR D.J. Hayes, USN (Ret.) CAPT C.B. Smiley, USN (Ret.) CAPT J.M. Purtell, USN (Ret.) CDR H.V. Pepper, USN (Ret.)

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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 - Shelby Gillis

www.navalhelicopterassn.org

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Rotor Review #150 Fall '20

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

Regional Officers

President.................................CAPT William Eastham, USN Vice President .........................CDR Kenneth Colman, 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 William Eastham, USN Secretary.................................................LT Cort Jones, USN Treasurer .............................................LT Sinjin 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 Sean Rocheleau, USN CAPT Dewon Chaney, USN CAPT Quinton Packard, 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 Richard Whitfield, USN President ....................................CDR Ross Drenning, USN Region 4 - Norfolk Director .......................................CAPT Shawn Bailey, USN President .................................CAPT Steven Thomas, USN

Directors at Large

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 Mifsud, USN (Ret.) CAPT Arne Nelson, USN (Ret.) LT Casey Keilty, USN

AWRCM Nathan Hickey, USN

Region 5 - Pensacola Director ............................................................................TBD President .....................................CDR Patrick O'Neill, USN 2020 Fleet Fly-In Coordinator..........LT Maria Regis, USN Region 6 - OCONUS Director .........................................CAPT Derek Brady, USN President .........................................CDR Jason Russo, USN

NHA Historical Society

Junior Officers Council

President............................CAPT Bill Personius, USN (Ret.) National Pres. / Region 1 ..LT Casey “Screech” Keilty, USN Secretary .............................CDR Joe Skrzypek, USN (Ret.) Region 2 ...................LT Matthew “Cheeese” Wellens, USN Treasurer..........................CDR Chris Fitzgerald, USN (Ret.) Region 3 ................................LT Colin “Cheeto” Bakey, USN S.D. Air & Space Museum...CAPT Jim Gillcrist, USN (Ret.) Region 4 ...........................................LT Eli “Ham” Sinai, USN USS Midway Museum.....CDR Chris Fitzgerald, USN (Ret.) Region 5 .......................LT Maria “Thumbalina” Regis, USN Webmaster........................CDR Mike Brattland, USN (Ret.) Region .................................... LT Roger “Loco” Castle, USN

NHAHS Board of Directors

CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.) CAPT Arne Nelson, USN (Ret.) CDR Mike Brattland, USN (Ret.) CDR Chris Fitzgerald, USN (Ret.)

NHA Scholarship Fund

President .............................CAPT Arne Nelson, USN (Ret.) Executive VP/ VP Ops ...........CAPT Jim Toone, USN (Ret.) VP Plans...............................................CAPT Jon Kline, USN VP Scholarships .......................CAPT Bill Keller, USN (Ret.) VP Finance ..................................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

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www.navalhelicopterassn.org

Chairman’s Brief How He Played the Game

By RADM Pat McGrath, USN (Ret.)

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reetings fellow helicopter professionals! The theme of this edition of Rotor Review is “Training: It doesn’t end with light school.” I think it is a particularly on target subject as we approach the 2020 NHA Gulf Coast Fleet Fly-In. This year’s program will be largely virtual, but it is dedicated to bringing the Fleet to our young aviators, aircrewmen and maintainers, all of whom think that they are about to end the “training” part of their Naval Aviation careers.

Nothing could be further from the truth. These soon-to-be-graduates are just at the start of what should be a life-long journey of learning and honing new skills and mastering the ones that you have learned. For the youngest of us, you should know that to be proficient, you will be required to meet high standards for flying and tactical training. But, being proficient will only get you through training by meeting an objective standard. To truly master your weapon system, you must strive to be perfect, every time, every landing, every mission. It is an unobtainable goal, but you should always test yourself against perfection, because if you do not, you will become “good enough” and will not continually improve.

I did not always have this philosophy during my career. I would learn how to meet the standards and be content in my skill level. A couple of events changed the way I looked at training and what level of expertise I was willing to accept in myself.

I flew eleven years in the Fleet and then went into the reserves. I flew with pilots from all other communities while in the reserves. You could pretty much tell who flew what aircraft from how they handled the H-2. The group that impressed me most was the former H-46 pilots. The reason they impressed me was they were perfect in their handling of the aircraft over the spot. Even on a slow Tuesday night at 2100, they were able to put the aircraft exactly where it needed to be every time. They were not “around the right place,” they were perfect. In the Fleet, they made their living placing an exceptionally large aircraft in often very tight spaces and with people running around those spaces. For them, it was a matter of life and death at sea. They chose then to fly every flight in port as if they were over a tight spot at sea at night. The standard they set was perfection, and they held themselves to it for the rest of their careers.

I was fortunate to be able to fly right up to the end of my thirty-three-year career. I would usually go out with the CO or some very experienced instructor and I would put the aircraft through its paces. I treated every one of those flights very seriously. I knew that, however well or poorly I flew, they would say, “Nice flight, Boss.” But, I had two things driving me to try to do my best in absolutely every maneuver. One was the hope that I could someday actually complete the perfect flight.

That was the standard I set for myself (though never achieved).

The other reason I worked so hard on those flights was a story I once read about Joe DiMaggio. He was in his last year on a Tuesday night in Cleveland and he stretched a single into a double by hustling. After the game, a reporter asked him why he played so hard. DiMaggio told him that there were people in the stands who had never seen him play, or who would never see him play again. He wanted them to know how he played the game. I wanted my crewmates to know how I treated every flight!

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National President's Message Double Dog Dares

By CAPT Will “Easy” Eastham, USN

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mack! The sound echoed throughout the graduation hall at NAS Whiting Field as my Mother’s palm firmly landed upon my chest. She had just pinned my shiny new Wings of Gold and, despite being repeatedly warned not to, my mother just could not resist my roommate’s double dog dare. Before even taking the stage, she had set her mind to mounting the new insignia on my SDB jacket in a more “traditional” manner. And so, despite the very well expressed wishes of the on looking Commanding Officer of HT-8 at the time, she did so with authority! Thanks Gabe.

That audible smack may have concluded my days as a true flight school “student” with a bang but training-wise, I think it’s safe to say not much else ended that day. In fact, the education of a lifetime was just beginning. Naval Aviation training definitely does not end in flight school! Much like your NHA, we are a living, breathing organization and, as I was to find out, so much of our best training is founded within culture, mentorship, and experience on the job, and on the sticks.

Speaking of experience, I encourage everyone to be on the look out for the 1st ever Virtual Gulf Coast Fleet Fly-In, (VGCFFI) 19-23 October! I think you’ll find the format unique and easily accessible but also true to the parts of the VGCFFI that many of us have enjoyed in the past, a trip out to Pensacola Beach notwithstanding.

This is truly a premier event on the Rotary Wing calendar and an opportunity for Naval Rotary Wing Aviation to highlight all of the great things happening across the Fleet. And just maybe, somewhere along the way, we’ll help show a fledgling flight school student with a head-strong mother out there how truly awesome of a team they are joining! I hope all of you, your squadron mates, and your families are healthy during this time. Every member counts and we remain stronger together!

Fly, fight, lead, win. All the bests… V/R Easy, NHA Lifetime Member #25

JO Council President's Message LT Casey “Screech” Keilty, USN HA Warriors!

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I am extremely excited for you all to dive into this edition of Rotor Review targeting Naval Aviation training!

Every single flight of my naval career provides an opportunity to learn. Formation maneuvers in the T-34C instilled the value of section management, cross country flying through New York City in the FRS taught the importance of airspace and radio discipline, and refueling at an austere FARP near Helsinki, Finland exposed me to the impressive spectrum of environments where the H-60 can execute tasking in support of our nation’s security and interests. The training never stops. Whether you plan on spending five or twenty-five years in the Navy, embrace the journey and challenge yourself to continue learning in the variety of domains and missions Navy helicopters support!

During my first deployment, I completed an absolutely exhausting mock HAC Board. My detachment aircraft commanders questioned me for 3+ hours in an effort to develop my decision-making process. My Det OIC, LCDR Aaron “Dempsey” Berger, could see the defeat in my face and took the time to mentor me through professional development. He shared, “you will never stop learning during your time in the Navy, and three personal attributes contribute to success in life regardless of your profession: Attitude, Dedication, and Humility.” These pillars of success continue to support the foundation of my approach toward instruction, officership, and leadership in my rotary wing career.

Every day at HSC-3, I witness how applying these principles to flight instruction and mentorship produces proud and motivated Fleet Replacement Pilots who strive to become better aviators. This issue of Rotor Review shares the stories of helicopter aircrew who recognize earning your Wings of Gold only marks the beginning of your opportunity to learn and grow.

Every member of the Rotary Wing Naval Aviation Community represents a force multiplier in the fight with valued perspective in the air and on the ground.

I look forward to flying and learning with you all – Fly Navy!

V/r, Screech 7

www.navalhelicopterassn.org

In Review Training- It Doesn't End in Flight School

By LT Michael "Bubbles" Short, USN

Esteemed Readership, In our last issue’s Radio Check, I posed the following question: “What does it mean to be a great instructor?”

The responses that poured in were inspirational. Our readers gave us accounts of some of the best instructors from whom they had learned at varying points in their careers. These submissions compelled me to reflect on my professional journey, and the litany of men and women who are responsible for where I am today. To me, there are two traits that have been constant amongst the many fantastic instructors I’ve encountered along the way. Those traits are confidence and humility. I’ve always had a tremendous amount of respect for those individuals who were quiet and humble experts in their craft; those who exhibited an undisputed level of competence in their knowledge and abilities, but didn’t need to make it known with words. To me, LCDR Eric “Cher” Gow comes to mind as the consummate example of such a leader. Cher served as the Tactics Officer for the majority of my Fleet tour at HSC-28 in Norfolk, Virginia. He was, and still is, one of the most stellar instructor pilots I’ve ever shared a cockpit with—he coupled an unparalleled tactical aptitude with a willingness to impart that on every single one of his copilots.

And most importantly, he never pretended to have all of the answers. He empowered the Junior Officers at our squadron to seek out new information, and to learn alongside him.

Our Navy is full of extremely talented people, all of whom have great leaders and mentors to thank. While we look back and acknowledge those who have guided us to this point, we must not fail to look forward with the understanding that new learning must occur every single day. Whether you’re a maintainer helping stand up the United States Navy’s first CMV-22B squadron, a Lieutenant at HSC Weapons School, Pacific, guiding the tactical growth of future young pilots in the community, or an Admiral at Navy Personnel Command, spearheading new processes for development and detailing of individuals across the service, the training never stops.

The editorial staff at the U.S. Naval Institute’s Proceedings magazine has generously allowed us to republish an article, written

by CAPT Mike “Dream” Weaver and CAPT Chris “Jean-Luc” Richard, which outlines the coming shift in the organization and focus of the rotary-wing community. In a global situation that is constantly evolving, the training and development of our Sailors will be critical, now more than ever.

I hope you all enjoy the contents of this training-focused issue as much as I have. Thanks for reading. We’ll see you again in 2021!

RADIO CHECK The theme of our Winter 2021 issue is “Deployed…Now What?”

In this iteration of our Radio Check, we’d like to hear about the deployment experiences of our readers.

Operational deployments demand that units and individuals confront constant challenges, solve complex problems, and face hardships that many others would have a hard time understanding. They also present us with incredible opportunities for growth and learning, both collectively and personally.

What has been your most challenging deployment? What has been your most rewarding one?

Tell us about the obstacles you’ve faced and lessons you’ve learned while serving at the proverbial the “tip of the spear.”

You can email your comments to me directly, my email is michaelshort91@gmail.com or to rotorreview@navalhelicopterassn.org. Our publication deadline is December 15th 2020.

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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 maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints or publishing corrections. Please advise us if you do not wish to have your input published in the magazine. Your anonymity will be respected. Post comments on the NHA Facebook page or send an email to the Editor-in-Chief; his email is michaelshort91@gmail.com 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.

Notice to All NHA Members

NHA is asking members with expired memberships to renew NOW! The Coronavirus Pandemic has impacted many strong organizations globally and NHA is no different. Every expired member can help move the needle. Simply put, we are all in this together and need your help during this challenging time.

Membership is the life blood to remain viable and relevant. Having to cancel the 2020 National Symposium had a significant impact on our annual operating revenue – 90% of which comes from this one event. Renewing NOW has become a strategic goal to keep NHA solvent.

Our goal is to reactivate 35% of 1,774 expired accounts by the end of this year which would equate to 620 member renewals. We are reaching out to all expired members for your help. NHA remains a member supported non-profit organization. Renewing for an Annual ($40.00), 3-Year ($110.00), or 5-Year ($175.00) Membership and encouraging your many shipmates within the rotary wing and tiltrotor communities to do the same will help us reach our goal.

We are dependent upon individual membership as a powerful revenue stream that keeps us strong and operating in support of our active duty, reserve, retired, and civilian members.

To renew your membership, please take one of the following actions: • Call NHA at (619) 435-7139 and we will assist you over the phone.

• E-mail NHA at membership@navalhelicopterassn.org.

• Go online and join as a member at www. navalheliopterassn.org. With your financial support, we will make it through the worst of the pandemic and return to member-based events in the new year. Thank you!

2020-2021 Themes, Submission Deadlines and Publishing Dates

Issue Submissions Deadline / Publication Dates Deployed - Now What? - Winter 2021 (#151) ...................November 30, 2020 /Jan. 10, 2021 Full Spectrum Warfare - Spring 2021 (#152) ...................... March 15, 2021 /April 30, 2021 UAVs and You - Summer 2021 (#153) ..................................June 30 , 2021/ August 15, 2021

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

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 1.

2.

3.

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.

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 Charting a New Course in Exciting Times

By CAPT Jim Gillcrist, USN (Ret.)

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f you have not read “Navy Helicopters Are Changing Course” in the September Issue of Proceedings by Captains Mike Weaver and Chris Richard, then you need to right NOW. It is included as a feature article in this issue of Rotor Review. In fact, the article inspired me and gave me focus. Just as the “Air Wing of the Future” and ConOps 2.0 efforts must be forward-looking and drive toward change that is meaningful and thoughtful, so must NHA. We are modernizing our own capabilities and operations to remain relevant and viable. The Digital Rotor Review Magazine and decision to conduct the Gulf Coast Fleet Fly-In (GCFFI) as a virtual event this Fall (19-23 October) are examples of charting a new course in exciting times.

In moving forward smartly, we will continue to embrace our rich history by recognizing those members who have inspired all of us. The power of optimism is a game changer and is infectious. We give it to each other through our words and actions.

This is certainly true for RADM Dan Fillion, CAPT Ken Marion, and Mr. Joe Peluso. All three of whom are and have been huge NHA supporters. Their positive energies and bodies of work are leaving an enduring impact on the Rotary Force. RADM Fillion will retire 06 November while CAPT Marion and Mr. Peluso died earlier this year. We will miss them but are far better off for having served alongside them and been exposed to their dynamic leadership. Understanding this rich heritage that we share with those who have gone before us is important. I encourage you to read their individual tributes which follow in this issue – you too will be inspired as we all carry a bit of their torches.

The theme is “Training – It does not end with Flight School.” Training to new tactical requirements and constantly evolving mission sets is our job. Training for the high-end fight and beyond is who we are as a Rotary Force Team. The impact and synergy that Rotary, Tiltrotor, and Unmanned bring to Naval Aviation and our Nation’s warfighting is impressive.

Finally, in charting a new course ahead, we recognize that every member counts. It is a strategic imperative to reconnect with all those members with expired memberships. We are reaching out to “Expired Members” to ask that they consider either a Lifetime Membership or rejoin as a 3 or 5-Year Member – AS WE NEED YOUR SUPPORT MORE THAN EVER. ♦ Please keep your membership / profile up to date. ♦ 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.

Warm regards with high hopes, Jim Gillcrist.

“Every Member Counts / Stronger Together”

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VP for membership's Report The Most Important Part

By CDR Michael Short, USN

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he most important part of any organization is its people. The reason NHA exists is to advocate for and further the goals of the Naval Rotary Wing Community. To do so, we need to earn your membership. During COVID, it has been difficult to sponsor normal NHA events such as Symposium, Regional Golf Tournaments, Breakfast on the Back Porch at the HTs, and Gulf Coast Fleet Fly-In to name a few. To keep NHA relevant and viable, we need your support through active memberships and renewals.

Here are a couple of new programs we are working on to include: • • • • • • • • • • • • •

Nugget Membership for New Aircrewmen Mentorship Program so you can seek out “unvarnished professional advice” A more credible Transition / Networking Assistance Program The FIRST EVER Virtual Gulf Coast Fleet Fly-In (GCFFI) Additionally, we have membership options for just about everyone: Enlisted Nugget Membership: $15.00 for 2 years (2 for the price of one) Enlisted Annual Membership: $15.00 per year Officer Nugget (O-1 & O-2) Membership: $40.00 for 2 years (2 for the price of one) Active Duty Officer Annual Membership: $40.00 per year Active Duty Officer 3 Year Membership: $110.00 (a $10 discount) Active Duty Officer 5 Year Membership: $175.00 (a $25 discount) Lifetime Membership (LTM): $700.00 Active Duty Officer and $300.00 Enlisted Lifetime Membership (LTM): $500.00 Officer Reservist / SELRES / FTS / Civilian Lifetime Membership (LTM): Retirees need to call in for “tier pricing” based on age

During the month of October, we would like to extend a $100.00 discount off Active Duty Officer LTM for Virtual GGFFI. Remember, you can apply only one discount at a time. If you are FDNF or Deployed, you are always entitled to the $100.00 discount.

We designed a survey for Expired Members that will help NHA’s outreach efforts on behalf of expired memberships.

We would appreciate it if you would take the time to respond by completing the short survey. The link is provided: https://nhea.memberclicks.net/2020-nha-membership-survey. Should you have any questions regarding our membership efforts, you can always e-mail me @ michael.m.short@gmail.com.

Very respectfully, Bus. “Every Member Counts / Stronger Together!”

Take a look at the NHA membership options and join today. Join for life!

Active Duty Lifetime Membership is only $600 during the month of October.

Go online www.navalhelicopterassn.org/join

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View from the Cabin We Need to Hear from You! AWR1(NAC/AW)" Calder L. Epes, USN, AWR1(NAC/AW/SW) Broc Fournier, USN, AWR1(NAC/AW) Aaron T. Messner, USN, and AWS1(NAC/AW) Patrick M. Miller, USN

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reetings from your NHA Rotor Review Aircrew Editors! We are excited to engage with you in addressing aircrew community issues of interest, updating you on the latest happenings in the aircrew world, and exploring the trends of our rotary wing community from a back-seater’s perspective.

We have two goals as Aircrew Editors: 1) to solicit articles from you, the aircrew community, and to provide you with a consistent column that addresses the best editorial content, opinions, or research of the editors. To further these two goals, we have a two-pronged plan of attack. First, we will be engaging enlisted aircrew leadership across the NHA membership spectrum and soliciting insights and contributions to community dialogues. This way we can help create a forum with both factual accuracy and relevant context at its core. Secondly, we are developing a system for ensuring that every shop and unit is solicited for inputs. We want to hear what the Fleet thinks and is concerned about!

Our Aircrew Editorial Team is: AWR1 Calder Epes, AWR1 Broc Fournier, AWS1 Patrick Miller, and AWR1 Aaron Messner. Aaron and Broc are Active Duty HSM, Patrick is Active Duty HSC, and Calder represents our Reserve Component. Despite having a predominantly HSM/HSC-heavy community, we want to solicit active contributions from our HM, VRM, USCG, and USMC communities. Please contact any of us for submissions or discussions that concern you or your community. The theme of our next issue is “Deployed, Now What?” and we would like to see participation from across the NHA Aircrew Community.

To start off the discussion in our inaugural column, we will follow this issue’s training theme. We have all been heavily involved in training, both at the FRS, WTI, or initial accession pipeline level.

One piece of constructive criticism that is consistently an element of training discussions is the currency vs. proficiency issue. Do we expect our aircrewmen to train until the numbers look right, or until their performance meets an objective standard? For anyone that has run a NATOPS, SAR, or Tactics program, this is the heartache. Our senior leaders see it too and are faced with the task of providing the best training with limited resources. On a daily basis, you fine Americans train the world’s finest crews with antiquated training equipment and makeshift gear, and you overcome the naturally, and necessarily, slow change processes that permeate any military organization. So the question becomes, “How to we keep improving how we train our aircrewmen to fight with limited resources (a timeless and universal issue)?” Our broad answer is also a call to arms: ingenuity and engagement. First, our enlisted flyers must show a degree of creativity and spunk in order to visualize the “next threat” and train to engage it. Whether that be in ASW, SUW, EW, Utility, SAR, CSAR, CAS, PAX, or any myriad of mission sets, we need our crewmen to be the source of our best ideas, not just passive recipients.

Next, we need our enlisted flyers to be engaged. This means more than just wearing 15 pieces of flair. To quote the German philosopher and poet Johann Wolfgang von Goethe, “In the realm of ideas, everything depends on enthusiasm… in the real world all rests on perseverance.” We need engaged enlisted aircrew who are willing to persevere in the pursuit of making our communities stronger. Taking the first step in any adventure is tough, but this is why we are here. To help be a conduit for your voices and a forum for your concerns and ideas.

The four of us are excited to do our bit to pay back the Enlisted Aircrew Community for our experiences, and to pay forward whatever we can offer to those we train to fill our boots.

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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 has included VADM Richard Snyder (Winter 2020), RADM Daniel Fillion (Spring 2020), RDML John Gumbleton (Summer 2020), and nowRADM Jeff Hughes for Fall 2020.

“Good Hop, No Problems” Won’t Lead Us to Victory

By RADM Jeffrey W. Hughes, USN USN

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n keeping with the theme of this edition that training doesn’t end in flight school, I offer the sage counsel of the Greek warrior poet Archilochus who said that “we don’t rise to the level of our expectations, we fall to the level of our training.” This certainly resonates given our return to great power competition in operating domains that place a premium on a credible and capable Navy. CNO states in the FRAGO that our people are our asymmetric advantage and to deliver decisive integrated combat power across the force, we need to commit to unprecedented warfighting and warfighter development. This means you.

So are you ready? If not, how do you get there? We are all responsible to ensure we retain overmatch and operational advantage over capable competitors. How do you, and those with whom you fly, guarantee success? It’s about development.

I don’t know about you, but my first approach turn stall, full autorotation, or missile shot were hardly the best I ever performed. I was confident in my preparation to perform those maneuvers or evolutions, but obviously needed to execute, and I learned with every attempt. I was also influenced along the way by confident instructors or aircraft commanders who actively contributed to my learning through open and honest feedback. Most of the graded items in a training sortie can be objectively assessed, you either hit the parameters or you didn’t. You are also assessed on your preparation and the way in which you sought and applied feedback throughout the event. None of us enjoyed a thoughtful instructor pilot recounting poorly executed maneuvers during a forthright debrief, but that is where much of the real learning takes place.

As you progress through a syllabus you recognize that in our demanding business, you must continue to challenge yourself to perform in daunting conditions – either in the complex environment in which we operate or in the face of a hostile enemy. This is Naval Aviation.

What doesn’t work for us is “good hop, no problems.” I don’t subscribe to that. All of us can get better, all of us need to get better. The threat has expectations and they too are training, we must continue to outpace them. We must take every advantage of training opportunities to challenge ourselves and our crews. This includes the preparation, execution, and the always important debrief. Don’t be the HAC who conducts a hollow debrief while in the fuel pits. Over the years I was

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happy to see a community commitment to better post-mission debriefing rigor and the necessary candor that allows a crew to walk away better armed for the next event. Winning teams are honest, candid and open with their assessment and feedback.

Strong teams that are committed to continuous learning and biased for improvement more frequently achieve desired performance outcomes. But, the development doesn’t end with the release consent switch or a fully lowered collective.

To this point, I’m sure there is no dispute with my thesis; however, I want to extend this development conversation even further, to more than just how well you perform in the aircraft. An area where I contend we fall short is how well we are developing each other across the full talent spectrum – as leaders, as naval professionals, and certainly as warfighters.

Many of you have probably been left wanting for thoughtful feedback during mid-term counseling or a better degree of assessment during a fitness report debrief – akin to “good hop, no problems.” Many of you may question if our selection boards or detailing processes yield the “right” outcomes. This is not lost on the pros at Navy Personnel Command who are committed to designing and developing a modern and enhanced talent management system that places a greater emphasis on quality development and better talent identification/management. In the coming months, we plan to replace mid-term counseling with MyNavy Coaching, a science driven and proven approach toward development that yields better outcomes at the individual and unit levels. The coach will empower those being coached to take ownership of the process through candid self-assessments, goal setting through an individual development plan, and an environment built on active listening, empathy, and asking powerful questions to establish trust and drive the engagement to yield tangible outcomes. To make this work though will require a culture change, and will place a premium on all of us as leaders to deliver in the following ways: Hall of Fame Coach Mike Krzyzewski believes that “if the leader is committed, there will be a greater chance for the followers to be committed.” In Rear Admiral Fillion’s recent column, he offered the “Bacon and Eggs of Leadership,” to deftly deliver the point that leadership requires being committed and not just involved. This is exactly where we need to focus as a Navy. Every Navy leader is expected to

RADM Hughes, who was Commander Task Force 189 (CTF 189) during Hurricane Maria launching from USS Kearsarge (LHD 3) in an HSC-7 MH-60S to support HADR efforts in Ponce, Puerto Rico.

I want to thank the four previous contributors to this focus on the development of their people, which is absolutely necessary in every phase of talent management – from column as I have served with all of them for the better part coaching, to meaningful evaluation, and providing the right of the last three decades and they all embody the attributes of differentiation information to the selection and assignment exceptional leadership. processes.

In the coming years, we will also overhaul the performance Vice Admiral Snyder highlighted in his column the power evaluation system, introduce additional psychology driven of effective communications. Nothing is more important assessment and selection criteria into screening processes, and than applying your time and focus on what is widely touted ultimately modernize the way we conduct selection boards as our most precious asset and highest priority – our people. and the detailing process.

Quality feedback, development and performance assessment To sail and fly with confidence and win a high-end fight, require honest, candid and accurate communication. The Navy deserves the best and most fully qualified leading now we all must improve our performance and seek the bounds of our potential. This will require self-awareness, an individual and for the centuries to come. commitment to improve and candid and open conversations Rear Admiral Holsey started this “on leadership” series focused on continual individual and team development. But, with the mandate that leaders have to engage, set the right in the end, it is the contribution of committed and engaged example, and drive those in their charge to give more having leaders who will drive the development of our Navy warfighters assessed their potential. The essence of coaching is helping an to enable them to deliver the asymmetric advantage necessary individual seek the expanse of their potential and then helping to ensure we prevail in any situation. them achieve objectives in the near and long terms. Not every coach will technically be a mentor, but they should strive to provide that kind of support through their engagement.

Finally, Rear Admiral Gumbleton highlighted the necessity of having meaningful and powerful conversations. Through shared trust, empathy, authenticity and motivation, leaders must actively develop their people so they all find the next gear, to include their best performers, so we put to sea the very best teams possible.

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Editor's Note The thoughts and opinions expressed are those of the author

and do not reflect the official policy or position of the U.S. Government, Department of Defense or the U.S. Navy.

www.navalhelicopterassn.org

View from the Labs Why Are Those Aircraft Flying Over Us All the Time?

By CAPT George Galdorisi, USN (Ret.)

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his issue of Rotor Review has as its theme "Training: It Doesn't End with Flight School." Great pick and something that will likely elicit a number of terrific articles from across the rotary wing community. One of the great things about my job at Naval Information Warefare Center (NIWC) Pacific is that I can look out my window up on the hill in Point Loma and see NAS North Island and observe our west coast rotary wing squadrons coming and going while they train.

That adventure doesn’t end at the completion of the work day. We live in Coronado, two blocks from the back gate of NAS North Island, and that means two blocks from the approach end of Runway 29. We are fortunate to have our three grandsons living in town, and we occasionally have spend-thenight parties. When we’re up late watching a movie and they hear helicopters on final, they also ask, “Why Are Those Aircraft Flying Over Us All the Time?”

It’s a fair question…and it’s one that deserves an answer, and not just one that would satisfy a grade-schooler, but one that an adult any of us associate with would appreciate. By way of analogy, as Navy civilians at NIWC, we have only modest annual training requirements, but then again, we aren’t taking multi-million dollar aircraft airborne and trying to return them to earth safely.

One show we watched recently was a PBS special, “Carrier,” that has been out for a while and which many of you have seen.

For anyone watching this ten-episode production, I suspect it was crystal clear just how important it is for our naval aviators, aircrew and maintainers to be absolutely on their game while deployed. But my gut tells me that for most civilians, it is not clear just how long the training cycle takes to ensure that those same folks are ready to go once their ships leave CONUS. I wonder if it isn’t our collective responsibility to help our civilian counterparts – those who pay taxes, vote for congressmen and senators, and either voice support, or lack thereof, for the military – to understand just what we are doing when we train?

Certainly there is nothing sensitive that we can or should reveal, but just the basics.

Some things that come to mind include: Why is there an FRS…don’t pilots know how to fly when they get their wings? What is an A-School? A C-School? Why are they needed…can’t it just be OJT. What is a Weapons School? Who knew helicopters had weapons? What is SAR School? Don’t they have special helicopters for search and rescue? Are all helicopters supposed to do SAR? After spending the overwhelming majority of my career as a LAMPS aviator deployed aboard frigates, destroyers and cruisers, I spent my last five years on active duty as chief of staff for a carrier strike group. Whenever we were within COD range, we hosted loads of VIPs. They always wound up on the Flag Bridge on some part of their tour.

While they all seemed enamored by the jets getting shot off the pointy end of the carrier and getting caught on the back end, we always tried to steer their attention to the often-scores of people on the flight deck. We pointed out why the exact, disciplined choreography of what they did was important to accomplish the mission while not getting anyone injured or killed. That too is training and in that small window of time, those VIPs seemed to “get” why the Navy trains so intensely.

Sadly, it is not enough if just a few selected VIPs “get it.” Everyone needs to understand what we do in order to support what we do. Do your part in spreading the word. You don’t need to stand on a soap box on the corner of Broadway, but just have those casual conversations with folks and let them know that when you’re flying, you’re not just boring holes in the sky.

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Getting Started Telling Your Stories

By CAPT George Galdorisi, USN (Ret.)

The Great American Novel - Nuts and Bolts

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n our last issue of Rotor Review, I teed up a piece entitled “The Great American Novel.” That title was a bit tonguein-cheek, because if you cycle back to that piece in Rotor Review, I didn’t talk about anything so lofty, but rather about thrillers: novels where ordnance gets fired, things blow up, there are heroes and villains and where the good guys typically win.

Ideas Can Be a Plot On the same day, in six different years, the Time Patrol must keep the Shadow from changing our timeline. This is the plot of Time Patrol.

Ideas Can Be a Character A housewife and female assassin must uncover the truth of the men in their lives in order to uncover their destiny. This is the character-focused thriller, Bodyguard of Lies.

I focused on thrillers not only because that is my gig, but because a number of other helo bubbas I mentioned in that article write military-themed thrillers. Add to this the fact that most folks I speak with or who I work with in various writing seminars seem more inclined toward producing thrillers.

Ideas Can Be a What If What if people going into the Witness Protection Program really disappear? This is the what if behind Cut Out.

The goal for this article – as well as a few more downstream – is to help you move beyond the “I have a great idea for a novel,” and actually get down to the nuts and bolts, the “how to” so that you can produce 80,000 to 100,000 words of fiction that will entertain readers. That is the goal, but before we put pen-to-paper, let’s talk about that “idea” and where it can come from. There are so many paths, and it is crucial for you to pick the one that works for you, the one about which you are passionate. Only that passion will sustain slugging through creating hundreds of pages of prose.

Ideas Can Be a Setting or Scene An international treaty bans weapons in Antarctica: What if the U.S. put nuclear weapons there and lost track of them?

This is the setting of Eternity Base.

These are ideas from well-known books or movies. They are familiar to many of you, so I suspect that you all get the notion that ideas can spring from anywhere.

When I lead writing seminars, much of the feedback involves attendees saying things like: “We don’t just want to hear best practices of this or that writer; we want to hear about what worked for you.” Fair enough. Here are four examples from four of my recent novels. They represent how I turned my ideas into thrillers.

The first one is “what if ” that is plot-focused. The next on is “what if ” as well, but it is character focused. The third and fourth are also “what ifs” and are character focused.

Let’s deconstruct this a bit, because I believe that it is crucial for any writer to be wide open regarding where ideas can originate. Here are just a few examples, and they cover the spectrum: Ideas Can Be a High Concept In a post-apocalyptic world, what if the top .1% is delineated by length of life rather than wealth? This is the high concept of Burners.

All right, you have your idea, your high concept, and you are passionate about it. What’s next? What all successful novel and screenplay writers do next is to turn their idea into a “log line.” What is a log line? Well, the writing expression comes from the old nautical term.

Ideas Can Be a Theme What is more important? Honor or loyalty? This is the theme of Duty, Honor, Country.

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good log line tells us how far we need to go before we arrive at a turning point in the plot. And, if we get lost, a good log line will lead us back to the beginning where we can start again.

Originally, log lines were long thin ropes on a spool with knots tied in them that mariners unreeled behind their ships to measure their speed – in KNOTS. They counted how many evenly spaced knots passed through their hand as the sand in the hour-glass drained from the top to the bottom. The mariner’s log line was a necessity in helping them navigate their journey and not get lost. It told them how far they had gone in a certain direction and when to turn the boat to find their destination.

A log line is crucial to helping you focus on your story. Here is what a log line is. The subject of the sentence will describe (1) an imperfect but passionate and active protagonist. The verb will depict (2) the battle. And the direct object will describe (3) an insurmountable antagonist who tries to stop the protagonist from reaching (4) a physical goal on account of (5) the stakes, if the goal is not reached.

The other advantage of the mariner’s log line was that if the boat got lost, the sailors simply had to follow the log line back to port. As time went on, and captains become more adventurous sailing to distant lands, the log lines got pretty big. But, after a few ships sank from the enormous weight of the reels, ships never got lost again. Why? They learned their lesson and never ventured far from port.

Sounds complicated? It’s not, and I can assure you that each of the helo bubbas I mentioned in my previous article: Kevin McDonald, Marc Liebman, Anne Wilson, Larry Carello, as well as many other writers, found a way to morph their idea for a novel into a tight, focused log line that then became their inspiration and guiding focus as they wrote their novels.

Perhaps enough for this column. Work on that idea that will come from anywhere. In the next column we’ll talk about the three most important ingredients for any thriller: plot, character and action. This too is not difficult. As Tom Clancy famously said: “I do not over-intellectualize the production process. I try to keep it simple: Tell the damned story.”

Now, if that last part sounds like a joke, it wasn’t intended as such for the aspiring writers reading this. Log lines help us navigate our writing. They help to steer funding and attachments to our projects. And they direct audiences to theaters. Log lines are a necessary tool that keeps us focused in writing our story, and helps convince “names” to spend their time and money to get our story made and distributed. A

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Naval Helicopter Association Historical Society Mark Starr Pioneer Award

By CAPT Bill Personius, USN (Ret.)

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ell…it has been a busy couple months even with the pandemic. I just watched the Virtual Tail Hook Convention this last weekend and I was pretty impressed with the event. I am looking forward to the Virtual TW-5 Gulf Coast Fleet Fly-In (VGCFFI) in October given we missed out having our NHA Symposium this year in Norfolk. Speaking of the Virtual Fleet Fly-In…I had the pleasure of officiating at the presentation and filming of the 2019 Mark Starr Pioneer Award on Tuesday, September 8th which was presented to RDML “Wild” Bill Terry, USN (Ret.) in what was an intimate ceremony in the NHA Office. RDML Terry and his wife Joanna and a small cadre of people to include CAPT William “Easy” Eastham, USN, who is the NHA National President, CAPT Jim Gillcrist, USN (Ret.), the NHA Executive Director, and CDR Mike “Bus” Short, USN, currently serving as the NHA Vice President for Membership were all in attendance. However, this ceremony was recorded and will be shown at the VGCFFI and will seen on the internet by the helicopter community during what is going to be a Virtual Awards Ceremony for all the NHA Awards which would have been presented during the 2020 NHA Symposium last spring.

RDML Terry is a helicopter community hero.

His distinguished Naval Helicopter career is filled with an amazing list of accomplishments spanning thirty-three years of active duty from 1961 to 1994.

He was assigned to six Commanding Officer positions of leadership.

His active duty service occurred in over two dozen Navy ships and shore installations all over the world.

He logged over 5,750 total flight hours and 1,873 carrier and small ship landings.

His ribbons and medals, approximately 40 awards, cause him to list to port when in formal dress uniform.

From left to right: RDML William Terry, USN (Ret.), NHA National President CAPT WIll Eastham, USN and NHA Executive Director CAPT Jim Gillcrist, USN (Ret.)

His most significant and noteworthy accomplishments include: * Naval Aviation Cadet (NAVCAD) to Rear Admiral * Combat SAR rescue of three airmen from hostile North Vietnam territory He received the Silver Star Award for Valor/Heroism * Rescued six non-combat military and civilian victims in peril. * Most flight time accumulated in the H-3 helicopter by any U.S. Navy military pilot. * The first helicopter pilot to become a Chief of Staff on a CCDG (surface ship) staff. * During his CO tour he was awarded both the prestigious Thatch and Isabel Awards.

Most significant, between the lines of his impressive resume, are major contributions of leadership in the development of Naval Helicopter operations, maintenance, administration, and his dedication and love of the U.S. Navy and the Helicopter Community.

Congratulations…to RDML Terry for his many years of significant contributions to U.S. Navy helicopter development, operations and readiness all of which render him a most worthy awardee of the prestigious Mark Starr Pioneer Award.

Keep your turns up!

CAPT Bill Personius, USN (Ret.) LTM-#46, R-16213 19

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Naval Helicopter Association Scholarship Fund Lets Do This

By CAPT Arne Nelson, USN (Ret.) Announcing the NHA Scholarship Fund Community/Squadron/Aircraft Scholarship Challenge!

• Do you think your community was/is the best of all communities?

• Do you think your helicopter was/is the best of all helicopters?

• Do you think your squadron was/is the best of all squadrons? Of all time?

Well, put your money where your mouth is!

Get your bubbas back together, pull out your checkbooks (or Venmo, PayPal, Zelle, etc), and sponsor a 2021 Scholarship!

The NHA Scholarship fund has awarded more than $400,000 in direct financial aid for tuition since its inception in 1993, including 16 scholarships worth $2,500 each for the 2020-2021 school year.

2021 Goal: Next year’s goal is $45,000 to increase each scholarship to $3000, and to do it, we need your help! XOs – get out there and stir up your ready rooms Earn (or defend) your bragging rights. The “winners” of this challenge will be forever remembered for trouncing the competition; everyone who participates will be recognized for their support and will have helped a deserving student further his or her educational goals.

So, who will it be….HM, HC, HMLA, HMH, HSC, HSL, HSM, CG SAR?

NHA Scholarship Fund - Bringing the Big Iron!

As a veteran Navy AMCM and heavy lift HC guy, I am calling on my community to get the word out to the broadest group of our aviators, aircrew, maintainers and support personnel and our families about NHA’s annual scholarships – this year we are teeing up 15 scholarships at $3000 each.

Made up of Sea Dragons, the Vanguard, Sea Hawks and Black Hawks, Black Stallions and Hawlin’ Hawgs, our VC-5, VR-24, HC-1, and HC-2 crews and our reserve shipmates from the HM-18 Norsemen and HM19 Golden Bears, our community stretches back 50 years for HM and heavy lift HC. Critically, we need your most generous donation – one that can support the current year scholarship winners and allow us to continue to build our investment portfolio to ensure growth and long-term sustainment.

Since 1993, this essential outreach allows us to continue to award our scholarships to the most highly qualified and deserving members of our community…While you are at it, consider becoming a Lifetime Member of NHA. Help us give back to our community!

Captain Arne Nelson Sea Dragon, Sea Hawk, Black Stallion, Hawlin’ Hawg, and Circuit Rider.

NHA Lifetime Member #4, Rotary Wing Aviator # 13762

HSL-37 and HSM-37 EASYRIDERS.

For all you old and current Easy Riders and North Shore Shipmates, a memorial gift in the name of Emma Therese Jordan has been made for a $2,500 Scholarship in the 2021 Scholarship Rounds. The donor challenges his former HSL Shipmates to match his gift, and further, challenges the current squadron - HSM-37 – to match the donation.

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https://issuu.com/rotorrev/docs/ radm.d.fillion-farewellmat Rotor Review #150 Fall '20

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Focus: Training - It Doesn't End with Flight School The Future of Training is Artificial

By LT Steven Cusumano, USN

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otary Wing Naval Aviation is on the verge of a paradigm shift. For the entire history of Naval Aviation, people have been the focus of training. Pilots, aircrewmen, and maintainers get trained, get qualified, and then become the next generation's instructors. New technologies, especially artificially intelligent ones, could change the way we train altogether. Instead of training people, pilots will soon train machines. These machines will inevitably be able to outperform humans. While that shift is still far off, artificial intelligence that can integrate with manned crews already exists. When the community decides to adopt this technology, crews and maintainers will have a symbiotic relationship with intelligent systems. Crews and maintainers will benefit from the systems by receiving useful prediction advice while the intelligent systems will be groomed and trained by their users.

Artificial intelligence (AI) is any technology that can accomplish a task typically performed by humans. Deep learning, machine learning, and neural networks are all buzzwords used to describe complex computer codes that program artificial intelligence. The mathematics and code behind these ideas is not the focus of this article, but it is essential to understand what these ideas accomplish. Machine learning is how an algorithm can make predictions based on data with reduced error over time. An example of machine learning is credit card fraud detection. Has your credit card ever been declined while traveling? In that case, an algorithm used machine learning to determine that your transaction was likely fraudulent. Over time, as the algorithm receives more credit card use data, the less likely it will be to misidentify a fraudulent charge.

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Machine learning leads to deep learning. Deep learning is how an algorithm can take multiple inputs of data, such as image and voice recognition, and translate that data into decisions. Deep learning aims to match the decision-making process of the human brain. Self-driving cars are an excellent example of deep learning. Lastly, neural networking is a technique used to replicate neurons in your brain. Using software to simulate the operation of a single neuron, human decision making can be programmed. When the neurons interconnect, they can communicate with each other to solve complex problems. When machine learning, deep learning, and neural networks combine, the result is a sophisticated AI system. When the time comes for Rotary Wing Aviation to receive such technology, the next step will be to train it to accomplish the tasks typically performed by humans.

The most challenging problem with AI in aviation is data acquisition. Data and repetition are the most powerful ways to train AI. However, aviation is exceptionally complex.

For each aircraft, there are different systems, flight controls, and missions. Each task requires a different set of skills and decisions. For each decision there are a multitude of factors to consider. Each hour of flight is precious, and AI will require lots of hours before being useful. Carnegie Mellon is one of the institutions that is tackling this data problem.

"The mass of data generated daily by the aerospace industry overwhelms human understanding," says Jamie Carbonell of Carnegie Mellon. AI will need exposure to every facet of flight thousands of times until it predicts a human's decisions.

It is more economical for AI to start as focused AI systems

capable of predicting simple tasks' outcomes. As focused systems increase in use, they will gain more value and quietly collect data for future purposes in more advanced methods.

When the focused tools have reached peak utility, they can be combined to form a more sophisticated AI system. When this process replicates multiple times, AI systems will be able to compute outcomes of greater complexity.

Onboard AI in the form of intelligent instrumentation is a reasonable short-term goal. One method of inputs for AI is sensors. Just as humans see, so can machines when fitted with the proper cameras. Computers then take the data from the camera and attempt to make sense of the image that it sees. One such use of this AI input is navigation. Image recognition could antiquate GPS. One way that AI-backed image recognition could revolutionize navigation is celestial navigation. Celestial navigation is a complex mathematical system of determining one's coordinates based on celestial bodies' locations. Celestial navigation is accurate, low cost, reliable, not susceptible to jamming, and unable to be detected. Celestial navigation is an incredibly relevant field for military use as we move into a more technologically advanced battlefield. Enter Artificial Intelligence. By way of image receiving sensors that can recognize celestial bodies, AI will be able to accomplish the necessary calculations on the fly to determine one's position. What was once a tedious task for humans to complete will be performed by computers in a second. Dr. Ming-Cheng Tsou, a Taiwanese researcher from the National Kaohsiung Marine University, is already working on artificial intelligence algorithms that solve this problem.

Small innovations such as this will lead to a more user-friendly cockpit, allowing the pilot to focus more brain power toward decision making, vice flying.

In 2015 Carnegie Mellon collaborated with Boeing to begin solving aviation problems using artificial intelligence.

One of the issues they are attempting to solve is maintenance.

Together, Carnegie Mellon and Boeing are working on designing AI that can predict what components of an aircraft will need to be replaced. They are sifting through mounds of data to eventually lead to Carbonell's ultimate goal, "The

"The audacious plan is closer to selfhealing airplanes: evidence-based predictions of what may not be working right tomorrow, to enable preventive inspection or replacement before failure." audacious plan is closer to self-healing airplanes: evidencebased predictions of what may not be working right tomorrow, to enable preventive inspection or replacement before failure."

Eventually, Boeing and Carbonell's work may be the future of preventive maintenance and could significantly reduce the number of flights that the military cancels due to maintenance issues. Conceivably, AI in the maintenance realm could extend the life of our aircraft, save countless amounts of money, and increase the safety of flight.

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It is easier to conceive AI meandering into the aviation community in other ways than just in the cockpit. One such example is Operational Risk Management or ORM. During flight briefs, crews input various initial conditions: sleep in the last 24 hours, weather, nature of the mission, route of flight, the experience of the crew, and many other factors. They then implement mitigations to decrease these risks: napping, caffeine, avoiding convective activity, pairing more experienced aviators with less experienced ones. At the end of the ORM process, the crews determine if it is safe to fly after mitigating.

ORM is a perfect opportunity for initial AI implementation.

Based on a series of initial conditions, a machine would utilize past data to output a yes or no answer to whether it is safe to fly.

At the end of the flight, event crews can input their data into a computer program to give the AI feedback. These questions are not much different from our current ASAP tool. However, a nuanced ASAP program would utilize AI to analyze the initial conditions and determine the mitigations that would most likely lead to safely accomplishing the mission.

One advantage of machine learning is that a computer is not limited to the same bounds as human brains. As AI compiles data and analyzes trends, it could recognize patterns that humans could not. Machine learning may identify a particular set of risks that crews frequently assume, that result in a far more significant mishap percentage than others.

Another application could be to analyze weather patterns and determine the flight route that would most likely allow the pilots to circumvent weather, thereby leading to the more efficient expenditure of allocated flight hours. An AI system would analyze a series of initial conditions to predict an outcome, the more the system is used, and the more data collected, the better the prediction gets. Pilots will learn to train and groom these systems daily. As the systems improve, they can be combined and communicate with each other. As the network grows, it will tend to accomplish more of the tasks typically required of pilots.

Humans will have to train AI systems before they are useful, but how can AI help train our pilots? Advanced computing combined with virtual reality will inevitably increase the realism of our simulators. Due to this advancement, simulator events will become far more effective and will supersede many actual training flights. Simulators, using machine learning and AI, will be able to offer students instant feedback and compare their flying to the rest of your community. This will allow students to understand where they are at, whether they are slow to diagnose emergencies, whether their airwork is poor, and perhaps even whether they are more willing to take risks than their peers. AI will also help us better simulate tactical situations. One of the companies working on this is Bohemia Interactive Simulations. BISims CEO, Pete Morrison, sees the true cost of proper training, "You want to conduct realistic training exercises in live environments with large groups of troops, but it's an expensive endeavor. There's huge fuel, ammo, and personnel costs when putting together live training exercises." Luckily, Artificial Intelligence can replace www.navalhelicopterassn.org

Focus: Training - It Doesn't End with Flight School the need for some live exercises. The Air Force's Pilot Training Next Initiative Program was able to cut the time it takes to train pilots in half. According to Morrison, "This has been done by using low-cost commercial virtual reality headsets and AI-powered intelligent tutors to help pilot trainees hone their skills. This was achieved at a fraction of the cost of a typical full flight simulator, which costs millions of dollars." This is one example of the benefits of a rudimentary implementation of AI. AI and machine learning have a promising future in Naval Aviation, but when will AI be able to completely replace aviators? Unfortunately, they already have. In August of 2019, Reliable Robotics of Mountain View, California was able to program a Cessna 206 to take off and land autonomously over a populated area. The catch was that the FAA required Reliable Robotics to have a pilot in the cockpit ready to take over for the AI should a malfunction occur. According to Robert Rose, the Chief Engineer of Reliable Robotics, one peremptory challenge was cutting through the FAA's red tape. Rose envisions a future fleet of autonomous aircraft that will not only deliver cargo but will be tasked with passenger transportation as well. Rose's solution to the FAA's regulations is to employ one supervisor at a sort of command station to oversee the operations of the aircraft that are flying. Due to the autonomous nature of this design, the supervisor may be able to manage multiple aircraft concurrently. According to Rose, "Today, with the concept of operations and patterns in

which they fly the aircraft, the pilot is grossly underutilized."

Some of the missions we fly, such as logistics, are susceptible to automation in the future. For many of our other missions, it is simply not yet conceivable with our current technology that pilots will be replaced in the near future. Some of the decisions that Aircraft Commanders and Crew Chiefs are presented with are not yet solvable by machines. There are simply too many variables.

Eventually, AI systems will no longer need human input because humans will have taught the neural networks everything. There will come a day when this happens, and it will free up immense amounts of resources. The military would have systems that rapidly improve training and safety and may no longer need to put human lives in harm's way. No longer will there be instances of human error in the aircraft leading to loss of life, and aircraft will become exponentially more efficient in their operations. As far-fetched as these ideas may seem, these ideas already exist in other fields. The requisite engineering and computer sciences exist in technologies that are presently in use. Credit card systems use AI for fraud detection. Amazon uses AI to predict what consumers wish to purchase. Even this article utilized AI in its development via the editing software Grammarly. Naval Aviation is ripe for AI innovation. If the community fails to adopt these technologies early, we will be missing out on precious data acquisition, therefore, hindering the training and evolution of artificial intelligence.

Sources Agrawal, Ajay, et al. Prediction Machines the Simple Economics of Artificial Intelligence. Harvard Business Review Press, 2018.

Basulto, Dominic. “How Artificial Intelligence Could Lead to Self-Healing Airplanes.” The Washington Post, WP Company, 17 Apr. 2019, www.washingtonpost.com/news/innovations/wp/2015/10/06/how-artificial-intelligence-could-lead-to-self-healingairplanes/?noredirect=on.

Jois, CP. “Flight Simulators, Safety, and the Power of AI.” Air Facts Journal, 9 Apr. 2020, airfactsjournal.com/2020/04/flightsimulators-safety-and-the-power-of-ai/.

Kahn, Jeremy. “Cessna Makes History by Taking off and Landing with No One Aboard. Here's How.” Fortune, Fortune, 27 Aug. 2020, fortune.com/2020/08/26/space-x-tesla-reliable-robotics-autonomous-airplanes/.

Roos, Gina. “AI Flight Simulations: Training Pilots Faster and Reducing Costs -.” EETimes, 4 Feb. 2020, www.eetimes.com/aiflight-simulations-training-pilots-faster-and-reducing-costs/.

Tsou, Ming-Cheng. “Genetic Algorithm for Solving Celestial Navigation Fix Problems.” Http://Yadda.icm.edu.pl/Yadda/Element/ bwmeta1.Element.baztech-Article-BWM4-0041-0021/c/Genetic_03_2012_06.Pdf, National Kaohsiung Marine University, 2012, yadda.icm.edu.pl/yadda/element/bwmeta1.element.baztech-article-BWM4-0041-0021/c/Genetic_03_2012_06.pdf.

Wilhelm , Jared. “Baseball Shows Naval Aviation a Path to Artificial Intelligence.” U.S. Naval Institute, 13 Nov. 2019, www.usni. org/magazines/proceedings/2019/november/baseball-shows-naval-aviation-path-artificial-intelligence.

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Focus: Training - It Doesn't End with Flight School Who Teaches the Teachers?

By LT Morgan Maynard, USN

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have been instructing at Helicopter Training Squadron Eight (HT-8) for the past two and a half years. Prior to strapping in with students, new instructors go through a four month “Helicopter Instructor Training Unit," colloquially called the HITU. The HITU instructs us how to fly the TH-57, re-familiarizes us with the local area and reminds us how to fly instruments, that portion of flight training which we, as slow low flyers have allowed to slip our minds. Who knew there are other approaches than the TACAN to the back of the small boy and the PAR to Runway 27 at North Island? Any pilot but a San Diego Fleet H-60 pilot, that’s who. The culmination of the HITU is the Top-Off Syllabus, where the HITU instructors, the cream of the HT instructor crop, pretend to be students, making student mistakes, in order to show the new instructors proper defensive posturing techniques. After that, we are alone and unafraid, instructing students for the first time in, hopefully, an easy low-level event but, just as likely, a failedgyro radio instrument flight.

The HITU instructors are the ones who teach the teachers, right? Yet, the lessons that I have learned from Student Naval Aviators could fill a book. I learned more in the first few months of instructing than in my entire Fleet tour. The ECS blowing ambient air is a downing discrepancy, provided OAT is above 80 degrees Fahrenheit. Something I learned only after I made a 1stLt Boot fly magnetic compass turns with no ECS for thirty minutes, passing controls after every turn to wipe the copious amounts of sweat from his brow. I warned him that the Cobra flies in significantly warmer temperatures, and he would have to get used to the heat eventually. On a different day, I learned that present position takeoffs may not be the best option when the ceilings are 500 feet AGL, the sky is dumping near freezing rain, and the defog blower is inoperative. Without delay, we found ourselves in a steep climb at an unfamiliar airfield, before transitioning to forward flight, swapping controls every few minutes to swab down the inside of the windscreen. I came to understand that CRM transcends phase of training and, in an emergency, I would rather have a brand-new student who has solid CRM, rather than three salty post-solo students who do not. Students have also taught me tips and tricks on our GPS, because these Gen Z kids are even better with technology than we Millennials. Some overzealous students have even taught me that if you let them get off track in a brief, they will tell you about cargo transport plane deicing requirements and the number of satellites in the sky.

What I have learned being an instructor is that the best way to optimize your experience is to know your stuff while understanding that there is always more to learn. You must be humble and ready to learn from other IPs, from the aircraft, and from the people you are teaching as well. Admitting to your mistakes teaches students how to be open to criticism and to develop their skills as a cockpit manager. Debrief everything, then go look it up in the publications together to learn why. You cannot study experience, but you can let every experience teach you.

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Focus: Training - It Doesn't End with Flight School Keep Calm and Tilt On

By LTJG James Ruck, USN

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f you think the training stops after flight school, think again. Fortunately for me, I became familiar with this mindset before even starting flight school. After commissioning, I received orders to assist the pilots flying Midshipmen in the T-34C Mentor aircraft during their Professional Training for Midshipmen on NAS North Island. My job - strapping the Midshipmen into the aircraft - was a fairly simple one. While rewarding in its own ways, in hindsight it was not the most beneficial when it came to my personal preparation for flight school. The true benefits of this experience resulted from talking and listening to the pilots and maintainers. Through daily interactions with these individuals I began to learn the significance of flight planning, the studying required to comprehend aircraft systems, and the importance of understanding the intricacies of maintenance.

One of the main lessons I learned came while off duty at the famous I-Bar on North Island. After a long day of work, we decided to head over to this institution to relax and socialize. This became the perfect opportunity for me to ask some of the many questions that I had, and one response in particular stuck. I queried a pilot about when he started to feel comfortable flying the aircraft. He answered stating: “I have never felt truly comfortable while flying and can’t afford to, and those who do probably aren’t around today.” As a young Ensign, this was an unnerving response, but I have often thought about it, and still think about it today.

I began to truly understand the meaning behind his response when I actually commenced flight training for myself. Primary was the first significant phase of flight school. Assigned to VT-6 at NAS Whiting Field, I trained on the T-6B Texan.

Here, I started to develop my “stick and rudder” skills, as well as my studying and preparation habits. The Navy had too many pilots in the pipeline during my time in this phase, which resulted in a high attrition rate. I had to adapt a sinkor-swim mindset in order to succeed. Primary had four stages: contacts, aerobatics, instruments, and formation flight. Each phase had a steeper learning curve than the one before it. It was imperative for me to constantly study applicable publications, sign up for practice simulators whenever I had the time, and conduct group study sessions. I eventually fell into a routine of studying, training, and debriefing. Preparation became the key to success.

Each stage of Primary not only taught me different aspects of flight, but also helped me decide what I wanted to fly for my career. I enjoyed the instrument stage the most. I thrived off of the preparation required before each flight, and the application of it while I navigated in and out of the local area in all types of weather conditions. Although some of my most rewarding experiences came during my solo flights in the contacts, aerobatics, and formation flight stages, I realized that I preferred having a crew. This ruled out Strike (jets) as Rotor Review #150 Fall '20

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one of my options. I often struggled with choosing between flying fixed-wing aircraft or helicopters. Fixed-wing would involve more instrument flying, my favorite type thus far, but the mission lacked appeal to me. Helicopters meant little exposure to instruments, but flying on ships would provide a true Navy experience. Selecting the tiltrotor community was not an option when I started Primary. However, as I finished the last stages, the Navy opened up the tiltrotor platform to Navy students. This resolved my internal debate, since the platform seemed to provide exposure to my favorite aspects of the other two communities. Furthermore, the carrier onboard delivery mission contained a unique appeal that I considered to be a hidden gem in the Navy. I decided to put tiltrotor first on my preference list. Luckily, I became the third student out of Primary selected into the Navy’s tiltrotor community to fly the CMV-22B Osprey.

The next two phases of flight school - Intermediate helicopter and Advanced Multi-Engine Training - continued the seemingly endless “Student Naval Aviator” grind. I conducted Intermediate Helicopter training with HT-8, also out of NAS Whiting Field. Learning to hover the TH-57 helicopter was a humbling experience, and the most difficult part of flight school. My mind wanted the helicopter to do one thing, but my inputs resulted in a completely different result. However, repeated failures and constant effort eventually culminated in success. As a result of this, I learned to be patient and to trust the training process. After completing Intermediate, I moved to Texas and began training on the T-44 at NAS Corpus Christi with VT-35. This stage emphasized training as a crew, single engine operations, and my personal favorite: instrument flight. Although the Primary and Intermediate syllabi included emergency procedure (EP) training, I truly began to develop my skills handling EPs in Advanced. The training highlighted the importance of Crew Resource Management (CRM) and how to apply it to both EPs and normal flight operations. Every flight consisted of instructors introducing a plethora of EPs and then working together as a crew to resolve the issue. Additionally, I began to value the importance of understanding systems and how they applied to the aircraft during both normal and emergency situations. The conclusion of this training resulted in the pinnacle of flight school - receiving my “Wings of Gold.”

After all this training, I realized the pilot at the I-Bar did not intend to scare or deter me from flying; he simply emphasized the importance of always being adequately prepared and to never let my guard down. Flight school was a non-stop grind.

No matter how much I constantly hit the books, memorized emergency procedures, chairflew, and sought help when I needed it, I always learned something new that aided me on the next event. Each day brought on new variables with the potential to adversely affect the training event. As a result, I quickly understood the importance of continuously asking

V-22 on the flight deck of USS George H.W. Bush (CVN 77)

community. After all the work I have put in, I am thrilled to begin training towards the carrier onboard delivery mission in support of carrier strike groups and naval task forces. Just as before, this means constantly studying, but with the added challenge of taking on ground jobs. In addition to that, being a plankowner comes with challenges and growing pains of its own, making it especially important to continue training and increasing my knowledge to the maximum extent possible.

What our squadron faces is unprecedented in recent years, but through hard work the mission can be completed. All the officers and enlisted personnel who arrived at the squadron before me have been working extremely diligently to get our command to where it is today. The other nuggets and I recognize the effort they have put in and it is up to us to continue their work ethic in order for the squadron to excel. It is exciting knowing that the work we put in and the tempo we set now will serve as the foundation for our community in the future, and because of that the training can never stop.

myself, “What is different today?” in order to tackle these daily challenges. I recognized then that it is acceptable to be uncomfortable while flying. Embracing this discomfort motivated me to keep training.

Although I received my wings, the training did not stop after flight school. The Navy had yet to receive its own variant of the Osprey and I conducted my FRS training flying the USMC’s MV-22B with VMMT-204 at MCAS New River. The Osprey is an incomparable platform. In no other aircraft can one fly 240 knots at 300 feet AGL, rip the power to idle, and then land in a confined dirt field. It is a truly unique experience. Every event took me through multiple modes of flight - VTOL, conversion, and airplane.

For instance, pattern work involved taking off from a hover in VTOL mode, transitioning into airplane mode, and then converting back to VTOL mode to intercept a glideslope for a powered on approach to touchdown at a predetermined spot with zero groundspeed. During each mode, I had to apply aspects of both helicopter and fixed-wing multiengine training. However, what made the Osprey unique also presented new challenges. Being able to modulate the nacelle position presented itself as yet another skill I would need to learn.

Just as before, it took time and effort to become proficient utilizing this new tool. Although flying the Osprey has been the most rewarding experience to date, this phase was an endless grind, much like flight school. The FRS consisted of a more complex aircraft, added publications, and new missions, amplifying the importance of studying and training. Flight school and the FRS never had a shortage of information available, meaning the training never stopped.

I am currently a junior officer, fresh out of the FRS. I have joined my first Fleet squadron, VRM-30, as a squadron plankowner within the Navy’s newest 31

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Focus: Training - It Doesn't End with Flight School Spirit and Spirits: What it Means to Be a Great Flight Instructor

By LT Rob “O.G.” Swain, USN

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had never been to the Wine Bar on Palafox. During my flight school tour in the cradle of Naval Aviation, I chose to split my leisure hours between the cultural hubs of Floribama and Seville Quarter. In July 2016, exactly two years after earning my wings, I returned to Pensacola to attend Aviation Safety Officer School alongside our squadron’s recently departed tactics officer. For CDR Nick “TRON” Schnettler, ASO school was a calculated I-stop enroute to his Safety Officer Department Head billet. For LTJG Swain, attending ASO school was blind copilot compliance to orders from the HSC-28 OPSO. Sitting at the bar, I listened quietly while TRON explained, “The Federal regulation for bourbon demands the spirit contain at least 51% corn, bottle at no less than 40% alcohol by volume, and age in new, charred oak containers. There is no specific requirement for aging, but straight bourbon stays in the barrel for at least two years.” I didn’t know anything about bourbon, so instead I responded with a question that had been stirring in the back of my brain and pit of my stomach since leaving Primary Fight Training, “How do you find job satisfaction as a helicopter pilot?”

to the eccentricities of Kentucky whiskey, but he capitalized on the moment to instruct. In the years following my ASO School Gulf Coast victory lap, I distilled TRON’s thoughts into three takeaways which directly apply to flight instruction in the Fleet. The best rotary wing instructors fly on the leading edge of innovation, they never miss an opportunity to empower their students, and they actively apply crew resource management both on the ground and in the air.

"Without hesitation, the Seahawk Weapons and Tactics Instructor shared a thought which would change not only my personal approach to rotary wing aviation, but my views on instructing, officership, and naval service. "

The leading edge establishes the cadence forward and sets the example for those in trail. After two tours with CVN squadrons and time instructing at the Naval Aviation Warfighting Development Center, LCDR Pat “Ned” Dunn checked into HSC-28 on January 5, 2018. Three days later, he flew his bags onto USS Iwo Jima (LHD 7) as the Officer-inCharge of Sea Combat Detachment 4 after the previous OIC unexpectedly went med down. Truthfully, in the first few days of deployment, the pilots of Det 4 knew as much about Ned, NAWDC, and the Carrier Air Wing as Ned knew about the ARG/MEU (basically, nothing). Ned’s actions over the next weeks and months of deployment, however, reveal what it means to instruct on the leading edge.

Without hesitation, the Seahawk Weapons and Tactics Instructor (SWTI) shared a thought which would change not only my personal approach to rotary wing aviation, but my views on instructing, officership, and naval service.

This exchange was a few years ago, so please indulge my paraphrasing. TRON answered, “regardless of what you thought you wanted your life to look like, and whether you’re in the Navy for the next five years or twenty-five years, you’re in it right now. You have found yourself in your professional career, and your profession is flying helicopters. Why not enjoy being a professional? Why not take pride in being an artisan of your craft? Why exist passively in a job when you have the opportunity to be the proactive pilot who others look to for answers?”

Despite his exclusive carrier experience, Ned tenaciously learned the “Gator Navy.” He did not allow pride, complacency, or arrogance to slow down his familiarization with naval support to amphibious tactics and operations. He leaned not only on his own professional skill to provide student guidance, but force multiplied his instructor impact by leveraging the detachment’s knowledge. He delegated mission lead opportunities to first-tour JOs for every high-profile exercise and operation on deployment, while simultaneously providing attentive and confident oversight. His actions demonstrated what distinguishes a good instructor from a great instructor.

I get it. That was some pretty heavy reflection and, admittedly, egregious work talk for a wine bar. Tron’s mentorship, however, left an impression on me which has paid remarkable dividends over the past five years. The counsel positively impacted my job satisfaction, professional pride, and sentiment of solidarity with the rotary wing community.

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While a good instructor relies exclusively on his own anecdotal experience to educate a student, a great instructor never stops pursuing the most current tactics, techniques, procedures, and information. A great instructor carries himself with humility, accountability, and never shies away from the phrase, “I don’t know, but I’ll find out.” Honesty nurtures trust. Ned provided professional and personal development to his detachment every day, in and out of the aircraft, without pretending like he had all the answers. He demonstrated that great instructors maintain two-way communication and an openness to learn from their students while instructing. He set the example by leading and learning from the front.

without first-hand experience, this informed my opinion of the institution until I met LT Dave “Rage” Richardson.

Rotary wing instructors who empower students at every opportunity foster a community culture of mission excellence. Anyone who has worked with LCDR Paul “Bug” Byrne will acknowledge, Bug champions the expression “loudest is rightest.” In his capacity as the HSC-28 Tactics Officer, Bug unapologetically uprooted any divisive antitactical sentiment in the wardroom and instilled multimission pride. He proactively engaged with external units to establish relationships and create opportunities for local area training, while delegating coordination down to the first-tour mission leads under instruction. Before clearing the students to represent HSC-28, Bug would provide words of encouragement such as “Don’t embarrass me” and “Don’t forget that words mean things.”

Multi-piloted platforms require multi-piloted solutions.

We’ve all experienced that late night, single-piloted in front of a JMPS computer, slogging away at the mission file for a section event. The instructor rolls into the mission planning space ten minutes before the flight brief nonchalantly asking if we have any questions. Admittedly, I have been on both sides of this conversation. Responsibilities and deadlines can pull our attention in competing directions, but great instructors respect the incontrovertible demand for crew resource management and selflessly prioritize the student in the student-instructor relationship. Rage’s genuine personal investment in my own SWTI success set the standard for me to emulate at HSCWSP. It did not surprise me to later learn NHA awarded him 2018’s Instructor Pilot of the Year.

Empowerment implies trust and trust promotes organizational buy-in. Too frequently, helicopter pilots suffer from the self-destructive tendency of handicapping our newest winged aviators because they can’t yet sign for the aircraft. Good instructors subscribe to the mantra, “Train your replacement.” Great instructors advance this mantra to “Challenge your replacement.” I have met many student pilots who settle into their own self-defeating downwash when they fly with an instructor who micromanages or neglects opportunities for student learning and growth. Bug clearly (and loudly) communicated his expectations for first-tour pilots at HSC-28, but he simultaneously nurtured a cohort of confident mission leads. Bug removed the stigma associated with experiencing failure and promoted the benefits of honest debrief and self-evaluation. By empowering students to learn from mistakes and hone their craft, and challenging them to uphold a standard of excellence in planning and execution, Bug revealed that a great instructor can transform squadron culture.

The unique spirit of the Naval Aviation rotary-wing instructor pilot cadre is that every instructor is a Naval Officer.

Effective officership demands passionate leadership, and great instructors embody the qualities of great leaders. Simon Sinek, author, speaker, and organizational consultant on leadership explains, “When we are surrounded by people who believe what we believe, trust is developed.” Students who trust their instructors, “are more confident to take risks, more confident to experiment (which requires failure), more confident to go off and explore knowing there is someone from within [their own] community who will watch [their] back and help when [they] fall over.” This nurtured feeling of security empowers rotary wing students to bring innovation and new solutions to the Navy helicopter community knowing their efforts will be celebrated rather than dismissed.

Rage set the precedent for collaborative WTI mission planning in HSC Wing Pacific. He encouraged his peer instructors to mission plan with the squadrons and codified this battle rhythm at the schoolhouse. The first time I met Rage, he paused what he was doing to talk me through the local area course rules, as well as techniques for operating overwater and overland in the training areas. Despite my inexperience with west coast flying, Rage patiently instructed me without condescension or frustration.

I did not break any performance records for SNAs or FRPs in flight school or at the FRS. I experienced my share of adversity, pink sheets, and re-flies. My journey to job satisfaction and commitment to the rotary wing naval aviation community reflects the direct impact of flight instructors who gave selflessly of themselves, who set the example, who empowered decision making, and who demonstrated that flying helicopters is a team sport. Great instructors embody the spirit of Naval Aviation, great instructors embrace every opportunity to learn, and great instructors lead.

A great instructor maintains situational awareness to the fact the student-instructor contract is a relationship demanding consideration for the human element in learning. I arrived at HSC Weapons School Pacific in 2019 without ever previously stepping foot on Southern California soil. I didn’t know the course rules, I didn’t know the training areas, I didn’t know the squadrons, but I knew the reputation of HSCWSP. The gouge I received before the cross-country PCS was that west coast weapons schoolers champion the silent term “evaluator” in the title Weapons and Tactics Instructor. Like any gouge 33

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Focus: Training - It Doesn't End with Flight School The Start of Something New

By AT1 (AW) Lucas Wrobel, USN

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s I watched the Navy's first CMV-22 land on our flight line for the first time, I was excited and nervous to see what we had been promised for so long. I had spent years working with Marine squadrons soaking up all the knowledge I could so that I wouldn't be shell shocked and unprepared. I now had to teach and show everything I had been taught to everyone in my work center. Of course our aircraft wasn't the same as what I had been working on years prior, just similar, so I knew I still had so much more to learn.

In January of 2018, I arrived in Jacksonville, NC on orders to a Marine squadron, VMMT-204. I was ready to show everyone that I was a hard worker and able to learn and adapt to new surroundings. I approached my Chief and said, "I'm ready to check in and get to work.” He responded, "No you aren't, you're going to school.” So I left and checked into the school house.

On the first day of school, I met my classmates and my instructor, Staff Sergeant Bogard. He told us that we would spend the next three months learning about all the avionics of the MV-22B. This was the closest airframe that this Marine squadron had to the Navy’s CMV-22, which had not yet been built. We absorbed lesson after lesson, and took test after test. Our instructor taught us tips and tricks for some of the maintenance procedures and operational tests we would be performing. The hardest thing for me to understand was the “fly by wire” flight control system. I had come from a helo background in which all I’d known was a mechanical flight control system. To be honest, the whole idea of “fly by wire” freaked me out. Eventually, my instructor eased my mind by thoroughly explaining the Osprey’s employment of tripleredundant flight control computers--an engineering design which made this aircraft extremely safe. By the time the class graduated, we were well-prepared to finally get our hands dirty and become the first V-22 qualified Navy maintainers in the fFeet.

On the first day back at the squadron I saw my Chief, and again I said, "I'm ready to check in and get to work." He responded, "Not here you aren’t. You're going to the phase shop". So, I left and walked down to the other side of the hangar and checked into the phase work center.

In the Phase Shop, my primary supervisor was a civilian named Katrina Lawson. She was stern. She was a USMC drill instructor at one point in her career, so you can imagine the type of discipline and precision she demanded. However, she was very knowledgeable and fair. I owe her credit for most of what I learned in the Phase Work Center. In the same work center, I worked for months alongside Savannah Gardner and Corporal Koerner. I will always be grateful for the invaluable knowledge and skills imparted to me by these individuals.

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When performing a phase inspection on an aircraft, you take apart the entire machine. You have the opportunity to see the internal components of the aircraft that you won’t get a chance to see under normal circumstances. Corporal Koener and I competed against one another in the achievement of the Collateral Duty Inspector (CDI) qualification. A CDI is a qualification that implies a level of knowledge and trustworthiness. Earning the qualification gives you the responsibility of witnessing the completion of a job, start-tofinish, and deeming whether or not the job has been done correctly. Unfortunately, I lost to Corporal Koerner in this competition.

Once I had finally achieved my CDI qualification, my leadership directed me to check out of the Phase Shop, and finally move on to the Avionics Work Center. I said my goodbyes to my co-workers from whom I’d learned so much.

I found my Chief and told him, “I'm finally here to check in and get to work.” He responded, "What took you so long?"

For the next year and a half, I worked relentlessly to achieve the next highest qualification: Collateral Duty Quality Assurance Representative (CDQAR). This qualification is similar to a CDI, but includes a higher level responsibility.

CDQAR qualified personnel are authorized to witness maintenance done on what we call “flight critical” components.

If maintenance action on these components is not carried out correctly, serious damage, or even loss of life could result. This qualification process is not something you want to rush, and is taken very seriously across Naval Aviation.

An additional task that a CDQAR is authorized to carry out is the assessment of a “RED HALT.” A “RED HALT” is a warning issued by the aircraft, which alerts maintenance personnel that they are attempting to fold the aircraft into one of its five configurations incorrectly. When the aircraft issues a “RED HALT,” it means that the continuation of this procedure can cause serious damage to the rotor head and its surrounding components. This can cause hundreds of thousands of dollars in damage and result in the revocation of hard-earned qualifications. I would say at least six months of my CDQAR training concentrated on the blade fold system alone. It used to terrify me. But now, after a year of experience, I’ve become very confident in my knowledge, and experience very little fear when a “RED HALT” does occur.

I made a great number of friends while I was stationed at VMMT-204. In fact, I still keep in contact with them to this day. We talk from time to time whenever we have troubleshooting issues that we can’t figure out on our own.

This speaks volumes to the Osprey community. No matter where we go, we can always reach out to one another, and there is always someone on the other end of the phone to help.

We understand the struggles of such an intricate and complex

aircraft, and that no matter how much experience you have, there will always be a gripe or gremlin that no one has ever seen before.

In the fall of 2019, I’d earned all the qualifications that were required of me, and I received new orders to the Navy's first ever CMV-22 Osprey squadron, VRM-30. Leaving VMMT-204 and everyone I had met was difficult; the experiences and relationships were not easy to part with. My Lead Petty Officer (LPO), AE1 Stemac, had mentored me and taught me things I’ll never forget. Katrina, Savannah, and Corporal Koerner helped me achieve my first milestone on this new platform. Staff Sergeant Sanchez was the one who helped me overcome my blade fold fears. Without them, and so many more, I wouldn't be at this new squadron teaching and mentoring my juniors and peers.

I will forever be grateful to everyone at VMMT-204.

CMV-22 lands at NAS Coronado , July 2002

down time and it was, again, taxing mentally and physically.

But my fellow maintenance personnel worked through it.

Finally, at the end of the two months, I learned that I could go back to North Island: the first CMV-22 would be arriving in a couple of months. I was excited to finally see our new aircraft, but as always, it was hard to say goodbye to friends.

When I finally arrived at North Island and checked into VRM-30, I met my new Chief and told him, "I'm ready to check in and get to work." He said, "No you're not, you're going to Miramar."

I became the LPO of the Avionics Shop at VRM-30.

This was my first time ever being assigned to this significant leadership role. I was very nervous, but determined. I had worked so hard over the last three years, and it was starting to pay off for me. I could run my division in the way I saw fit, and in the way that I believed would best meet the needs of the aircraft. I was determined to do this job to the best of my ability. Instead of inheriting an established program, however, I was entering a leadership role in an entirely new squadron.

Nothing was here before us. We had to build everything from the ground up.

I arrived at Miramar--VMM-166, to be exact. This squadron was preparing for a deployment, so the command was operating at a very high tempo. Their aircraft were old and worn, and had gripes I had never heard of, and I loved it! I thought I had a good knowledge up to this point, but I couldn’t have been more wrong. We worked long hours which were mentally and physically taxing, but I grew from this experience. I continued to expand my knowledge and make good use of the time. I had grown accustomed to the ways of the Marine Corps over the years but I wanted to get back to a Navy squadron. But there was still one more surprise in store for me: Marine Corps Air Ground Combat Center in 29 Palms.

I had never seen or even attempted anything like this in my naval career. So much work and effort went into building this squadron. Everyone here at VRM-30 should be commended for the time and effort they’ve put forth to become operational.

We accepted every tool we use, and every piece of support equipment, even office supplies. Fire bottles, chocks, anything you can think of, we personally accepted. We also had the responsibility of writing procedures, guidelines, and instructions for maintenance on the new airframe. We took on this wide variety of requirements, all while still performing maintenance and maintaining a flight schedule. We worked our tails off to achieve what we have so far. All plank owners can proudly say that they have accomplished something that not too many active duty Sailors have ever done.

If you have never been to 29 Palms, much less in January, I’ll let you know that it gets quite cold. I was warned that it would be extremely cold and to make sure I had adequate bedding for the cots I would be sleeping on during my twomonth stay. "I like the cold," I said ignorantly. I did not like this cold. I had always been told the desert gets cold at night. I learned that this was the understatement of the year.

The “can,” as we called it, was where we slept. It was a metal container that holds about 30 men. I was equipped with a cot, a sleeping bag, and a blanket. When I awoke the next morning to see ice on the inside of the walls, I immediately purchased more blankets and sweatpants to keep warm. I will never make that mistake again.

Every time I see our aircraft land on our flight line, I still get that excited and nervous feeling I had on that first day.

Every time it lands, I know we will have a new gripe or issue that will teach us all just a little bit more. We will become better and more efficient with every problem we face. We will begin “carrying the Fleet” in the coming months and I am excited for what our future holds. The VRM-30 Titans are, and will continue to be, an integral part of the future of Naval Aviation.

The crews flew lots of flight hours in 29 Palms. So naturally, the aircraft would always come back with some new gripe that needed to be fixed. Again, I continued to develop my knowledge and grow in my qualifications. We worked 12 hours a day, every day, for two months. We didn’t get much 35

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Focus: Training - It Doesn't End with Flight School Call It Education or Call It Training – It Just Never Ends

By CDR Michael "Bus" Short, USN

Author with the HSM -35 Magicians aboard USS Sampson DDG 102

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ducation and training are all part of lifelong learning.

As for completing Flight School as a pilot or Rescue Swimmer School as an aircrewman, these are just milestones for the academic and practical training that follows in a career is non-stop.

Spring 1995, my last spring prior to going off to college and growing up…or so I thought. It was the end of my senior year, and like most seniors, the last thing I wanted to do was more school. As you may have read in my prior article, my dad was a Navy Chief, which made me a Navy brat. What I did not say was my family had a long list of Navy men. My grandfather was a COB on WW II subs and had the craziest stories. My uncle graduated from the Naval Academy and had a great job at Boeing as an engineer. I was ready to go into the family business of being a Navy man. But maybe not that fast as I was tired of going to school. Churchill said it best. “I am always ready to learn although I do not always like being taught.” So, without my father knowing it, I enlisted. He was my mentor and all my life he groomed me to be a Naval Aviator. He knew I wanted to fly. He also knew the education requirements and what was required to become an Officer in the U.S. Navy. He wanted me to get a degree. He wanted me to seek a commission and earn my Wings of Gold. When I was 18, I figured I knew what was best and I walked into a recruiter’s office and signed up. Once I completed the ASVAB and pledge to enlist, I told my dad. I told him I was tired of learning and I wanted to see the world. He went with me the next day to MEPS and helped me get the most out of the recruiting process. The PSC at MEPS had worked with my Rotor Review #150 Fall '20

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dad prior to his retirement and that helped a lot. I walked out of MEPS the next day with a $1,500 signing bonus, the Navy College Fund $30K Kicker to the G.I. Bill, and a contract to Aviation Rescue Swimmer School (ARSS). ARSS would put me on the path to getting my first Wings of Gold – my Aircrew Wings. I was stoked. My dad looked at me and grinned from ear to ear. I asked him what was so funny. He explained that I had not afforded myself a break from education at all. Instead, I had just brought about a mountain of education. He also explained that failure was not an option. On the table at MEPS was an All Hands Magazine. On the cover was a blue shirt with four sets of chains waiting for the next jet to land.

He explained to me that failing any part of the contract I had just signed would put me on that flight deck holding those same chains and waiting for the next jet to trap. Furthermore, he indicated that the only difference between that blue shirt and that jet pilot was education and the will and desire to succeed. The Navy did not call it education. It was more training pure and simple.

Enlisted training developed me into the Officer I am today.

From conditioning in the pool, to memorizing the gear reduction ratio of a Type II/III Russian nuke, to learning how to be a junior aircrewmen and get the standard maintenance quals, I was challenged. At Rescue Swimmer School, the saying was, “It pays to be a winner.” Finish first and you get out of the pool first. I may not have been first out of the pool every day, but when I was, it felt great. AW “A1” A-School follow on orders were chosen in order of GPA. Those with the lowest GPA picked last, which meant the ASW Module

(ASMOD) on several carriers. ASMOD also meant a delay in earning my Wings of Gold. I was the third person to choose platforms at the end of A-School and the number one wet crewmen in the class. I chose first. HSL-41 in San Diego was my initial destination. After earning my first Wings of Gold, I felt like it was LAMPS vs. the World. Next stop was HSL-51 as a “WARLORD,” again my choice. I believed at the time that on any normal day we would launch with a penguin and a MK-46 ready to take the battle to anyone who was willing to pick a fight with us. We also had the long arm of the ship and could call in strikes using OTH tactics like Peeping Tom and Curve Ball. Training was definitely not over. Once actually out on deployment, the training continued using Deployed Proficiency Trainer (DPT) and a disc man with a 30 second memory. I learned how to be the best DJ/Aircrewmen I could be with long hours of SSC and very little LAMPS vs. the World.

Young Warlords HSL 51 Aircrewmen

It was at HSL-51 that I applied to Broaden Opportunities for Officer Selection and Training, or BOOST for short.

BOOST was a Navy prep school to help get Sailors and Marines up to speed to ensure success afterwards at either the Naval Academy or a NROTC school nationwide. As an Aircrewman, and with my skills with different math equations required to develop sound velocity profiles or turns per knots of a Russian sub, I was thinking Math as a major.

Well BOOST taught me that Math did not love me as much as I thought I loved it. I was happy to finish BOOST. 300 Sailors and Marines started, and after 10 months only 200 finished. The education just never ended.

My J.O. squadron was the HSL-44, “Swamp Foxes,” of Mayport, FL. It took three years to prove who you were and your worth to the community. The H2Ps I cruised with could not have been a better bunch of guys to learn alongside. It was tough love at times, but it was love. The best educational quote occurred between fellow H2P, Butters, and me after an argument about not sharing knowledge: Butters: “Bus I am getting sick and tired of you not sharing knowledge with me.”

Bus: “Son, you better become a sponge because I have been raining knowledge upon you daily and you better learn to soak it up.”

I found a school that had a degree in something I was interested in and I graduated with honors. What I did not say earlier on was that I finished high school with roughly a 3.0 GPA. I was not a rock star by any means. However, I finished college with a 3.6 GPA that guaranteed myself a pilot slot in the Naval Air Training Command.

To this day, I am still not sure if he loves me or loves to hate me. Butters, I got nothing but love for you. In the end, all three of us made HAC. One of us even got aviation command.

Sorry folks but it was not me – not in my cards. But when I made HAC, Skipper Davis said something to me that I will always remember. He said, “Becoming an Aircraft Commander is your license to teach.” I was now an educator and have passed this along to every HAC I have helped along the way.

I have flown with so many H2Ps and so many students since becoming a HAC that not one flight, one event, or one sortie was like the last. The education or you can call it “training” just never ended.

API was merely a re-hash of Aircrew Candidate School. So, with that said, I took on a second educational opportunity during API. I became a father. The learning curve was steep but rewarding. Interestingly, the training it took to be a dad along with the dreaded Navigation exam was rough.

The one thing that got me through API, Primary, Advanced and the FRS was my friends. Cooperate to graduate. We all helped each other study. We would keep intel on our instructors and learn their favorite briefing topic or even the style they preferred to use when briefing a system. We all worked together. When I completed HT-8 in February of 2005, my Senior Crewman, AWC Jim Toler, pinned on my second Wings of Gold, my Pilot Wings. My father died in December of 2003, 10 days after my Commissioning and in retrospect, Jim taught me a lot. I knew my dad would approve of Jim taking the honor to pin me.

Currently, I am working on grad school in my off time prior to deployment and I hope to still take classes while underway. That might not work out well, but I am going to try. In retrospect, when I was 18, I needed training. I needed the discipline that the Navy demanded of me. That training has allowed me to continue my lifelong education. Albert Einstein wrote, “Wisdom is not a product of schooling but of the lifelong attempt to acquire it.” Pilot or Aircrewman, be prepared to commit yourself to a career of continuous learning in the form of training!

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Focus: Training - It Doesn't End with Flight School My Journey So Far

By AWF3 Robert Broadstreet, USN

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t’s not a bird, it’s not a plane, and it’s not even a helicopter?

It’s the Navy’s newly minted CMV-22 tiltrotor aircraft.

Sporting a shiny new paint job and the most up-to-date intricacies, the CMV-22 requires an attentive flight crew and dedicated maintenance personnel to ensure that this state-ofthe-art airframe meets the Navy’s needs. Each position, from pilot to maintenance crew, takes countless hours of in-depth training to hone the skills needed to master each respective crew station for safe and continued flight operations.

I am stationed with VRM-30, the Navy’s first Fleet CMV22 squadron. The CMV-22 was chosen to replace the C-2A(R) Greyhound to kick start the new era of Carrier Onboard Delivery (COD). I will be taking you on my journey in becoming a crewmember aboard the newest airplane that our Navy has added to the fight, one that’s been in development for years. Grab your helmet, flight boots, and let’s go through the two-year training regimen that has given my fellow crewmen and me the amazing opportunity to lead the forefront of Naval Aviation’s newest community.

After Navy Boot Camp, each prospective crewman reports to Naval Aircrew Candidate School (NACCS) located at Naval Air Station Pensacola, the Cradle of Naval Aviation. This school is designed to holistically test candidates in each rate. It has been proven to produce combat-ready aircrewmen. After walking up the sky blue stairs and across the “Wings of Gold” vibrantly painted atop the veranda, I reached my first chapter of crew training. The months ahead would lay the rock solid foundation upon which each Aircrewman’s career is built.

After a short couple of weeks, 23 prospective crewmen (myself included) joined NACCS Class “1933.” Each morning started

at 0630 sharp with a physical training evolution. Long runs, calisthenics, and guided weight lifting are used to reinforce the hard fact that crewing complex aircraft require the utmost physical conditioning.

After getting a good hearty sweat in each morning, classwork would commence. Classes covered basic knowledge that crewmen need to safely perform their flight duties. Basic CPR, survival equipment, and Aircrew heritage are just a few of many classes that are covered during basic crewmen training.

Between the classroom evolutions, candidates are evaluated on how well they perform under simulated emergencies: one such exercise is known as the infamous “Helo Dunker.” This training platform is a water evolution that tests candidates’ ability to remain calm in the worst of situations. After a trying four weeks of class that culminated in a capstone five-mile run on the day of graduation, Class “1933” donned our newly issued flight suits and stood proudly as NACCS graduates.

Following NACCS, all Aviation Warfare rates attend an A-School. In my personal case, I attended AWF A-School.

This curriculum is where my experience as an AWF would set me up for success . as a future COD crewman. Unlike NACCS, the fruits of my labor were no longer displayed by the sweat on my brow. Instead, the reward was the satisfaction of knowing that our class had put in countless hours of studying in order to master material that we would use once we were assigned to our respective platforms. The crewmen who were chosen to instruct at A-School course gave me a catalogue of technical knowledge that I would add to my ever growing crewmen toolbox. After enduring the academic rigor of AWF A-School, I earned the privilege to bear the AWF rate. This

VMX-22 evaluates a developmental V-22 Osprey compatible F-35 Lightning II engine component transport system aboard USS Wasp (LHD 1). U.S. Marine Corps photo by Cpl. Anne K. Henry, USMC

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privilege came with a drastic increase in responsibility and several more months of training in an aircraft with which I would become deeply familiar, the V-22 Osprey.

After leaving Pensacola and heading twelve hours northeast, I found myself a minority, mixed among Marine Corps aviators in Jacksonville, North Carolina. The infancy of the Navy’s CMV-22 program provided a great opportunity for cross service training with Marines and civilian contractors who had spent almost a dozen years perfecting safe practices on this oneof-a-kind airframe. More in-depth training needed to take place before climbing onboard to collect the first entry into my logbook. My next course of instruction would cover aircraft systems specific to the V-22.

Drive systems, engines, hydraulics, and all things V-22 were covered thoroughly to ensure that each future crew chief had a deep systems knowledge before assuming the responsibility of flight duties.

During this phase of instruction, it became clear to me that my skills were being narrowed down in an endless funnel of training. Even after completing a technical training course, aircraft systems were reviewed and retested in the next phases of training known as a Fleet Replacement Squadron (FRS).

The FRS is designed to develop basic technical skills and practically apply them to flight operations. System knowledge and the responsibilities of an airborne mechanic can always be improved upon. From day one until the day of my retirement, there will always be lessons learned to apply.

At the end of flight training, earning the privilege to wear the gold Aircrew Wings was a culmination of studying dozens of publications between four separate courses spread across two separate states. With newly pressed gold-clad wings and a thirst for operational knowledge, I was on my way to not just my first fleet squadron but to the Navy’s first Fleet CMV22 squadron. Immediately upon checking into VRM-30, I was ordered to report with the Training Department. At this point, it was yet again reinforced for me that training will never be complete. I’m embarked on this advanced phase of my training, the longest yet, with the purpose of becoming a fully qualified crewman. I look forward to diving headfirst into this curriculum as one of the first to progress through it.

Alongside my fellow junior AWFs, the competition will run high. We will drive each other to reach the greatest standard of proficiency. Whether it's test scores in the class room or PT in the field, we are always trying to outperform one another in healthy competition. Training in this community will remain a dynamic endeavor. It takes place everywhere: in the classroom, on the aircraft, and throughout the command at all levels. I look forward to the training because the opportunities to improve are abundant and frequently found, no matter where I look.

The day had finally come! It was time to raise the ramp, make the “Set in Back” call, and soar into the blue abyss overhead. Power was applied as we came into a twenty-foot hover. I was weightless, as a grin stretched across my face. This was the excitement I would be feeling on each and every trip to the sky. Flight training was split into several sections, each representing a specific mission of the V-22. Learning each type of profile illustrated the versatility of the V-22. Even though the Navy may be primarily utilizing their new CMV-22s for the COD mission, the scope of its capabilities stretch far beyond cargo and passengers. The Navy crewmen who have trained and will train alongside the Marines are well-versed in the idea of a multi-mission platform. My time during flight training was just the tip of the iceberg. The "iceberg" cliché has become a theme along my path. There will always be a next step. Even with thousands of hours to come and years on the job, the never ending cycle of improvement will prove that even the most senior crew members will always have something to learn.

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Focus: Training - It Doesn't End with Flight School LOCATION, LOCATION, LOCATION

By CDR Greg “Knuts” Knutson, USN Commanding Officer, HSC Weapons School Atlantic

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or decades, the Helicopter Anti-Submarine Squadron (HS) and Helicopter Anti-Submarine Squadron Light (HSL) communities routinely conducted their Helicopter Advanced Readiness Program (HARP) in locales that were congruent with their primary mission areas, places like Andros Island and San Clemente Island. When the communities transitioned to Helicopter Sea Combat (HSC) and Helicopter Strike Maritime (HSM), the out of area HARP locations initially did not change due to the tribal parochialism since it was just where the community operated prior to their deployments. However, with the recent onset of new mission areas in Intelligence, Surveillance and Reconnaissance (ISR) with the MQ-8 Fire Scout Vertical Takeoff Unmanned Air Vehicle (VTUAV) and MH-60S Airborne Mine Counter Measures (AMCM), the HARP destinations needed to change. Additionally, it is imperative to change training locations in order to get squadrons and detachments out of their comfort zone and train in new environments, as they would expect to do on deployment.

The Helicopter Sea Combat Weapons Schools plan and evaluate HARPs and make recommendations to the Type/ Wing Commodores for squadron and detachment progression in their next phase of training. The Weapons School HARP department coordinates with the squadron Operations and Training departments to determine whether the HARPs will take place locally or will occur out of the area. For the MQ-8 detachments there are only two current locations to fly the MQ-8 while the AMCM detachments can operate in the local area or at a chosen destination.

The Fire Scout detachments for HSC-21, HSC-22, and HSC-23 began their HARP locations in Point Mugu and Wallops Island. These operating sites allow for complex airspace restrictions and the permanent set-up of a Mobile Mission Control Station (MMCS) for flying the MQ-8B and MQ-8C Fire Scout. Although the Fire Scout events could be conducted in the simulator according to the HARP instruction, flying the actual Air Vehicle (AV) builds the technical expertise with the squadron’s maintainers, the physical exposure for the Ground Maintenance Vehicle Operators (GMVO), and building the tactical skills for the Air Vehicle Operators (AVO) and the Mission Payload Operators (MPO). The interoperability gained from working firsthand with the AV allowed the detachments to build cohesiveness while working out the discrepancies of the AV prior to deployment. With the coming of a few additional MMCS, community leadership is discussing potential new operations at El Centro or Fallon. During the February and August ‘20 HARPs for HSC-22, we were able to integrate the MH-60S with the MQ-8B in the missions of Overland SOF, Convoy Escort, Surface Surveillance & Control (SSC) Rotor Review #150 Fall '20

MH-53E in Key West during Mar 2020 Combined HARP

and Precision Guided Munitions with the Fire Scout remote designating for the MH60S engagement using an AGM-114 HELLFIRE. Also, the HSC-22 crews trained to Airborne Use of Force (AUF) and drug-interdiction missions alongside U.S. Coast Guard snipers and moving vessels. Wallops Island is truly a force enabler for the East coast squadrons as it is only a short distance from Norfolk and offers so much in training ranges.

The AMCM detachments execute their HARPs in either San Diego, Norfolk, Panama City or Key West, as they all now have seeded minefields. During the March ‘20 Combined HARP on the East Coast, HM-14, HM-15, and HSC-28 joined in Key West to prosecute mines in the Florida Keys. The events were organized in a way to simulate a campaign and allow for the MH53E and MH60S to work together to capitalize on each other’s strengths during the 10 day exercise. Missions included towed minesweeping, mine neutralization, floating 40

mine response, mine hunting and mine spotting with incorporated Post Mission Analysis (PMA) across all events.

This was a great opportunity to work on combined Tactics, Techniques and Procedures (TTPs) for the two disparate aircraft types. NAS Key West is currently working towards a LASER range certification, which would allow for the full range of AMCM. In October ‘20 both HSC-22_MQ-8B and MH-60S in hover at Wallops Island MARS airfield Pacific and Atlantic Weapons Schools joined together in San Diego to conduct the first MH60S AMCM HARP for HSC-21 and across the community. It is an exciting time for HSC as we further develop this capability for the fleet.

A new operating area on the East Coast is in development at Yeager Airfield in Charleston, West Virginia. HSC-9 completed a Unit Level Training (ULT) detachment September ‘20. In the months of October and November 2020 both HSC-5 and HSC-7 will conduct detachments to the same area. Charleston offers overland events, especially Degraded Visual Environment (DVE) that is hard to find in the Norfolk local area. HSC Weapons School Atlantic is developing scenarios for a future HARP into Charleston.

The HSC community has flexed to new HARP locations that best represent our current missions, which enables us to operate in new environments. It is imperative that we do not continue to operate out of archaic, established locations as our community evolves with new mission sets. The newly selected operating areas should effectively meet all of our squadron and detachment Required Operational Capability (ROC) / Projected Operational Environment (POE) missions for the expected Combatant Commander requirements.

The HSC and HM communities are truly multi-mission and it is important to carefully select each HARP destinations that matches each deployment.

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We Remember Remembering Joe Peluso - Helicopter Community Icon

By Mrs. Patty LeClair

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ow do you describe a man such as Joe Peluso – a man, a myth, a legend? The direct quotes above describe my father Joe Peluso and how the Navy Helicopter Community felt about him. My dad was and still is greatly respected for his knowledge, kindness, stubbornness and ability to get things done. Growing up as the daughter of Joe Peluso meant that he traveled all the time on Navy business leaving our mom (Barbara) to do most of the raising of my brother and I. We learned early on respect and what was expected of us from both our parents. Do your best, try your hardest and if you want it go for it.

My dad and I were always close and when I married a Sailor who ended up in the helicopter community, I got to see how much my dad accomplished in his work life. I was lucky enough to work across the street from him on Joe and Barbara with grandkids on Mother's Day in 2015 the F/A-18 FMS Program. Yes, I know it’s like swear words in the helo community! Because of this, we were able to have Dad had a radar for good people. We have many people who lunch often if he was not on travel. I could go see him or he have turned friendship into family. As teens, our friends were could come see me. We chatted about almost everything from welcome over and very few not welcome back! As we got older work to how do I fix a light switch as my spouse was often we still brought our friends over for Dad to grill. Yes, there was deployed. always a place at the table. Many of our friends stayed after a night out or when the ship returned for my spouse, there was I also learned from my parents to give back. My mom always a house full. Many memories were made with these was active in the PTA, my dad with umpiring baseball. My amazing people who walked into our lives and most stayed choice was to be a Navy Ombudsman. Starting as a squadron in touch. Dad often brought home the “strays” and I have Ombudsman, working my way up to Wing Ombudsman and continued that in my own life. Now I too have some amazing ultimately, I was asked to be the Southwest Region Ombuds- friendships that are now more family. We have been blessed to man. I became a Certified Ombudsman Trainer, traveled for be touched by so many wonderful friends during this time. the Region and had a voice for the enlisted personnel. I believe in my own way I left an impression but it was the foundation My dad left a big space to be filled in our lives, and from the that was provided by my parents that allowed me to succeed overwhelming texts, emails and calls we received, he left a big and have those doors opened to me. My dad was my go-to for space in life as a mentor and friend. As I enter the next decade just about everything, my talk through situations, my biggest in my life he assured me that I am ready to do this without his supporter, my biggest cheerleader. He also let me fall plenty of hands-on guidance. I insisted I was not ready! Life had other times and pick myself up as he stood by and watched… always plans for us both, sadly. I hope that I can follow alongside in with a “you got this kid!" my father’s footsteps and leave this world a better place. I miss his sense of humor, laughter, wisdom, sharing a bottle of wine Family dinners at the table were usually loud, filled with and our talks. sea stories and of course a good meal and plenty of wine. It was a time for discussions, lessons to be learned, sometimes I am a woman, mother, college student and daughter - Joe arguments, usually lots of laughing and plenty of memories. Peluso is my DAD! As grandchildren were added to the seats at the table, it became louder and more fun. He taught us how important family dinners are and how much is learned around the table. I am fortunate to have my children live with me and we FaceTime dinner with my nieces. I strongly believe in the Sunday family dinners as it’s where much of life is learned and lived. If you were ever lucky enough… as many of you were to join us, you would understand.

Joe on his birthday in 2017 with his daughter Patty and his grandson Gage.

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Memories from the Community Joe has meant so much to the helo community over the years and was a prime factor in the success of the H-60 and LAMPS Mark-3 Programs. Joe is one of the "go-to-guys "and I have been fortunate to know him for such a long time.

Mike O’Connor I’m hoping you’ll accept this note for your family on behalf of all of us who respected, and so loved, the knowledge and the joys your Father brought to those of us who flew; a sense of security and safety whenever Joe Peluso had a hand in the care and feeding of one of our aircraft. I salute your Father.

Michael Coumatos I was and am proudly one of the “Helo Bubbas” that Bill refers to in his emails. My career spanned 25 years and all of the operational tours from Ensign to Captain took place at NAS North Island. Of course, our paths crossed many, many times. Sometimes we shared the good times and sometimes we did a bit of battle when I wanted something and Joe (who was usually right) kindly and firmly stood his ground. As I gained seniority, we worked together at ensuring that our great helicopter community had the resources they needed and I came to respect Joe enormously. He was kind but firm, possessed an encyclopedic knowledge of everything possible to do with Naval Aviation maintenance, and was always, always, always a gentleman. He spoke often of his family with such love and I am positive that his love for you all will stay with him to the end.

Mike Fuqua The H-60 Carrier Community would not have succeeded had it not been for him. He is a great and treasured friend.

Kenny Golden I can still hear his stories of flying the H-2 and being on submarines. What a great guy who shaped and executed the Helo CONOPS start to finish.

Chris "Pyro" Fitzgerald He always fought for the Fleet. A very dedicated and passionate guy. I was privileged to know and work with him.

Bill Shannon Before I knew of him at the NHAHS Board Meetings, I thought he was something of a modest retired 3-star Admiral or something! That is the way he carried himself when he spoke, presented treasurer reports, discussed issues or told sea stories.

Then I read his resume and it elevated my respect for him. He was an enlisted Key West Submarine Sailor, who progressed to Kaman H-2 Helicopter Pilot and "US Navy God of Operations and Deployment". His significant contributions are recognized by recent presentation of the coveted "Mark Starr Pioneer Award.” We will miss you Joe Peluso, please know that you are remembered with respect & love and only good thoughts!

Joe Skrzypek

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A Toast to you Joe 43

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We Remember The Joe Peluso Memorial Scholarship

By Patty LeClair

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pon Joe’s passing, the family requested that donations in lieu of flowers be given to the Naval Helicopter Association Historical Society, Inc. (NHAHS). The NHAHS Board of Directors voted unanimously that all donations received would be used to establish a Scholarship in the name and honor of Joe. The NHA Scholarship Fund just completed awarding their scholarships for the 2019 calendar year so NHAHS contacted NHASF for their assistance with awarding the Joe Peluso Scholarship. Sean Miley who is currently a student at Boston College was the first person below the cut line that did not win a scholarship this season. Imagine his surprise when he received a call that said another scholarship had become available and that he had won it! I think this is a special story for both Sean and Joe because it is always nice to recognize people who work hard and eventually make it. Sean is the son of two helicopter pilot parents… John and Anne-Marie Miley. Both the Mileys were in the HC Community and flew the H-46 Sea Knight helicopter. John was also the NHA National President in 2009. Below is some information about Sean.

Sean grew up in a Navy family; a son of two Navy helicopter pilots.

His early years were spent in Washington D.C., Norfolk and Naples, Italy before landing in Coronado. He excelled in high school academically and received recognition for his achievements in AP Calculus and AP Physics and for his participation as an active member of the National Honor Society. Additionally, he was selected as California Interscholastic Foundation (CIF) All-Academic for Baseball. Currently, he is a member of the Boston College Class of 2023, studying in the Carroll School of Management with a concentration in Economics and a minor in Math.

While he misses the San Diego weather, he’s enjoying the New England atmosphere and being near family.

Both the Miley and Peluso families would like to thank all those who contributed to the Joe Peluso Scholarship.

Joe Peluso Scholarship Donors Steven Green Frank Harrison Christian Jensen John Slaughter Bill Personius Greg J. Scott Randy Bogle Dave Moulton Joe Coverty John Ball Linda Taylor Trina Thorn Barbara Peluso Naval Helicopter Association Historical Society

Sean Miley, the first recipient of the Joe Peluso Memorial Scholarship

Donations for next year’s Joe Peluso Scholarship are being accepted now.

You may mail your donations to: President Naval Helicopter Association Historical Society, Inc. (NHAHS), PO Box 180578, Coronado, CA 92178-0578. You can also donate online at the NHAHS Websit: https://www.nhahistoricalsociety.org/ indexphp/donations/

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We Remember CAPT Ken Marion, USN (Ret.), 1949-2020: A Tribute

By Mike O’Connor, Jim Gillcrist, and Steve Greene

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en Marion hailed from New Jersey. Born in West Orange in 1949, and a graduate of St Benedict’s Preparatory School and the University of Villanova, he was commissioned an Ensign in the U.S. Navy in 1971, a member of Aviation Officer Candidate School Class 28-71 in Pensacola. Ken earned his ‘Wings of Gold’ in 1972 and was designated Naval Aviator R-12283.

Ken’s first operational assignment was as an air station Search and Rescue pilot at NAS Alameda in California. At Alameda, Ken caught up with his fellow training command running mate and long-time personal friend, CAPT Monte Squires (Ret.), who recalls he and Ken were "joined at the hip for a couple years trying to outdo each other in the UH-1N, T-28C and U-11.” Monte also reflected that Ken’s passing “left a big hole in our hearts,” a personal sentiment echoed recently by many who knew Ken across his 30-year activeduty career and five years in government civilian service.

In 1975, Ken joined his first Fleet squadron, the HSL-37 Easyriders at NAS Barbers Point, Hawaii, where he served as a plank-owner flying the SH-2F Seasprite in the Navy’s LAMPS MK I Program. At the time, the HSL community was still spreading its rotors, operating in the Atlantic and Pacific from the hangars and flight decks of cruisers, destroyers, and frigates. Ken’s squadron mate and close friend, CAPT Joe DiNegro (Ret.), saw his potential early and observed Ken “could always identify the core of a problem and offer solutions accordingly.” Ken’s first detachment Officer-in-Charge at HSL-37, and close friend, CAPT Mike O’Connor (Ret.), deployed with Ken on the nuclear-powered cruiser USS TRUXTUN (CGN-35). Mike attributes this and subsequent deployments with the Easyriders, including a return to the squadron for his Officer-in-Charge (USS FIFE, DD 991) and Department Head tours (Operations Officer), as foundational to the “tactical expertise and operational experience that would prepare Ken for his future leadership roles in the HSL and HSM community transitions from the SH-2F to the SH-60B, and ultimately to the MH-60R.”

Ken’s first Fleet squadron experience broadened his passions for golf, the New York Mets, Villanova Wildcat basketball now to include the Easyriders, the HSL community, and the Hawaiian lifestyle. In addition to his two tours with the Easyriders, Ken’s tours on Oahu included duty as a daily intelligence briefer to the Commander-in-Chief of Pacific Command during the Soviet invasion of Afghanistan and Iranian hostage crisis, and later as the Fleet Warfare Officer on the staff of the Commander-in-Chief, U.S. Pacific Fleet.

These high visibility assignments on major staffs provided Ken with broad exposure to the full spectrum of warfighting plans and force requirements, and honed his ability to comprehend, distill and clearly present complex issues to 4-star commanders.

While on the Pacific Fleet staff, he played a key role in winning approval for arming the SH-60B helicopter with forward firing ordnance, providing an offensive surface warfare capability. Ken melded these attributes with experience in Fleet command, first with the HSL-35 Magicians, and next as Commanding Officer of the HSL-31 Arch Angels, the SH2F Fleet Replacement Squadron, both in San Diego, uniquely equipping him with the vision, experience and credibility to first influence and later guide the Navy’s emerging Helicopter Master Plan.

Ken earned his call-sign, “Cannonball,” during his Truxtun deployment. At a port call in Melbourne, Australia, Mike O’Connor and Ken were invited to breakfast and a round of golf at a local club. They were hosted by and paired with the club president and secretary. Ken, who was an avid and accomplished golfer, was enjoying great success. Mike was having less success. Standing on the 18th tee, the club president looked at Ken, and with a twinkle in his eye in a crisp Aussie accent remarked, “Ken, your commander seems to be hitting it a bit thick while the golf ball comes off your club like a cannonball.” The legend of “Cannonball Ken” was born.

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Selected for major command in 1995, Commodore Marion led the Navy’s largest type-wing, Helicopter Anti-Submarine (Light) Wing, U.S. Pacific Fleet, responsible for the man, train and equip functions for eight SH-60B helicopter squadrons 46

based in San Diego, Hawaii, and Japan. While Commodore, HSLWINGPAC deployed the Navy’s first AGM-114 Hellfire and FLIR-equipped helicopter detachment and progress on the Helicopter Master Plan proceeded under Ken’s community leadership.

The Helicopter Master Plan would neck seven helicopter type/model/series to two – the MH-60R and MH-60S. It would align the helicopter organization and force structure based on warfighting capability, merging the HSL (SH-60B), HS (SH-60F/H) and HC (CH-46D, HH-60H, HH-1N) communities into two - HSM (MH-60R) and HSC (MH60S), and it would introduce the MH-60R to the aircraft carrier and carrier airwing to replace the ASW capabilities of the sun-downing S-3B Viking and SH-60F. In 2001, Ken retired from the Navy after 30 years of activeduty service. His last assignment was his fourth in command as Commanding Officer of the Navy’s Fleet Area Control and Surveillance Facility, San Diego, with headquarters on NAS North Island. His active-duty career was full, including additional tours as Operations Officer on the amphibious assault ship USS NEW ORLEANS (LPH 11) during Operations Desert Shield/Desert Storm and at the Naval Post-Graduate School in Monterey where he earned a Master’s Degree in Information Systems Technology. When Ken retired, the Helicopter Master Plan was still five years from fleet introduction. His fingerprints were all over it, and he was not finished with it yet.

After retirement, Ken went to work as Vice President for Strategic Planning at the North Island Federal Credit Union.

A long-time member of the Naval Helicopter Association, he also served as President of the NHA Scholarship Fund. Of course, Ken found time to win the Coronado Men’s Golf Club Senior Championship (2009) and Club Championship (2011).

In the back of his mind though, Ken knew he had unfinished Navy work. In 2010, Ken rejoined his former staff, now HSM Wing Pacific, as the Transitions Program Manager, responsible for transitioning existing squadrons in the Pacific from the SH-60B to the MH-60R, and establishing new MH-60R squadrons as the community’s force structure grew under the HSM/MH-60R branch of the Helicopter Master Plan. While at the wing, Ken managed the transition or establishment of eight of eleven Pacific squadrons in San Diego, Hawaii and Japan, and the introduction of the MQ8B Fire Scout unmanned air vehicle into the newly established HSM-35 Magicians. Former Wing Commodore, now Rear Admiral Jeff Hughes, reflected on Ken’s contribution to the Wing: “Ken was at the Wing because he wanted to help make sure the transition delivered as planned. His vision, strategic thinking, reach, influence, collaboration, tenacity, persistence and humility all contributed to his exceptional work, and the brilliant execution of the community transition is directly attributable to him.”

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Ken’s greatest and most enduring legacy is with the men and women who were his squadron mates and staff colleagues, not the machines or weapons systems. Fellow junior officer and plankowner at HSL-37, CAPT Ron Rutter, USN (Ret.) summed up Ken’s demeanor: “Marion had class – he had the ability to make you feel as though you were the only person in the room.” As another Easyrider JO, Department Head, and former HSL Wing Atlantic Commodore, CAPT Dick Sears, USN (Ret.) expressed, “As a leader, Ken was transparent, sought out the opinion of others, and was deliberate in his approach. He did not care about the credit, only that we did the right thing in the right way.” And when world-famous helicopter pilot RADM Garry Hall, USN (Ret.), looked back on his close friendship with his former Easyrider squadron mate and Commodore, he said: “This was the Ken I know and love: a man of class, style, integrity and professionalism, who always worked for the good of our helicopter community.”

While Ken’s sparkling blue eyes, and ready, mischievous grin could put anyone at ease, his keen judge of character and potential could put those willing to work for it and for the community on their own career launching pad. From his department head tour on through his post-retirement years at the Wing, Ken mentored an inordinate share of future community Commanding Officers, Commodores, and Flag Officers. He was a trend setter in human capital management, picked winners, and stuck with them throughout their careers.

CAPT Tom McDonough (Ret.) recalled Ken’s example of “command presence, solid judgement, amazing insight and calm guidance” and their beneficial impact on his career. With Ken he said, “you knew you were in the right camp.” Admiral Hughes observed Ken was “truly a world class consigliere.

[As Commodore] I do not recall making a major community decision without having consulted Ken to some degree, and Ken never ‘decided,’ he just advised. His advice was always priceless.” Ken’s influential role and unmatched success as a community mentor earned him the unofficial call sign, “Godfather.”

Ken’s greatest passion, by far, were his beautiful bride and soulmate, Linda, his children, Ken Jr. and Jenn, and his beloved grandsons, Luke and Liam. The Marions, with Linda at the helm, were legendary hosts for four or forty, or more.

The Marions set the example as a Navy family who had it all together and went out of their way to make everyone feel at home. As Ken’s Magician JO, CAPT Jeff Tappan (Ret.) put it: “Ken didn’t stand alone. Right alongside him was Linda; confidant, friend, and mentor to those in the Spouse Club.

For a young spouse, she was the perfect ‘other half ’ of the team. Together they made each command a welcoming and fun place to be for both pilots and spouses. If there was a gold standard to shoot for, Linda was it.”

Today, the MH-60R is considered the world’s most advanced and versatile military helicopter with cutting edge warfighting capabilities in ASW, EW, and SUW. The HSM

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community is renowned for its tactical acumen, naval aviation leading readiness, and drive for continuous improvement. The HSL/HSM community’s 50-year journey from the SH-2F to the MH-60R, and from expeditionary, cruiser/destroyer -based detachments to the embarked carrier air wing squadrons, has been one marked by inspired leadership, warfighting competence, and an unwavering vision of and belief in the potential of naval helicopters, and the men and women who crewed them, to contribute decisively to the fight at sea. To a large degree, the course for this journey was set and boldly navigated by Captain Ken “Cannonball” Marion. “Godfather,” thanks for staying the course.

RIP Ken … “You did good!”

Authors’ Note: Ken Marion passed quietly in March of this year after a courageous and private battle with cancer. His early and unexpected departure was a devastating loss for both his family and the U.S. Navy helicopter community. This retrospective of Ken’s naval career and his enormous influence in shaping both the HSL (SH-2F, SH-60B) and HSM (MH-60R) communities is a heartfelt tribute to a most beloved husband, father, grandfather, patriot, naval officer, mentor, and friend.

Skipper Marion with Magician Aircrew after one of many cross country flights.

Change of Command at HSL-35

Commodore Marion accepting return of his “commissioning silver dollar” from SSGT Kellerman, his AOCS Drill Instructor, at HSLWP Change of Command Ceremony.

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The Marion Family: Janine, Luke and Ken Marion together with Jennifer, Mike, and Liam Engstrom celebrating Linda and Ken’s 2016 retirement in Lanikai, Hawaii.

LT Ken Marion enjoying life as an NAS Alameda Station SAR Pilot 49

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Features Navy Helicopters Are Changing Course The Rotary-Wing Community Is Working on Helo CONOPS 2.0

By CAPT Mike “Dream” Weaver, USN and CAPT Chris “Jean-Luc” Richard, USN Reprinted from Proceedings, Vol. 146/9/1,411, September 2020

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he Navy spends a lot of time deployed around the globe preserving peace, not conducting high-end warfare, so it is critical we maintain flexibility in future air wings.” —Vice Admiral DeWolfe “Bullet” Miller, Commander, Naval Air Forces As China and Russia dramatically expand their military capabilities, the United States finds itself with a capable force, but one not optimized for competition with these two powers.

The asymmetric wars in the Middle East and southwest Asia mainly have been fought with existing ground forces, aircraft, and weapons. Sustained combat operations in the Pacific or North Atlantic, however, would require completely different capabilities—some of which are absent from the Navy’s arsenal. In addition, a new concept—distributed maritime operations—de-emphasizes the concentrated power of the carrier strike group in great power conflicts.

These realities have pitted the surface navy against naval aviation in a fight for ever-more-scarce fiscal resources. Perhaps sensing an opportunity, the surface navy is working aggressively to increase its share of the overall budget to fund shipbuilding for manned and unmanned combatants. In what must feel to the naval aviation enterprise like piling on, critics of aircraft carriers from both Congress and academia increasingly call for wholesale changes to the force, including air wings. These collective challenges have forced uncomfortable introspection on naval aviation’s leaders and most ardent advocates.

As a result, naval aviation is reexamining its approach to the carrier air wing, making strategic investments to maximize both its lethality and flexibility. This will not be easy. Over the years, the air wing’s size has grown, and aircraft have gotten larger. The embarked helicopter complement alone grew by almost half with the addition of the MH-60R Seahawk; an extra E-2D Hawkeye, some CMV-22 Ospreys, and unmanned MQ-25 Stingrays will be joining in the near future. All this has combined to push carrier operational density beyond its theoretical limits. And none of it accounts for the reduced manning (and, hence, berthing and workspaces) built into the design of the Gerald R. Ford–class carriers. The Navy’s air warfare division (OpNav N98) is conducting an “Air Wing Rotor Review #150 Fall '20

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of the Future” study to reexamine the mix of fixed-wing aircraft on the carrier and to determine what adjustments are warranted. According to Rear Admiral Greg “Hyfi” Harris, the Navy’s Deputy Chief of Naval Operations for Air Warfare, “All the cards are on the table in the [‘Air Wing of the Future’] study.”

Everything Old is New Again Vast distances in the Pacific limit the reach of current aircraft. To ensure the aircraft carrier retains its utility, naval aviation is reexamining its approach to the air wing. While a fight with China in the Pacific may not be the most likely scenario, it is the most stressing, so naval aviation has embarked on a total-force effort to examine everything— from squadron organization, to flight-deck density, to surge capacity—to modernize. As an enabling effort, naval aviation has directed the helicopter community to reexamine its concept of operations (CONOPS) in light of other required changes. The size of the Pacific may lessen the utility of some helicopter missions, and other embarked aircraft might prove more useful against projected threats.

The helicopter community has been here before. In 2001, the Navy completed “Helicopter CONOPS 1.0.” That effort had a broad set of objectives: Reduce the number of unique helicopter type/model/series from six to two; reorganize squadrons into maritime strike (HSM) and sea combat (HSC) units to better support both carriers and other surface ships; and ensure all Navy helicopters were sufficiently armed.

CONOPS 1.0 was forward-thinking, and it has been successful by any measure. But it also was a product of its time. While much of CONOPS 1.0 remains relevant, the growth of China and the reemergence of Russia point to a need for change.

Future Vertical Lift Development of CONOPS 2.0 began in 2019. Vice Admiral DeWolfe Miller, Chief of Naval Air Forces, and then–Vice Admiral Bill Lescher, Deputy Chief of Naval Operations for Integration of Capabilities and Resources (and himself a helicopter pilot with CONOPS 1.0 experience), directed the HSM and HSC wings to examine helicopter mix and numbers on the carrier and assess the risk-to-mission that could be expected from either reducing or eliminating

embarked helicopters altogether. Though CONOPS 2.0 had been intended as a broad effort, analysis of complement size was accelerated, as looming budgetary decisions were to be informed by the conclusions.

cost attritables that can be carried and launched from both legacy and next generation platforms—FVL-MS is intended to provide significant capability growth at a better value than traditional manned systems. Combining the MH-60R and MH-60S into a single manned type/model/series aircraft that employs mission-specific payloads would simplify the supply chain, reduce per-unit procurement cost, and better position the Navy to compete payload development among a myriad of industry competitors.

The Center for Naval Analyses (CNA), having been part of CONOPS 1.0, was chosen to conduct the study, and an executive steering committee comprising the HSM and HSC commodores, OpNav N98 requirements officers, the H-60 program office (PMA-299), and the program assessment office (OpNav N81) was established. CNA’s work is ongoing, with a final report due in spring 2021. To reduce the risk of emotions taking center stage, the study is measuring risk-tomission against validated campaign plans. In this way, the HSM, HSC, and mine countermeasures (HM) communities are being objectively evaluated for their ability to complete missions critical to the high-end fight.

The relationship between FVL-MS and Helicopter CONOPS 2.0 is significant for another reason: It will provide the RAND Corporation—the organization chosen to lead the Navy’s FVL analysis of alternatives (AoA)—with a body of analysis from which to commence its Fiscal Year 2021 work. Provided the Navy properly resources FVL-MS development—which will be critical in next year’s budget— the program executive office at Naval Air Systems Command will be able to begin early acquisition work when the AoA completes. Funding delays frequently drive cost overruns, and FVL is unlikely to be an exception. Achieving the aggressive affordability objectives for FVL will depend on the Navy prioritizing post-AoA investment and staying on timeline.

The analysis is examining three distinct timeframes: present–2025 (“fight tonight”), 2026–33 (“force in transition”), and 2034–45 (“future force”). In each timeframe, CNA is examining the missions for which the communities have operational requirements; assessing the effects of both fielded and projected technologies on those mission areas; and determining if the communities are optimally equipped and organized to fight in the changing battlespace. Key events during those periods include sundown of the MH-53E Sea Dragon, fielding of littoral combat ship mission modules, full employment of the MQ-8C Fire Scout, and fielding of both the MQ-25A and the MQ-4C Triton—each of which could affect the role of the MH-60R in the carrier air wing. The study also aims to optimize helicopter service-life extension efforts and find better ways to employ Navy Reserve helicopter squadrons at sea. Once complete, the helicopter community and the larger naval aviation enterprise will review the conclusions before moving forward on CONOPS 2.0.

Planning Is Essential For its part, the helicopter community must avoid viewing CONOPS 2.0 (and “Air Wing of the Future”) as the means by which winners and losers will be chosen. CONOPS 1.0 was successful largely because it used data and reasoned analysis to remove the emotional arguments (based on loyalties to mission, aircraft, and community) against change.

Inevitably, there will be changes to the force. There may also be reductions in personnel and airframes. The unit of action— whether a squadron, type wing, or carrier air wing—must be right-sized and organized based on operational requirements.

As requirements scale, so must the organizations. An inconvenient truth is that while people are the Navy’s most valuable asset, they are also its most expensive. For decades, as military budgets ebbed and flowed, the services have cut and increased manpower accordingly. Planning for these changes in advance—rather than reacting to them at the 11th hour— will minimize the negative effects on sailors.

In addition to informing future investments in helicopter capabilities, the study is looking at how to transition the legacy helicopter communities to Future Vertical Lift Maritime Strike (FVL-MS) aircraft in the 2030s. Envisioned as a family of manned and unmanned systems—potentially including low-

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There is a critical need for flexibility in the future air wing model—what works in Seventh Fleet might not work elsewhere.

Reducing the number of Seventh Fleet’s embarked helicopters should not necessarily cause an overall reduction in force structure; those aircraft and people may be needed to support other missions.

People and aircraft, once cut from the budget, are notoriously difficult to get back. The Navy must avoid ill-advised cuts for fast cash, because short-term savings could generate a pilot gap that will take a long time to fix. Besides, over the next 20 years, the Navy plans to build significantly more ships with small flight decks, and those can be serviced only by vertical lift.

And while draconian cuts often resonate in the Pentagon’s E-Ring, they should be tempered by input from the carrier strike group and air wing commanders who will ultimately deploy these forces; some are already skeptical of large cuts in helicopters.

The asymmetric threats that drove the helicopter community to CONOPS 1.0 in the early 2000s simply will not compete in a great power competition budget environment. If a mission for which HSM and HSC are expending flight hours will not influence the behavior of a peer adversary (or at least enable such influence), then it may no longer be a valuable mission.

The helicopter community must continue to innovate and modernize its concepts of employment to provide maximum value in a high-end fight. This may mean reimagining traditional roles and embracing missions that, while less kinetic, are more critical to the broader force. The community must also guard against the notion that there is something inherently valuable about operating from the carrier.

If the helicopter community’s future is on smaller ships, then it will “run toward the gunfire” as it always has. Rotary-wing people have long valued the independence and autonomy that come from expeditionary operations.

A surface combatant, operating far from home and with little support, is a crucible from which pilots, aircrewmen, and maintainers emerge strong, independent, and industrious. Ironically, the problem-solving skills developed by that challenging independence are what have

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consistently allowed the helo community’s leaders and sailors to be so successful in the collaborative environment that is the air wing.

The “Air Wing of the Future” and CONOPS 2.0 efforts must be forward-looking, and they must drive toward change that is meaningful and thoughtful. Cuts to force structure must make sense in an ever-changing battlespace—not just in a single scenario. Proposed cuts should be closely scrutinized, as the implications of getting it wrong are severe. But the Navy helicopter community once again has been given the opportunity to help chart its own course. At the end of the day, communities that fail to modernize their capabilities and operations eventually go the way of the ghost fleet.

High Stakes

By LT Josh “Oscar” Tassone, USN

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t was July 3rd, 2020 and I was scheduled as the Copilot on our weekend SAR duty crew. Naval Air Station Lemoore was closed for the holiday weekend so we were standing a relaxed alert from home. I was the newest pilot assigned to Lemoore Station SAR and had three flights remaining in my SAR Mission Commander (SMC) syllabus. While all fleet helicopter pilots train to and are familiar with standard SAR procedures, Station SARs require an additional training syllabus to introduce pilots to more dynamic overland SAR procedures in high altitude, mountainous terrain. SMCs must maintain currency in day and night high-density altitude (DA) confined area landings (CALs), one wheel landings, rappel, hoists and short hauls.

One climber had sustained a compound fracture of his right leg, open fracture of his left arm and a significant head injury caused by falling rock, which crushed his climbing helmet and caused him to slip in and out of consciousness.

The second survivor had minor lacerations and the third was uninjured. After talking with the Sheriff’s Office, the crew chief and I began plotting the survivor’s location to perform a map study. Initial data placed the climbers between 10,000’ to 11,000’ on an exposed granite chute with roughly a 45 to 50 degree incline. I ran power calculations which indicated a negative power margin for our anticipated fuel load and weight on arrival. The map study revealed that MammothYosemite airport (KMMH) was within five miles of the survivor’s location, although 3500’ feet lower. I took down the airport information as it could be an alternate fuel source if needed. With all the information we needed, the crew chief and I walked to the aircraft and LASSO 01 launched from NAS Lemoore (KNLC) at 1732 for the 80 mile transit to the survivor’s location.

We focus on operations in a power-limited environment, where every percent of torque matters and strictly adhering to waveoff criteria and power margins can mean the difference between successfully affecting a rescue or needing to be rescued yourself. Our aircrewmen and SAR Medical Technicians (SMTs) become experts in rappelling to confined areas through trees or down cliff faces when there are no viable landing zones. They train to and use a multitude of rescue devices and methods, often involving dynamic in-flight recoveries. Training flights routinely involve the participation of ground crews and live medical training in flight. This allows for crews to build proficiency in every aspect of an actual SAR call, from the mission planning at initial notification, search phase, deployment, assessment, recovery and inflight treatment during transport to the nearest suitable medical facility. The training syllabi for pilots and aircrew at Station SAR are designed to ensure a high degree of readiness in a challenging flight environment and I can now personally attest to their merit. With the training I had received in my few months on board Lemoore and the professionalism and dedication SAR crews devote to their jobs, I felt we were as prepared for the call we received on July 3rd as we would ever be.

At 1820 the crew arrived in the vicinity of the survivor’s lat/ long. At 1838, after approximately 10 passes and with the help of the Mono County SAR ground team’s talk-ons, our crew spotted the survivors at 10,450’ Pressure Altitude (PA) and began to evaluate their position. We determined, due to the extremely steep terrain and zero landing/one-wheel spots, that a rappel from a Hover Out of Ground Effect (HOGE) would be the only viable method of deployment to get our SMT and the litter to the severely injured climber. As the crew chief and SMT began preparing for a litter rappel, the SMC and I continued to evaluate winds and determine power margins. At the time of rescue, the survivor's location was shaded, creating strong downflow along the face of the mountain, which was magnified further by the deep funneling chute in which the survivors were located. Initial, rough power calculations indicated that we would need to be at zero fuel weight in order to have adequate power margins to

At 1628, the SMC alerted our crew chief, SMT and me of a 32-year-old climber who sustained multiple injuries in a fall. Within 20 minutes all members of the crew arrived at the squadron spaces and began dividing tasks in preparation for launch. The SMC walked to the aircraft to begin preflight as the SMT gathered all necessary medical equipment. I contacted the Mono County Sheriff’s Office and gathered as much information as possible. Three climbers had been involved in a rockslide on the North-East Gully of Laurel Mountain in the eastern Sierra Nevada Mountains.

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Features affect the rescue. We elected to dump fuel to 1100 pounds and proceed inbound to the survivor’s location to verify power available. With KMMH located roughly 3,500' below and 5 NM from the survivor’s location, we decided to set a bingo of 500 pounds of fuel. Power checks after dumping fuel revealed a power available of 94% torque at 12,948' DA, just 52’ below the MH-60S’s maximum DA of 13,000’. Power required to HOGE was calculated at 88% torque, providing a 6% power margin. We had our numbers and were within NATOPS limits to make the approach.

With the crew rigged for rescue and power calculations complete, we proceeded inbound to the survivor’s location for our initial attempt at deploying our SMT. Strong downflow pushed us away from the face of the mountain on the approach and significantly increased power requirements.

The SMC was able to push through the downflow and enter the boundary layer helping to reduce power requirements.

The survivors were tucked into a steep and deep chute of loose granite. On either side of the chute a sharp ridge line rose roughly 100 significantly degrading the aircraft’s ability to position the SMT over the survivors for the rappel while remaining out of the downflow. The SMC attempted to position the aircraft over the survivors for the rappel following directional commands from the crew chief. Sitting left seat, I monitored our position to ensure a safe waveoff path was maintained and provided continuous readouts of torque, Turbine Gas Temperature (TGT) and Nr (rotor speed). For the duration of each approach, the number one engine of LASSO 01 was in the 2.5 minute limit range for TGT. On the initial attempt at deployment, we experienced a strong, sustained downdraft while in a HOGE causing Nr to droop to 96% and the LOW ROTOR RPM Warning to appear. A smooth and expeditious waveoff was initiated by the SMC as the crew chief simultaneously pulled the SMT back into the aircraft and I cleared the aircraft of terrain down and left.

We recovered and set up for another attempt. We executed waveoffs on two subsequent attempts for rotor droop and once to avoid exceeding the 2.5 minute countdown on TGT for the number one engine.

After a brief discussion we proceeded to KMMH and unload all unnecessary gear (raft bag, smoke curtain, seats, etc.) and only kept a litter, the level A/B medical bag and the patient monitor. With 600 pounds of fuel remaining we departed to make another attempt at SMT deployment. The SMC and crew chief were able to position the aircraft over the survivors in a HOGE at roughly 115 feet AGL. At 1935 the SMT executed a rappel with the litter to the survivor’s position. During the SMT’s rappel he experienced wind oscillations and multiple stoppages as a result of “pigtail” twist that developed from the rappel rope. The SMT rapidly forced out the reoccurring kinks within the rope allowing him to continue his rappel down to a 6 foot ledge roughly 30 feet below the survivors. Once the SMT was safely on deck, the crew chief cut the rappel rope to allow for an expeditious

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departure. We departed down and left away from terrain with 500 pounds of fuel remaining and proceeded to KMMH. On the mountain our SMT was met by one of the survivors who carried the cut rappel line up to the injured survivor’s position. The SMT his end of the rope to the litter and then climbed 30 feet up the side of the mountain on all fours due to the 45 degree slope. The uninjured survivor and the SMT pulled the litter up the 30-foot vertical rock face to the injured survivor’s position where the medical assessment commenced. Our SMT confirmed the survivor’s injuries, as reported. The second survivor suffered minor lacerations to her right knee and was also hit with falling rocks but was not critical. With no anchor available and working in a confined area near a 30 foot drop-off, our SMT provided rapid medical attention to the survivor’s injuries and began packaging the critical survivor into the rescue litter. As the SMT worked on both survivors, we refueled the aircraft to 750 pounds.

Considering our narrow power margins, we elected to unload even more gear from the aircraft, and anything not needed for the recovery was stripped to lighten the aircraft and decrease power required.

At 2008, our SMT relayed that the survivor was packaged and ready for pickup. We made two approaches, waving off once for rotor droop and once to avoid breaking the 2.5 minute TGT limit on the number one engine. On the third approach, we were able to maintain a HOGE with both engines operating in the red range of TGT. The SMT expeditiously hooked up himself and the litter patient to the hoist despite falling rocks and debris making it extremely difficult to maintain balance on the small ledge. Once secure, the SMT gave the ready for pick-up signal and the crew chief began to raise the SMT and survivor via the hoist. As soon as the SMT and survivor broke deck, we began to droop to 98% Nr. I verbalized the droop and cleared the aircraft left as the SMC began a expedited but controlled turn and descent away from terrain. During the recovery the crew chief rapidly raised the SMT and survivor on the hoist. The SMT and survivor cleared terrain and the aircraft recovered to 100% Nr. I radioed to the ground crew that the first survivor was on board and we were inbound to KMMH where we landed at and transferred the patient to an awaiting ambulance.

While the SMT conducted turnover with the Paramedics, we again took fuel and discussed how we wanted to recover the remaining two survivors. We were informed by the Mono County Sherriff SAR leader that the ground SAR team would not be able to get to the remaining survivors for at least 4 more hours, but most likely it would take longer. His team had a “care package” of basic survival items for us to drop off to the survivors so they could hunker down for the night if we decided not to attempt the rescue. Due to the extreme pitch of the mountain chute and the rapidly falling ambient temperatures, we decide to launch without our SMT for weight considerations. The remaining survivors would be recovered

via basket one at a time.

A Mono County Sheriff relayed via satellite texter to the survivors that they would be recovered via a basket and we relaunched to recover the second survivor. We made an initial approach to the survivor’s location and attempted to lower the basket to the small ledge that they were positioned on. Due to the strong downflow and the aircraft’s rotor wash, the basket was being pushed away from the terrain as it was lowered. The Crew chief attempted to swing the basket to the survivors but we had to waveoff to avoid breaking the 2.5 minute limit range for TGT on the number one engine. On the second approach, the Crew chief was able to swing the basket to the survivors. With a survivor secure in the basket, the Crew chief began hoisting and cleared the aircraft for forward flight. The survivor was recovered in flight on the hoist as we began our descent to KMMH for landing and a sip of fuel. Once on deck, the second survivor was turned over to the ambulance for minor injuries and chose to stay and wait for the third climber.

caution warnings. We were able to maintain a position over the survivor and the Crew chief skillfully swung the basket to the survivor. The Crew chief began hoisting and cleared the aircraft for forward flight. The survivor was recovered in flight and we landed at KMMH with 450 pounds of fuel remaining (the NATOPS minimum for the MH-60S). The survivor was turned over to the Mono County Sheriff and we shut down cold for fuel before departing for Naval Air Station Lemoore at 2225.

We refueled to 700 pounds and the SMC and I donned Night Vision Goggles (NVGs) for the final recovery. At 2105, we departed KMMH to recover the final survivor. In route to the survivor, I identified and notified the crew of a 60 pound fuel split, leaving one tank with 290 pounds and the other with 350. We elected to place the lower tank fuel selector lever in cross-feed to even the split and continued with the approach. We made an initial pass to a wave off in order to build more situational awareness and develop a better sight picture as this was our first recovery attempt while on NVGs. On the second approach, we drooped to 98% as a result of a significant downdraft and expeditiously waved off while the Crew chief recovered the basket. With only 520 pounds of fuel remaining we discussed whether we could make another rescue attempt or needed to return for fuel. Knowing we had a steep, fuel saving, descent to KMMH, using a shorter approach path, and the fact that less fuel helped power, we elected to make one more attempt and proceeded inbound to the survivor’s location. The Crew chief worked the basket down to the survivor as he provided the SMC with directional commands. While the SMC maintained a stable HOGE in strong and turbulent mountain winds I monitored fuel and returned the number one fuel selector level to normal while providing continuous readouts to the SMC on torque, TGT and Nr as well as clearing persistent LOW FUEL master

Without the training received through the additional Station SAR syllabi, our crew could not have performed the rescue that evening. We were the third asset to receive the request for assistance, with the California Highway Patrol aircraft unable to conduct the rescue due to the high winds and high altitude and the California National Guard unable to respond within our timeframe. We responded, and as a crew, were able to utilize our aircraft and training to safely employ it on the cusps of numerous limits in a highly demanding and challenging environment. We approached each obstacle as a crew and rapidly developed and employed solutions. In our crew’s combined experiences, never had any of us gone through such lengths to find ways to safely employ our aircraft to get a mission done. All said and done, we stripped our aircraft of nearly 1200 pounds of unnecessary equipment in order to employ it right up to numerous limits. Our margins for error were small but our confidence in each other and our training was strong. For us, CRM was much more than an acronym. It allowed us to unlock the full potential of our flight crew and aircraft to provide lifesaving services to persons in need.

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HX-21 CMV-22 Ospreywith VX-20 C-2A Greyhound at NAS Patuxent River.

Photo by Erik Hildebrandt

Features Perspectives on the Coming of the CMV-22B to the Large Deck Carrier

By Mr. Robbin Laird

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This is a shift from what I call the integrated to the integratable air wing; whereas a new asset to the large deck carrier historically has been integrated into the air wing, with the coming of the Osprey, the MQ-25, the F-35C, the Advanced Hawkeye and other assets, the air wing is expanding its reach to work with assets on other ships and non-US combat assets to deliver the combat effect of the air wing.

first viewed a CMV-22B in person when attending the Reveal ceremony in Amarillo, Texas held on February 6, 2020. But I am no stranger to the Osprey having seen my first Ospreys at Second Marine Air Wing in 2007. At that time there were four Ospreys on the tarmac.

The plane has come a long way since then, with the Marines taking it in to every clime and place with the transformational aircraft having a significant change on how the Marines operate. Now the plane is coming in a modified form to the U.S. Navy, as it is technically replacing the C-2 Greyhound in its carrier support role.

What is being set in motion is a new approach where each new platform which comes into the force might be considered at the center of a cluster of changes. The change is not just about integrating a new platform in the flight ops of the carrier. The change is also about how the new platform affects what one can do with adjacent assets in the CSG or how to integrate with adjacent U.S. or allied combat platforms, forces, and capabilities. What is being shaped is an interactive kill web approach whereby assets coming off of the carrier can intersect with assets not organic to the carrier to expand the reach of any particular air asset from the carrier air wing, and to enhance that platform’s contribution to the joint fight.

Nonetheless, the CMV-22B is no more a replacement for the C-2 Greyhound, than the MV-22 was for the CH46. The MV-22 covered the functions of the CH-46 for the Marine Corps but represented a disruptive change; it has driven transformation of the USMC and its operations. The CMV-22B will be part of a very significant change in the carrier air wing, as it is part of a new generation of assets to operate from the large deck carrier.

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An example of this dynamic was highlighted by the addition of air refueling for the Advanced Hawkeye. Recently, VAW126 Seahawks became the first Advanced Hawkeye squadron to qualify its pilots for air refueling. The focus of the press on this development has been upon how the reach of the Advance Hawkeye has been enhanced. Although true, that misses an important contribution of expanded reach and duration for the entire fleet, and the joint force, not just for the carrier air wing.

After Pax River, my next discussion of the coming of the CV-22B was with the Navy’s Air Boss, Vice Admiral Miller. In a meeting in his office in San Diego a week before attending the reveal ceremony on February 6, 2020 in Amarillo Texas.

We discussed how the Air Wing was changing, and the impact of the coming of new platforms, like the CMV-22B. We agreed that a way to look at the way ahead was not so much the integrated air wing, but the shaping of the integratable air wing.

For example, the Marines are shaping answers to this question: How can the Marines contribute most effectively to the core Navy mission of sea denial and sea control? Part of the answer is to expand the role of the amphibious fleet and its onboard Marine Corps air and ground capability to play a key role in this mission. An Advanced Hawkeye can augment the ability of this fleet to do this mission and with the extended range with air refueling of the Hawkeye plus the coming of the MQ-25 to the large deck carrier to do that air refueling mission, the prospects of leveraging the capability of a member of the integratable air wing to provide ISR/C2 support for the amphibious task force is enhanced.

We then focused on the case of the U.S. Navy replacing the C-2 with the CMV-22 in the resupply role. But the Navy would be foolish to simply think in terms of strictly C-2 replacement lines and missions. So how should the Navy operate, modernize, and leverage its Ospreys? For Vice Admiral Miller, the initial task is to get the Osprey onboard the carrier and integrated with CVW operations. But while doing so, it is important to focus on how the Osprey working within the CVW can provide a more integrated force. Vice Admiral Miller and his team are looking for the first five-year period in operating the CMV-22 for the Navy to think through the role of the Osprey as a transformative force, which can expand operations to support a carrier from afloat resupply assets as well.

The CMV-22 is joining the Air Wing in the process of the integratable revolution. And further discussions, with the participants in the coming of the CMV-22B to the large carrier provided further insights into the process.

Last Fall, I went to Naval Air Station Patuxent River and to meet with Col Matthew Kelly, who is in charge of the V-22 Joint Program Office (PMA-275). We discussed the next phase of Osprey development. The U.S. Navy is joining Osprey Nation at the same time as the Japanese. As Col. Kelly commented: “There is no other air platform that has the breadth of aircraft laydown across the world than does the V-22. And now that breadth is expanding with the inclusion of the carrier fleet and the Japanese. We currently have a sustainment system which works but we need to make it better in terms of supporting global operations.”

When at Amarillo, for the Reveal Ceremony, I had my first interaction with CAPT Dewon “Chainsaw” Chaney, the Commander of COMVRMWING (Fleet Logistics MultiMission Wing) who will command three squadrons of CMV22Bs as they are stood up. At the ceremony, CAPT Chaney highlighted the coming of the new capability and what it meant for the U.S. Navy. “What is the status of the CODs? Every Carrier Air Wing Commander and Carrier CO has received that question numerous times from the Carrier Strike Group Commander while on deployment. And for good reason, the COD, or Carrier On-Board Delivery, aircraft is the only longrange aerial logistics platform providing logistical support for the Carrier Strike Group, ensuring its time sensitive combat capability. Sure, there are ways to get some items to the carrier but that time lag in most cases is at the cost of readiness for the warfare commander. The Navy saw the need to replace the aircraft providing this critical capability years ago and embarked on multiple efforts to inform that decision. The Navy selected V-22 as the future COD platform. The first aircraft is being delivered today (well actually a week ago but who is counting). And our first deployment will be here in a blink of an eye!”

This July, I visited the Naval Aviation Warfare Development Center (NAWDC) based at Naval Air Station Fallon, NV. New Navy air platforms coming into the force are worked into the air wing, and the team lead by Rear Admiral Brophy, the CO of NAWDC, are clearly focused on the integratable air wing. Yet the C-2 never was a plankowner in NAWDC, but the CMV-22B will be. According

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Features He noted that the Navy will approach operating its Osprey in some ways differently from the Marines, but because of the interactive working relationships any learning on the Navy side can be easily be transferred on the Marine side. “I see it as a very symbiotic relationship between the Marine Corps and us, all under the Department of the Navy. Clearly with the Marine Corps having the bulk of the experience right now in MV-22s, I welcome any of their lessons learned and comments about maintaining the airplane, flying the airplane, fighting with the airplane. I’m all ears, because I know that my team is still in their infancy.”

But one example of cross learning might be with regard to how the Navy will operate the load outs and off-loading of the aircraft. They are looking to have a rapid unload capability with new containers for the CMV-22B and Navy experience with the new kit might well prove of interest to the Marine Corps as well. The counterpart to VRM-30 will be VRM40 but all three squadrons are under the Wing. The third squadron will be on the East Coast.

HX-21 CMV-22 testing near NAS Patuxent River.

Photo by Erik Hildebrandt

to RADM Brophy, they will work the tactics, techniques, procedures (TTPs) for the CMV-22Bs along with CAPT Chaney, as it will enter into NAWDC through the rotary wing school in NAWDC, but its ultimate location for crossplatform training, in a command increasingly focused on such training with a kill web focus, will be determined.

After my visit to NAWDC in July 2020, I went to San Diego and met with the Air Boss on the morning of July 13th and in the afternoon with “Chainsaw.” During my visit with the Osprey squadron, I had a chance to see the third Osprey on the tarmac, and visit the hangar being used to stand up the squadron.

In my discussion with “Chainsaw” at North Island, we discussed the standup of the CMV-22B squadrons. The first squadron VRM-30 was stood up prior to the creation of the wing and its first aircraft arrived in June 2020. CAPT Chaney noted that there is a two-year timeline to get a fully qualified maintenance technician or officer to the force, so that has been underway. That training has been generated with the Marines in North Carolina, Hawaii, Kuwait, or working side by side with Marines in various locations or in the Bell-Boeing Teams at the Maritime Response Team’s in Miramar.

CAPT Chaney then noted that this October, the Fleet Replacement Squadron, VRM-50, will be stood up. It will take this squadron two years until they will be able to train new pilots. As he explained, with VRM-30, they need to get pilots ready to go fly and go on deployment. “Whereas with VRM-50, they have to get pilots and maintainers qualified, but then they also have to figure out how to train other pilots and aircrewman in other words to establish the Navy training cycle for the aircraft.”

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And as the Osprey comes to the fleet, building appropriate infrastructure is a key priority facing the Wing in the next few years. At North Island, San Diego, their first simulator will come next year, and a new hangar is being built and will be ready in 2023. But the East Coast basing solution remains to be resolved.

With regard to the standup, the Wing Commander comes from the rotary wing community; his Deputy from the C-2 community. The challenge is blending the two into a tiltrotor force which operates at a different altitude from the C-2, can fly night shipboard missions (which the C-2 did not), and rapid, efficient shipboard operations, which has not been the core focus of the USMC and their use of the aircraft.

In short, it is clear that the CMV-22B needs to prepare for carrier operations but equally the carrier community needs to get ready for the coming of CMV-22B. As CAPT Chaney put it: “The CMV-22 has the capability to internally carry the F-35C engine power module. This capability is a game changer for the Air Wing of the Future and drove the need to match up the F-35C and CMV-22 operational deployments. The first CMV-22 deployment is now less than a year from initial delivery of N3, which is scheduled for late June of this year. “Its success is key to maintaining combat lethality for the Air Wing of the future and our Navy. CMV-22s will operate from all aircraft carriers providing a significant range increase for operations from the Sea Bases enabling Combatant Commanders to exercise increased flexibility and options for warfare dominance. “If you’re in a fight, it’s always good to have options. Every month following the first initial deployment, there will be a CMV-22 detachment operating with a U.S. aircraft carrier somewhere in the world.”

TM

TM

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Help Us Rescue Them

By LCDR Rob “Big Daddy” Dalton, USN A note from a rescue pilot to the rescue community We proudly fly, “So Others May Live.”

HSC Mission Statement excerpt

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t’s 2040; the United States is launching maritime strikes against China. Two manned F-35Cs paired with their semi-autonomous unmanned MQ-25 counterparts establish a Defensive Counter Air Combat Air Patrol (CAP) 900NM from CVN81. While holding in CAP, one of the F-35s shreds its engine, resulting in an ejection1. Alone in the jungle, the downed pilot is 900 NM away from the closest piece of sovereign American territory. It is now the job of the Helicopter Sea Combat (HSC) community to bring them home. By 2040, the Navy will have replaced the MH-60S - and unfortunately, the planned new platform may prohibit downed aviators' rescue in such a scenario. Put simply, the Navy must set a course insisting on rescue assets with superior speed and range – the HSC community’s choices now may literally save their lives.

HSC must make the right choice based on Great Power Competition The replacement HSC rescue asset is part of a much larger program, called the Future of Vertical Lift (FVL). The FVL Program was initiated by the Army in 2008, and has the ambitious goal of replacing all the Department of Defense's rotary-wing aircraft. The Navy’s FVL is called FVL Maritime Strike (MS). The FVL (MS) approach is based on a Family-ofSystems (FoS); meaning, the FVL (MS) Program will produce both an un-manned and manned platform. The FVL (MS), expected to arrive in the 2030s, will consolidate all current H-60 Navy helicopter platforms2. This decision is based on maximizing supply-component efficiencies across dissimilar helicopter communities but carries some deleterious effects to mission capability. Put another way, the FVL (MS) aircraft risks becoming a "jack-of-all-trades'' within Navy helicopters while sacrificing the specialization required for advanced rescue.

The HSC Community’s transition to a completely expeditionary model is underway. This decision, driven ultimately by Great Power Competition (GPC), will see a reduction from six to three HSC aircraft on the CVN. Spot factor size, or the available space on the CVN, is at a premium.

The HSC Community’s reorganization is due to GPC; it follows that the replacement aircraft must be based on GPC as well.

As such, the best replacement for HSC vis-a-vis FVL (MS) is the Army's 30,000-pound FVL Capability Set (CapSet) 3, known as the Future Long-Range Assault Aircraft. Such a pivot to CapSet 3 requires action now - the Navy’s decision Rotor Review #150 Fall '20

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on FVL (MS) will solidify by 2022. And, if the Navy rescue community of the future wants to remain relevant, the HSC FVL (MS) design requires CapSet 3’s long-range, high-speed, and size3.

Even with CapSet 3, more range is required for HSC FVL (MS) to be successful The 900 NM isolated aviator scenario is, of course, not designed by accident. Our adversaries, namely China and Russia, continue to improve significant Anti-Access Area Denial weapons that challenge "range, endurance, survivability, and specialization to carry out operational concepts needed to defeat great power militaries4.”

Specifically, the primary threat of credible Anti-Ship Cruise Missiles is proven to be 500 NM today and will likely exceed 1,000 NM by 20405. To counter this threat, our Navy will increase standoff distances, develop advanced defensive and offensive weapons, and disperse our highly mobile force. All of these actions will require extended range of Navy aircraft.

The current CapSet 3 un-refueled combat radius is 300NM6. Inasmuch, to travel the worst-case 900 NM to our downed aviator from CVN-81, a Helicopter Aerial Refueling (HAR)-capable HSC FVL (MS) aircraft requires a combat radius of 500NM with refueling both ways. This means that beyond pivoting to CapSet 3, the vast standoff distances of the future maritime domain will also require the Navy to increase the platform’s current un-refueled combat radius of 300 NM. Precedent for such a change exists with the CMV-22. Before adopting the Osprey, the Navy added an extended-fuel range system that increased the operational range of the Marine's MV-227. Additionally, if the HSC FVL (MS) can be equipped to HAR from the MQ-25, its successor, or a joint aerial tanker, it will increase the effective range of rescue platforms providing the flexibility the Navy needs. Intuitively, the speed and operating altitude specifications of the HSC FVL (MS) must also follow the intended aerial tanking platforms to be viable fuel recipients.

organic response at all times. A faster 300-knot HSC FVL (MS) gives the CSG a more significant maneuvering space and an organic rescue radius of 75NM. A 200-knot HSC FVL (MS) would reduce this rescue radius to only 50 NM. So, enhanced speed and an initial closein distance of rescue platforms (while retaining suitable standoff) is critical to successful recoveries in all environments.

The CMV-22 Osprey is not the answer There is currently no official indication that the high-visibility, non-combatant painted CMV-22 will replace the MH-60S for rescue missions (even though the designator "M" stands for “multi-mission”).

Nonetheless, critics would point out that the Army CapSet 3 FVL’s range and speed specifications are outwardly similar to the CMV-22. Such opinions ignore the critical shortcomings of the Osprey platform in both design and aircrew training.

More speed for HSC FVL (MS) creates greater standoff capability According to a 2015 RAND Corporation study that analyzed rescue data from conflicts spanning from 1961 through 2011, the chances of a downed aviator being "rescuable" is 45 percent. Once reaching the earth's surface, 55 percent of downed personnel are killed or captured immediately. A successful rescue in the overland environment drops to 25 percent after two hours and decreases to less than 20 percent after eight hours8. Staged at 500 NM and limited by a two-hour rescue window, the Navy’s HSC FVL (MS) requires a minimum speed of 300 knots. Such an HSC FVL (MS) rescue asset would travel this distance in one hour and 40 minutes, locating and then extracting downed aviators within 20 minutes. By contrast, a speed specification of 200 knots places our rescue asset at 300 NM. So, swifter aircraft allows for greater standoff.

First, due to the CMV-22's large size, it is unlikely to fit on smaller Air-Capable vessels, limiting the Navy’s forward staging options. Restricted-to but not initially designed-for the carrier, Ospreys will consume more deck space than a potential CapSet 3 based HSC FVL (MS) platform would and will also consume more space than the Air Wing of the Future will likely tolerate12.

Second, since the Navy initially selected the CMV-22 as its primary Carrier Onboard Delivery (COD) logistics platform, the Osprey is designed for permissive transits between a shore sanctuary and the CVN. Quite simply, the CMV-22’s Aircraft Survivability Equipment (ASE) will be severely outdated for flight in non-permissive environments by 2040 in ways that a brand-new CapSet 3 based HSC FVL (MS)’s ASE gear would not.

The RAND study further points out that the main threat in an overwater situation is the environment itself. Exposure to the elements, dehydration and predation are the primary threats to survival for our aviators in the South China Sea9.

If our aviators went down in Arctic waters near Russia, the average sea surface temperature would be a bone-rattling 28.6 to 30.2 degrees Fahrenheit10. Equipped with modern-day anti-exposure suits, our aviators are "safe" for approximately one hour, have a "marginal" chance of survival up to 90 minutes, and are in "great danger" any time after that11. In this environment, limited by a one-hour rescue window and advanced threats, a 300-knot HSC FVL (MS) platform can stage at 250 NM. A 200-knot specification places our rescue asset onboard a recovery vessel perilously close at 150 NM.

Lastly, offloading the combat search and rescue mission to the COD Community’s aircrew would ignore decades of investment and training that the HSC Community has placed in competent Combat Search and Rescue. Since 1948, the HSC Community and its forebearers have owned the rescue mission, and the Navy should keep it this way. HSC CVW integration has created an altruistic culture whose profession is to urgently focus on saving lives. Put simply, executing a year2040 rescue without properly designed aircraft and without crews specifically-trained for non-permissive environments is a risk Navy leadership should be loath to accept.

Lastly, for man-overboard Sailors in Arctic waters without anti-exposure suits - expectations are that they would be unconscious in 15 minutes and dead within 15 to 45 minutes.

This ubiquitous threat to our Sailors mandates a quick, 61

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Conclusion To take advanced rescue seriously, the mission and its executors demand a dedicated, unburdened platform for 2040. A smaller, CapSet 3 based HSC FVL (MS) with HSC’s natural CVW integration will preserve CVN spot-factor size, travel faster, reach further, and have tailored, advanced ASE enabling rescuers to penetrate complex non-permissive environments.

Moreover, if required to forward stage, the smaller size of the HSC FVL (MS) relative to Osprey expands the number of staging options dramatically. In the end, such flexibility offers a position closer to possible isolating events, while protecting the carrier strike group centerpieces.

The Navy's FVL (MS) decision will impact Naval vertical lift through the 2060s - and with it goes the safety of all Naval Aviators who have yet to be born. The Army's CapSet 3 must be the foundation for the rescue HSC FVL (MS) if the Navy is to give those future pilots and aircrew a chance. Whilst the HSC CVW community undergoes significant reorganization, this is the opportunity to procure the proper rescue platform based on Great Power Competition. Rescue community - help us rescue them - their lives may one day depend on it.

Notes- About the Author Lieutenant Commander Rob “BD” Dalton is an MH-60S pilot with more than 2,700 flight hours. He most recently served as the Operations Officer for Helicopter Sea Combat Squadron Fourteen as a component of Carrier Air Wing Nine, stationed at Naval Air Station North Island, California.

References: 1.

Bryan Clark, Adam Lemon, Peter Haynes, Kyle Libby, Gillian Evans. “Regaining the High Ground at Sea: Transforming the U.S. Navy’s Carrier Air Wing for Great Power Competition,” CSBA, December 14, 2018, pp. 68, https:// csbaonline.org/research/publications/regaining-the-highground-at-sea-transforming-the-u.s.-navys-carrier-air-wi/publication/1.

2.

Sam LaGrone, “Navy Pondering Helicopter Future After MH-60 Seahawk”, USNI News, 24 February 2016, https://news.usni.org/2016/02/24/navy-pondering-helicopter-futureafter-mh-60-seahawk.

3.

Gabriel Coll, Andrew Philip Hunter, “Beating the Air into Submission: Investing in Vertical Lift Modernization (Part II),” CSIS, 10 May 2019, https://www.csis.org/analysis/beating-airsubmission-investing-vertical-lift-modernization-part-ii-0.

4.

“Regaining the High Ground at Sea: Transforming the U.S. Navy’s Carrier Air Wing for Great Power Competition,” pp. i.

5.

“Regaining the High Ground at Sea: Transforming the U.S. Navy’s Carrier Air Wing for Great Power Competition,” pp. 14-15.

6.

“Beating the Air into Submission: Investing in Vertical Lift Modernization (Part II).”

7.

Naval Aviation Vision 2016-2025, pp.72, https://www.navy.mil/strategic/Naval_ Aviation_Vision.pdf.

8.

Christopher A. Mouton, Jia Xu, Endy M. Daehner, Hirokazu Miyake, Clarence R. Anderegg, Julia Pollak, David T. Orletsky, Jerry M. Sollinger, “Rescuing Downed Aircrews. The Value of Time,” pp. xii, RAND Corporation, 2015, https:// www.rand.org/content/dam/rand/pubs/research_reports /RR1100/RR1106/RAND_RR1106.pdf.

9.

“Rescuing Downed Aircrews. The Value of Time,” pp. 53-57.

10. C. L. Illsley, “How Cold Is The Arctic Ocean?”, World Atlas, 13 November 2018, https://www.worldatlas.com/ articles/how-cold-is-the-arctic-ocean.html.

11. Navy Search and Rescue Manual, pp. 3-31, NWP 3-22.5 September 1997, https://www.public. navy.mil/airfor/srss/Documents/PUBS/NWP%203-22-5-SARTAC.pdf.

12. “Regaining the High Ground at Sea: Transforming the U.S. Navy’s Carrier Air Wing for Great Power Competition,” pp. 109.

The views expressed are those of the author and do not necessarily reflect the official policy or position of the Department of the Navy or the U.S. Government.

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Š2020 Northrop Grumman

An open sea is full of unknowns.

Until it’s not.

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Awfully Slow Warfare ASW is tough. It is tougher if you are stupid. It is IMPOSSIBLE if you are stupid and don’t know it.

A Guy Comes out of a Bar

By LCDR Tom Philips, USN (Ret.) uy comes out of the bar and sees a man on his hands and knees under the street light feeling around and crawling around. Curious, he naturally asks the man what he is doing.“Searching for my keys,” comes the inebriated reply.

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The good samaritan starts to look around himself, but with no joy. Finally, he asks the drunk exactly where he was standing when he dropped the keys.“Down that dark alley about twenty yards.” Amazed, the samaritan asks why he is looking out here if he dropped them over there. “Because the light is better here,” came the reply.

Let’s provide some timeless illumination regarding DATUM Pop Quiz:

#1 of 2. What are the elements which properly describe a datum?

A. Time late, position B. Time late, position, and threat axis C. Time late, position, AOU D. Datum time, position, E. Datum time, position, and threat axis F. Datum time, position, AOU G. Datum time, position, error H. Either F or G

#2 of 2. What is/are the principle(s) which underlie(s) proper datum investigation procedures?

A. Minimize buoys used B. Dip on datum C. Ask AMP what to do D. Contain E. Call the P-8 F. A and D G. B and C H. Wait for wingman to show up before beginning

All DATUMs consist of THREE elements: - Datum TIME - Datum AREA (Datum is an AREA, NOT a point) Datum Error or AOU ( Area of Uncertainty) I Recommend the term AOU because it is descriptive. In some references, AOU is called ERROR and that is OK too.

Whatever you call it, it is easy to forget and the dilettante overlooks it. The professional never does. Don’t forget it if you want to win consistently in the real world.

Datum time is the time you lost contact, Not the time you realized you lost contact. The proper term, BTW, is Datum TIME, NOT Time Late. Passing time LATE instead of Datum TIME has the potential for confusion and/or mistakes down the road. The unit prosecuting the datum will figure Rotor Review #150 Fall '20

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its own time late, and there are variable techniques involved, which are specific to the platform receiving the datum. The professional passes Datum TIME. Bishop’s Law #5: You can’t deal with uncertainty by ignoring it.

To professionally establish the Datum AREA - the AOU three errors must be considered: 1. First and foremost, the sensor accuracy (sensor error).

What are the sensors for generating a datum? We have: - Visual (swirl, mast, smoke, scar) - IR - ESM crossfix - DRC - Ship sonar - Buoys - Towed arrays crossfix - National support - Missile rising out of the water - Flaming Datum Each has its own error of some significance, and study is required to professionally grasp what they are, and it may not be easy. We need to fairly estimate them on the run, but careful analysis to develop nominal values in the cool of the evening before, makes application easier in the heat of the moment. Can you put a professional number on each sensor above?

2. Next there is any error of the declaring source/platform.

With a fully functioning GPS, this error should be small. If not good GPS FOM, it may be moderate, if not good FOM and not recognized, it may be high. (What is the error of shared timber data? Quantify soberly, not optimistically). The smart player never UNDER estimates the error(s). Often, if not usually, the datum will be generated by another player, so there is HIS nav error, HIS sensor error. How about a passing Hornet reporting a visual? From altitude? Did he give you HIS GPS or what he thinks is the GPS of the visual? Is he even aware of the significance of the difference? Although he is a naval officer first, a naval aviator second, he is a fighter pilot third, not an ASW person. Looking over the side from 10,000? Error? Did he MOT scorching the periscope faceplate? – we certainly hope NOT…..

3. And finally, YOUR nav error, if you are not the platform declaring the datum.

Each of these three errors is a direction and distance from the (unknowable) truth for each, vector-summing to a resultant error. How can you know that? You can not precisely, but you HAVE TO MAKE A PROFESSIONAL ESTIMATE and

you DARE NOT simply ignore it because you do not know precisely.

sinker because you thought you might have created a datum, would YOU maintain the course and speed? And if you are a SMART submarine, every time you create a potential indiscretion, even if you don’t think you were detected, would it not be VERY prudent to change course after going sinker?

So. Let’s summarize: A. Datum is an AREA. B. The submarine is not at Datum, even at Datum Time.

C. At Datum Time the submarine is on the circumference of the initial AOU circle.

D. The submarine is Datum outbound from there, from the get-go.

E. The submarine assumes he created a Datum (an indiscretion) and takes action to minimize redetection by anyone investigating his indiscretion.

F The submarine is radially escaping (a straight line) from Datum. Nobody clears away from a point, with TIME being a critical concern, by zig-zagging away. g.

The submarine is leaving at high speed to get outside containment before it is completed. h.

The submarine is at best depth by the time you can deploy a sensor.

Mathematical Sum of Three Vectors.

CONCEPT DRILL #1 (Refer to Figure 1): These 3 independent errors vector-sum: tail of first at actual submarine location (ground truth), tail of second to nose of first, tail of third to nose of second. The resultant of these three, drawn from the actual submarine position to the nose of the third vector, is a professional representation of datum error.

What are the chances the vector sum of three independent (in length and direction) vectors will sum to zero - no error i.e. the third vector head connects to the tail of the first)? That’s right: zero probability.

This vector sum drill proves that the actual position of the sub is not on datum position at Datum Time, and is highly LIKELY (statistically) to be not only NOT on datum, but datum OUTBOUND at Datum Time.

These are the timeless fundamental principles which drive professional prosecution of a Datum, and the basis from which proven and solid techniques and tactics to prosecute a datum are professionally derived. Do your tactical choices at Datum reflect these fundamentals? These TRUTHS? For us tactical people there are three types of datums:

Look for yourself.

CONCEPT DRILL #2 (Refer to Figure 2): Draw a datum point on a piece of paper. Draw another point randomly nearby, not on top the datum (the second point represents where the sub actually is at datum time). From the second point, draw courses which will close datum point (go back “toward” datum) either side of it within a reasonable distance of the datum point. Will likely be roughly a 30-degree cone, or less, depending on distance, or perhaps as big as 45 degrees, but highly unlikely to be more and can NOT be more than ±90, of course. All the rest of any lines you can draw outside the cone are datum outbound…. And that is MOST of them.

So you can SEE that it is statistically highly likely he is datum outbound right away and with a head start. That has to be the way to bet. Don’t account for that and you are behind before you even begin.

Short Time Late (STL) Long Time Late, submarine has to close (LTL-C) to be a threat itself Long Time Late, submarine does not have to close (LTL-N) to be a threat using either its own weapons or targeting for someone else’s weapons.

Applying these fundamentals, I hope you can see that they drive the critical concept for prosecuting time-dependent datums, CONTAIN Editor's Note You may address comments or questions to the author.

His email is tom.phillips.seawolf@gmail.com.

If he is initially CLOSING datum - remember he does not know where YOU put datum – you can see from the vectors, he won’t be for long. But if he is, it is your, however statistically unlikely, lucky day, but it is NOT the way to bet.

And lets deal with this little item. What if you are given the course and speed of the submarine before he went sinker?

Of WHAT can you be sure? THAT won’t be his course and speed once he is sinker if he has the tiniest suspicion he created an indiscretion. If you were the submarine and just went

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Radio Check Fall Rotor Review's Radio Check question is: Across the Rotor Review readership and staff, most of us can undoubtedly trace our professional success, competence, or good habits back to the influence of one or more excellent instructors along the way. In preparation for this issue,Training: It Doesn’t End with Flight School, we wanted to hear about the instructors who have made an impact on our readers’ careers.

What does it mean to be a great instructor? Which types of instructors have had a positive and lasting effect on your career in Rotary Wing Aviation?

From CDR Matt “Trash” Persiani, USN OPNAV N98 good instructor is one who can maintain a high standard while adapting to the instructional needs of the student instead of insisting the student adapt to the instructor.

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The instructors who had the longest lasting impression on me were those who did not feel the need to impose their will on me in flight school. In the Fleet it was the instructors who treated me like a fellow Naval Aviator and a peer.

I’d like to give a shout out to LCDR Eric Purvis. Purv was the first instructor who really welcomed me to HS-10 as a newly winged aviator. He told me to chill out, I wasn’t in flight school anymore. He also reminded me I was a Naval Aviator and one of them. That revelation got my head right and set me up for success. It was one of the best memories of my career. RIP Purv. You were one of the greats.

LCDR Eric Purvis, USN 1972 - 2009 From CDR Gary Lazzaro, USN, PhD, Math Department Associate Chair, United States Naval Academy 've been an instructor at VT-2, the FRS at HSL / HSM-40 and I'm now a permanent military professor at USNA. I think the best instructors are those that take the time and energy to go beyond whatever the lesson is for the day to help students see the bigger picture of our business. These instructors take time to pass on the wisdom of aviation to people who haven't heard it (or understood it) yet. One of my favorite old instructor sayings:

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"The three most useless things in aviation are the runway behind you, the altitude above you, and the fuel not in your tanks."

I filled up many long flights talking about old adages that might save your life one day. I hoped these phrases would stick in the minds of pilots to be remembered just at the right moment to prevent a disaster. Unfortunately, many mishaps occur when good intentioned flight crews or maintainers believe they are following the 'spirit of the rules' but not the letter of the law. That is why your NATOPS has become such a thick book! The best instructors teach their students to be that one member of the group that speaks up and says "I don't think we should do that because..." It is difficult to disagree with the rest of the group when tough decisions are being considered, but that is a simple way to break the chain of bad decision making. Planning to stay away from situations that have the potential to go bad is one of the easiest ways to prevent a mishap.

From CAPT Russ Berry, USN (Ret.) he one instructor who sticks in my mind was an academic instructor, Bob Richards, at Navy Test Pilot School in 1968.

Bob’s teaching style and ability to get difficult concepts across was unbelievable. Understanding of aircraft and helicopter stability and control, both static and dynamic, are represented by a series of differential equations and derivatives. Five years out of college my recollection of differential equations was sketchy at best. Bob gave a math primer to all incoming students, most of whom had just completed their first Fleet tour. Somehow he was able to turn the switch in my brain which turned a difficult subject from vague magic to understanding and proficiency.

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From CDR Mike Knudsen , USN (Ret.) great instructor is one who knows his own limitations and his skills to be able to instruct "hands off". I remember instructors who used to ride the controls; by doing so it was very difficult to feel the aircraft, to know what it's doing from MY inputs and when I need to correct. I learned how to fly by making mistakes and correcting them, not by having only felt the instructor on the controls.

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That kind of instructor had the positive and long lasting effect not just when it became my turn to instruct the newbies in aircraft types, but even into my management style once in the civilian world. I was not a micromanager. I knew how far I could let an employee manage or mismanage and still recover. I never forgot that style of instruction even when raising my children.

From SCPO Ralph M. Deyo, USN (Ret.) et me preface these two questions with a bit of background.

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I served from July 1962 through November 1985. I attended Boot Camp at RTC San Diego, “AO-A” School at NATTC Jacksonville, “AFUND” at NATTC Millington, “AX-A” School at NATTC Millington and “AX-B” School at NATTC Millington. I have attended 32 “C” Schools at FASOPAC and FASOLANT, plus DWEST 4 times, SAR School, SERE School, VP 30 Aircrew Training, HSL 31 Aircrew Training and Instructor Training in San Diego in 1971.

So, I believe I have seen quite a few instructors in those years and in the 26 years as an instructor working with former Navy instructors for Lockheed Martin.

What does it mean to be a great instructor?

First and foremost, a great instructor has got to know his subject material inside and out. He must be ready for the most obvious off the wall question with the correct answer or be able to find the answer in a timely manner. The great instructors are flexible and able to sit with a student who is having a rough time at understanding a point and putting it into a perspective that turns on the light bulb. You know when that bulb comes on by the expression in the student’s face. Being able to do that makes you a great instructor.

I do not claim to be, or that I was a great instructor, but I did have a moment or two of being close, usually when I explained the Zeeman effect for a MAD detection. If you do not know, look it up or find an instructor to explain it. The only reason I knew about it was because of a question from a LTJG when I was teaching ASW tactics to HSL pilots.

Which types of instructors have had a positive and lasting effect on your career in RotaryWing Aviation?

This will probably sound very strange, however, I always found that the instructor that had the most impact on the way I learned was the instructor who followed the simple philosophy of Instruct, Demonstrate, Student Do, Remediate, Student Do. Usually the remediation showed when I had made an error or could better do a task.

This was very apparent to me early on in Aviation Ordnance School. I had a First Class in the Bomb Fuze Lab slap me on the back of the head and ask, “What in the hell is wrong with you? Are you trying to kill everyone?” now this may sound a bit authoritarian, but I had been trying to remove an anti-withdrawal fuze incorrectly. I learned a great lesson that day and I still remember the lesson learned 57 years ago. That shows what a great instructor he was.

I can remember another instructor in FASOLANT Norfolk who had me come in a half hour before class one day to show how to prepare a transistor for soldering because I was getting cold solder joints. 10 minutes later I was making perfect solder joints. Was he a great instructor? At that momen,t he was the greatest.

There are other instructors who have had impact on my career, but how do you remember all of them? I say that 95% of mili instructors in the Navy are great, with 5% being excellent. Not every instructor will leave an impression on you and then there is always that one that does, either good or bad.

As an instructor for 39 years, I hope that I left a positive impact on my students.

I do know of one who disagreed and told me so right up until he found out he made Senior Chief. His words, were, “I thought you were a real Ass, but you did your job, Thank you.” I think I had a lasting effect on him.

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True Story We Are Going To Die in a Burned-off Rice Paddy Almost Lost My A** in Ash

By LCDR Tom Phillips, USN (Ret.)

This is the fifth installment of the "We Are Going to Die" (WAGTD) Series. As 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.. Comments or questions may be sent to the author at thomas.l.phillips1.ctr@navy.mil or tom.phillips.seawolf@ gmail.com.

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his is was not the next sequential WAGTD article, but jumped the queue to this issue dedicated to flight instructors. In Naval Aviation, learning never ends It better not, and you are a fool if you think you have, at some point, learned/seen it all. “Some point” may flirt with you at about the 200 hours as a new HAC. Teaching also never ends. In the story below, Dick Strand saw a teachable moment, and built my confidence by letting me try a new thing. Sure did a lot for me, the stranger in a strange land, and also built me up in the critical judgement of the gunners who were totally invested in my development as a rookie Seawolf pilot. Very astute of Dick Strand on multiple levels. Good instructors take advantage of opportunities to instill a modicum of selfconfidence, even while perhaps squeezing the juice out of the seat frame with the hand out of sight.

HAL-3 cockpit

Take a deep breath to slow the gasping and get enough air to shout.

"Coming HOT!" Rotate the engine collective motorcycletype throttle up on the lip, and hit the starter switch under the collective. Orem holds the blade tip against the increasing pull of the winding up engine for as long as he can. As the blade pulls him up on one foot trying to hold it back, he lets go and moves into the rotor arc, ducking the other blade which swipes by him. AE-3 Barry Solomon is already sitting on his ammo can, M-60 in his lap, helmet on. The engine accelerates quickly, and with it, the blades. No hot start. Stabilizing nicely. Run the throttle up into governing. I look over at Dick Strand, who is strapped in and has just finished pulling his helmet on. He starts flipping the few switches which aren’t already preset on from when we did the alert checklist upon taking the duty this morning. Generators on, radios on. . .

AH-OOOO-GAH... AH-OOOO-GAH... SCRAMBLE SEAWOLVES! SCRAMBLE SEAWOLVES! Cards went flying across the table, chairs skidded back, the afternoon poker game forgotten and the pot left on the table! I grab my shoulder holster, containing a .45 and two spare clips, and a big K-bar, and run for the ladder! First one out, leading my HAC and the Fire Team Leader (FTL) with his copilot. Up one deck, out the hatch, forward along the starboard side of YRBM-21, up to the bow, reverse field, run back and up two ladders to the flight deck. ADJ-2 Harold Orem is already untying the rotor blades from around the tail skag, as I race across the deck, duck under the tail boom, the only way to get to the other side of the helo on this small flight deck, run up the port side of the bird and slide into the co-pilot’s seat. Lift my helmet off the stick, pull it on. Still gasping from taking the three ladders at full speed. Damn ladders, especially that lower one, a two level sonofabitch.

"O. K., Tom, I’ve got it," he says calmly. I cinch down my loose helmet, reach over my shoulders for the LPA harness hanging over the seat back. Pull the u-shaped upper pocket forward around my neck, and snap each side to the D-rings sewn on my flight suit chest. Reach down and snap the two lower waist pockets together through the straps sewn on my flight suit stomach. No SV-2. Back over my shoulders for the

Battery on, fuel switch on, look up to see the deck crew manning the fire bottle, and Orem holding the blade tip.

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"Not like Mr. Norris, Boss," Orem chimes in, not able to resist the opportunity to let the O-in-C know what he thinks of the flying skills of LTJG "Norris the Perpetual Newbie."

"We never know with him. He’s scary in the daytime."

"Well it won’t be long before the monsoon, Orem. Then it’ll cool off a little and these launches won’t be so hairy."

seat harness, fit the ends together, run the male end of the lap belt buckle through the metal harness ends, into the other side of the lap belt, lock it down, two quick pulls to cinch it tight.

"Ready," I said to Dick. Seat position and rudder pedals already adjusted from this morning.

"Ready aft," comes the call from Orem, before Dick even needs to ask. Dick nods at me, I look over at the other helo and give them a thumbs up. The pilot of the other helo, the FTL, nods and lifts into a low hover, skid heels about a foot off the deck, and backs slowly, stopping when the skid heels reach the edge of the flight deck. Ever so slowly, the helo moves forward, gaining speed glacially. Over the side she goes, the nose drops as the cabin goes over the edge, lifting the tail boom clear of the deck edge. The helicopter dives from sight as we get light on the skids ourselves.

"Coming Up," says Dick as the helicopter starts to rotate, lifting the front of the starboard skid off the deck, then the port front, then the helicopter peels itself off the deck and into a very low hover.

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"Ninety-nine point five N-gee. No sweat."

We back up to the aft flight deck edge as the other helo had done, pause and start forward. Over the side we go at maybe ten knots, more like five. Dick smoothly pushes the nose over, feeds a little right rudder, "feels" the tail clearing the deck edge, and LOWERS the collective. We dive for the water. As the water comes up, Dick levels the nose and pulls collective.

The rotor rpm droops down to ninety-two and holds. We level off at three or four feet and accelerate slowly, nose level, waiting for the bird to start flying. Finally translational lift comes with a little kick, and the hovering portion of the takeoff is complete.

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We are approaching 60 knots and are able to begin a climb.

Good thing because the river bank is fast approaching. We aim for a space between two of the numerous huts which line the dike.

As we flash by, kids run and wave at us, and I can see Solomon waving back, before leaning back in and starting to strap in. He lifts his M-60 from his lap and pins it to the pintel post, carefully arranges the ammunition belt, and grins at me.

"Another nice takeoff Mr. Strand. No need to jump today." says Solomon.

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"Yeah right. You’ll never have to jump with me on the controls, Sol.

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"Yessir, it’s been pretty good lately. All the new pilots are pretty smooth sticks."

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"I don’t know Sir. I think they’ll always be hairy with Mr. to a mayday. We circled the downed bird at low altitude, guns ready, and spiraled out from the center scanning the clumps of Norris, if you don’t mind me saying sir." bushes, and the tree lines which framed the rice paddy, while "O.K. message received. Lock and load." Keying the radio, the FTL, "Seawolf Nine-two," talked to the Army crew.

LCDR Strand calls, "In trail Nine-two."

"We have a transmission chip light illuminated," reported "Roger. Nine-six, there’s a mayday from an army bird about the Army.

"What? A transmission CHIP LIGHT? What secondaries? six klicks east of here. Copied by the boat. No idea what the "Secondaries?" problem is." He passed the reported coordinates.

"Yeah. Secondaries. Any corresponding transmission oil I reach up to the overhead circuit breaker panel and push pressure or temperature caution light? Any gauge indications? in the weapons circuit breakers, arming the guns and rockets. Low oil pressure or high temperature?"

"Negative."

The various weapons armament safety switches are already in the armed position, again, being done this morning during "You mean to tell me you put your bird down in a rice the original preflight for the day, requiring only the circuit breakers in to put power on the systems. They are all marked paddy in the middle of nowhere for a blankety-blank CHIP with white paint and have washers hanging down from each LIGHT? What are you crazy, or do you have a death wish? for ease of location, attached with safety wire. The armament Do you know where the heck you are? This is a free fire zone!" system for the UH-1B is so convoluted, that the circuit (In a free fire zone, you are authorized to shoot on sight any breakers have become the armament system's "master arm" person discovered. Everybody in there is BAD.) switch. The UH-1B was never intended to be anything but a "Well, I don’t know about you Navy, but our Dash Ten (the "slick" troop carrying helo. As the stretch version of the Huey, the "Delta and Hotel" models came into service, the smaller Army version of NATOPS) requires a precautionary landing "Bravos" began to be converted into gunships because of the as soon as possible for a transmission chip light." chronic shortage of Cobras. The boxes to control the various "Yeah, well, so does ours, but it doesn’t tell us to do it into a systems were numerous and they were scattered around the cockpit. It was generally a disorganized mess. Hence the forest fire. You only needed to go another ten clicks to friendly bases." circuit breakers.

While this light professional banter was being exchanged, The gunners jack rounds into the chamber of their guns, don their chicken plates and settle into their scan of the we were on final for a landing adjacent to the Army bird. It was ground. I pull the seat side armor plate forward into position, the dry season. In the upper Delta, that meant that some areas and take the controls while Dick does the same with his seat. were actually dry land. The local farmers have traditionally burned the dead plants in their dried up rice paddies to Focus on the mission. Get in the game. The excitement fertilize the ground with the ash. This fertilizing technique of the scramble behind me, I break out the map, plot the had just recently been completed all across the "fruited plain," coordinates of the mayday, and start looking around for even here in a rice paddy in bad guy country. landmarks. Day scrambles would soon become routine. Night As the helo settled through translational lift and neared a ones never would. As trail aircraft copilot, my obligation to the fire team was to learn enough to move up to the lead bird. hover, we were engulfed in a sudden maelstorm of ash. The sky The lead ship copilot was responsible for navigation. So it was blackened as ash swirled out from the downwash, up in the air my job to get familiar with the Area of Operation (AO) and to be recycled through the rotor system in a grey-black vortex.

At first it blew out ahead and away. As we slowed further, learn the fine art of low level air navigation. it started to rapidly close in, filling the cabin, our mouthes, My obligation to the bird was a little different. Operate nostrils, eyes, and who knows what. Total IFR! Both inside the the flex-mounted mini-gun using the remote infinity sight helicopter and out. Dick lowered the nose and pulled pitch. mounted to the overhead in front of me, and which swung He pulled enough power to transition to a climb, without down on the end of a dentist drill type arrangement. Also drooping the rotor rpm below the point of divergence, the operate the hand-held M-79 grenade launcher should the point of no return. Up we went, spitting and coughing. How situation call for additional HE, or some CS. The grenade we avoided the ground, or going divergent is still a mystery rounds were in an ammo can under my seat. I could relieve to me. I couldn’t even see! Much less see the gauges! I don’t think I could have done it, but Dick Strand, a Lieutenant the pilot at the controls when things were quiet.

Commander, who grew up in HS in the early sixties, had a We soon arrived at the coordinates of interest. As we LOT of flight hours, and there is no way to underestimate approached, we could see a Huey sitting in a rice paddy right the value of large quantities of flight time, low over the water side up. Always an encouraging sign when you are responding at night (quality time, not empty time). He might not have

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enough hours in country to be an FTL, but as the det O-in-C, he was still the senior pilot on the det in flight experience. He had to have done that waveoff by feel alone. We climbed into VMC conditions as the last of the ash swirled around us and left the cabin, most of it anyway.

to the deck with a transmission problem? Dick screwed up his mouth and shook his head.

"Nine Six, are you all right?" came a concerned query from the Fire Team Leader.

"Want to make the takeoff, Tom?" asked Dick in a matterof-fact voice.

"Ah, yeah.... Just ate a double shot of ash and twigs, but we’re O.K." replied my new hero. "We’ll bring it around and shoot a no-hover. Should have done that the first time. Won’t be no problem."

"Sure, if you think it’s O.K," I replied with exaggerated calmness, stowing the M-79 beside the seat, and getting on the controls. My palms instantly broke a sweat, and my heart gave me a few heartier than average thumps to enrich the brain. "I’ve got it."

I looked over at him, and he looked back and grinned his crooked grin. Around we went and he flew a perfect pass right to the unprepared surface of that dried up rice paddy. Really not a problem. It was flat. It had no hidden stumps or any other big obstacles. No sweat. Except we still ate ash. It swirled inside and out, just not as bad because we went to flat pitch real fast.

We were starboard side to the army bird. Orem jumped out and ran over to it while Solomon and I scanned the tree line fringing the paddy. I had pulled out the M-79 and loaded a round of buckshot; it wasn’t that far to those trees. Seawolf Nine Two circled overhead. Oren came back quickly and climbed in.

"Thanks for the advice, Where were you on our first approach?" No answer.

"You got it. Just go straight outta here without hovering."

"Rahjah."

Routine takeoff. Ate some minor quantities of ash, but was able to see most of the climbout, especially the critical part.

We leveled off in trail of Nine Two and the Army bird.

"Nice takeoff, Mr. P." said Petty Officer Solomon.

"Real smooth, Sir." added Orem. I grinned over at my O-in-C, Dick Strand. He stopped brushing away ash, long enough to flick a casual thumbs up. My hero for life.

"Loose wire to the cannon plug Mr. Strand. They’re up."

"Seawolves, Army 51324, your gunner says we are up..... uh, how does he know that?"

"He’s a mech, Army. Our gunners are also maintainers in the various rates. I have an electrician on board as well if you want a double check, but right now, I recommend we get the hell outta here and talk about it someplace more friendly.

We can’t stay in this area all morning without attracting some unwanted attention. Let’s get into the air. I’ll lead you out and Ninetwo will sweep cover as we climb out. Ready?

"Roger that. Watch out for the ash. It was pretty bad when we auto’ed into here."

I looked at Dick. My eyes asked the question; did he say he auto’ed

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Change of Command TRAWING-5

HT-8 Eightballers

CDR Patrick O’Neill. USN Relieved CDR Lena Kaman,USN September 10, 2020

Col. Jeffrey Pavelko, USMC Relieved CAPT Douglas Rosa, USN September 18, 2020

HSM-78 Bluehawks

CDR Jerry N. Ragadio relieved CDR Eric D. Hutter September 3, 2020

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VRM-30 Titans

CDR Steven C. Parente, USN Relieved CDR Trevor F. Hermann, USN October 8, 2020

CNAF

HM-15 Blackhawks

VADM Kenneth Whitesell, USN relieved VADM DeWolfe H. Miller III, USN October 2, 2020

HSC-2 Fleet Angels

CAPT Steve Thomas, USN relieved CAPT Edward Johnson, USN October 15, 2020

CDR Eric R. Johnson, USN will relieve CDR Andrea M. Ragusa, USN November 5, 2020

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Change of Command Change of Command for the First Commanding Officer of VRM-30

By LTJG David Turner, USN

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DR Trevor “Peewee” Hermann bid farewell to Fleet Logistics Multi-Mission Squadron Thirty (VRM-30) during a Change of Command ceremony, on October 8th, 2020 at the squadron’s hangar on Naval Air Station North Island.

Surrounded by immediate family members and Sailors assigned to the command, leadership of the squadron passed from CDR Hermann to CDR Steve “Sparky” Parente.

“Under CDR Hermann, the men and women of VRM30 established a culture of excellence, paving the way for continued success far into the squadron’s future,” said CDR Parente.

In honoring his many years of diligent service to the Navy, as a pilot and leader, CDR Hermann was given special recognition for the instrumental role he played in standing up the Navy’s newest squadron, flying the CMV-22B Osprey.

He took the squadron from an empty hangar with a handful of personnel, through the acceptance of its first aircraft and milestone inaugural Safe-for-Flight Certification.

Recalling the monumental efforts under his charge, CDR Hermann said, “It is not on the shoulders of one person; but the entire team, to mature a nascent command into a fully operational unit.”

Post ceremony, members of VRM-30 offered best wishes to their former Commanding Officer who will report to his next duty station, to serve as Chief of Staff for Training Wing Two (TW-2) at Naval Air Station Kingsville, TX.

"I stand relieved" Photo taken by Mr. Raymond Revard

Notes For information about VRM 30 visit their webpage: https://www.public.navy.mil/airfor/vrm30/Pages/default. aspx. CDR Trevor Hermann's and CDR Steve Parente's biographies may be viewed at https://www.public. navy.mil/VRM30.

Rotor Review #150 Fall '20

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Change of Command for Navy's Largest Training Air Wing From NAS Whiting Public Affairs

Col. Jeffrey M. Pavelko, USMC took command of Training Air Wing 5 during a change-of-command ceremony onboard Naval Air Station Whiting Field in Milton, September 18, 2020.

CAPT Douglas W. Rosa, USN relinquished command after serving 18 months as commodore of the Navy’s largest Aviation Training Wing and will transfer to Naval Education and Training Command at NAS Pensacola, Florida.

Rosa’s leadership of three T-6B Texan II primary flight training squadrons, three TH-57B/C Sea Ranger advanced rotary-wing training squadrons and two flight instructor training units culminated in the execution of more than 101,000 sorties and 202,124 flight hours delivering 1,200 graduates to advanced flight training. Under his guidance, 726 naval aviators earned their Wings of Gold for the Navy, Marine Corps, Coast Guard, and international military partners.

Chief of Naval Air Training (CNATRA), RADM Robert D. Westendorff, USN served as the guest speaker for the event via teleconference from CNATRA headquarters in Corpus Christi, Texas. Westendorff oversees all undergraduate and postgraduate pilot, naval flight officer, and naval aircrewman training.

"CAPT Rosa is a stellar leader and aviator,” Westendorff said.

“He has done an incredible job leading our team at Whiting Field. TRAWING 5 conducts around 15 percent of the total flight hours for the entire Navy and around 43 percent of flight hours across all of CNATRA. I cannot understate the strategic importance of the mission there and tremendous impact Capt.

Rosa’s work will have on the Naval Aviation community for many years to come.”

Combat Support Squadron 4 (HC-4), NAS Sigonella, Italy, and supported Operations Southern Watch, Desert Fox, and Noble Anvil. His subsequent sea duty assignment was aboard amphibious assault ship USS Nassau (LHA 4), Naval Station Norfolk, from 2003 to 2005, followed by his department head tour with HC-4 ending in 2007. He also spent time at Camp Buhering, Kuwait. Rosa earned a master’s degree in national security and strategic studies from the Naval War College in Newport, Rhode Island, in 2008. He transferred to Washington, D.C. for a joint assignment as branch chief in the Technology and Resource Integration Division. He selected for command in 2009 and served as Executive Officer for HSC-2 in Norfolk from 2011 to 2012 before reassignment to HSC-28, where he served as XO, and then Commanding Officer until August 2014. Upon completion of his command tour, he reported to North American Aerospace Defense Command/U.S. Northern Command and served as Command Center Director until March 2017. In August 2017, Rosa reported to TRAWING and assumed the position of Deputy Commodore. He became the commodore in March 2019.

Pavelko graduated from Penn State University and commissioned in May 1994. Upon graduation from The Basic School in Quantico, Virginia, he was assigned to flight school in Pensacola and was designated a Naval Aviator in September 1997.

Rosa directed and coordinated the efforts of more than 2,000 officers, enlisted, civilian, and contract personnel, consistently and safely executing the primary mission of training future military leaders and combat aviators. Additionally, he established the Fleet Introduction Team for the new TH73A Advanced Helicopter Training System, providing a clear pathway for all future Navy, Marine Corps, and Coast Guard rotary training. Westendorff awarded CAPT Rosa a Legion of Merit for superior performance during his tour.

Upon completion of initial training in the AH-1W at Camp Pendleton, California, in 1998, Pavelko reported to Marine Light Attack Helicopter Squadron (HMLA) 169, where he deployed numerous times, including Operation Iraqi Freedom. He earned his Masters of Military Studies from the Command and Staff College, Marine Corps University, after serving as the AH-1W SuperCobra Division Head and Instructor Pilot at Marine Aviation Weapons and Tactics Squadron. In June 2007, Pavelko served as Executive Officer with HMLA-269 and Marine Aircraft Group 29, deploying to Iraq three times in support of Operation Iraqi Freedom.

Rosa enlisted in the Navy in 1984 and earned a Navy ROTC scholarship to Jacksonville University, Florida, in 1990 following a tour with Attack Squadron 81 (VA-81) at NAS Cecil Field, Florida. He commissioned in 1994 and was designated a Naval Aviator in April 1997. Upon completion of the Navy MH-53E training with Marine Helicopter Training Squadron 302 (HMT-302), Marine Corps Air Station New River, North Carolina, in 1997, he reported to Helicopter

In January 2012, Pavelko reported to HT-28 as Executive Officer and subsequently as Commanding Officer from June 2012 to December 2014. He returned to TRAWING 5 after earning his Master’s in Strategic Studies from the Air War College in Montgomery, Alabama. CAPT Jade Lepke, USN, assumed duties as the Deputy Commodore.

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Engaging Rotors Congratulations to the New Naval Aviators September 25, 2020

HT-8

HT-18

HT-28 Rotor Review #150 Fall '20

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Congratulations to the New Naval Aviators October 7, 2020

HT- 8 and HT- 18

HT-28

Site X - the Navy’s Newest Outlying Landing Field 77

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Engaging Rotors Congratulations to HSC-3 Fleet Replacement Aircrew Class Graduates

NHA Scholarship Fund

NHA’s most worthwhile endeavor!

2021-2022 NHA Scholarship Application Cycle Applications accepted from September 1, 2020 – January 31, 2021 For details and eligibility criteria visit: www.NHAScholarshipFund.org

Follow us

on Facebook and Instagram @NHAScholarshipFund Interested in sponsoring a scholarship or donating?

Visit our webpage for details!

More than 350 recipients and over $200,000 awarded!

Rotor Review #150 Fall '20

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Congratulations to HSM-41 Fleet Replacement Aircrew Class 2001 and 2002 Graduates

Graduates of HSM-41 Class 2001 Fleet Replacement Aircrewmen September 11, 2020

Graduates of HSM 41Class 2002 Fleet Replacement Aircrewmen October 2, 2020.

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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 fixed-wing recovery is complete, all is well, and it is time to come back. Hence, the statement appears appropriate that someday we will receive our own “Signal Charlie” and will be called home for a final landing.

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

When I’m Gone

By Mosiah Lyman Hancock When I come to the end of my journey And I travel my last weary mile Just forget if you can, that I ever frowned And remember only the smile Forget unkind words I have spoken Remember some good I have done Forget that I ever had heartache And remember I've had loads of fun Forget that I've stumbled and blundered And sometimes fell by the way Remember I have fought some hard battles And won, ere the close of the day Then forget to grieve for my going I would not have you sad for a day But in summer just gather some flowers And remember the place where I lay And come in the shade of evening When the sun paints the sky in the west Stand for a few moments beside me And remember only my best

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CDR James Dwight Wilkinson, USNR (Ret.)

L

T James Dwight Wilkinson, USNR-R was designated a Navy Helicopter Pilot on May 9, 1956 at HTU-1, NAS Ellyson Field, Pensacola, Florida. CDR Wilkinson was Navy Helicopter Pilot Designation Number R-2905.

Where does one even begin to tell of this wonderful, tenderhearted, generous, loving man?

Born in Fargo, North Dakota on June 29, 1928, Jim spent his early years in a small townhouse in Fargo with his mother, Grace Wilkinson, his father, Frederick Wilkinson, and his younger sister, Janice. His mother told family members about how he used to be so tidy as a young boy that he would line his toys up carefully in a row. That sense of meticulousness remained with him throughout his life, but more than about material things, he was always careful about how he treated other people.

When he was 5 years old, his family moved to Aromas, California where they purchased an apricot orchard, barn, and farmhouse. Jim and his sister worked along with his very dedicated parents to make the farm run smoothly including picking apricots, care for the animals and other chores. It was while attending college in Salinas that he met the love of his life, his beloved wife, Marguerite Hellen Wilkinson (nee Sanders) whom he married on July 31, 1950.

James’ passion in life (besides his family) was flying. On August 11, 1948, he joined the Navy to follow that passion—he became a pilot. His first aircraft was a P2Y but he ended up flying helicopters, both in the Korean war and in Vietnam where he was the Executive Officer for the HU-1 Squadron which pioneered the use of the CH46 Helicopters. He was awarded the Bronze Star for his service in Vietnam.

James and Marguerite had three children—a daughter, Robin, and two sons, Fred and David. Although his duties serving as a Commander in the U.S Navy weighed heavily on his shoulders, Jim was a dedicated family man and never was too busy for his wife and children. He loved to make big breakfasts for them on the weekends and made sure that every Saturday they all enjoyed doing outdoor activities together—fishing, boating, waterskiing, even horseback riding! Every summer he took his family camping. For him, all of Nature was a manifestation of God’s love to be prized and he instilled that love in his children. James and Marguerite have 6 grandchildren and, although Marguerite did not get to meet them, they have 7 great grandchildren! They pursued many interests together, including, and especially music for which both were gifted, singing in church choirs wherever they went and taking up various musical instruments. James also had many hobbies of his own, including repairing electronic equipment, operating a ham radio, and riding a motorcycle.

When he retired as a Commander in the Navy on June 30th, 1972, James and Marguerite moved to Aromas where he built a house for them to live in at the top of a hill of his parents’ (now their) property. After “retirement” Jim never sat idly, but continued to work in aircraft maintenance, flying, as well as teaching volunteered their time and work for many causes, including helping at the Aromas aircraft maintenance and repair at Gavilan college. Both Jim and Marguerite also spent many hours volunteering for the Community Baptist Church. Later, Jim spent many hours every week working in the Watsonville Community Hospital service League, driving a tram as a courier, Coffee Shop Cashier as well as serving on several committees, including as an elected officer of the service League and as a member of their Board of Directors. He also attended the Central Coast Counties council meetings for the state of California Association of Hospital Volunteer Services.

In 1993, both James and Marguerite decided to become Orthodox Christians, so after becoming catechumens and being received into the faith, they joined the parish of St. Peter and Paul in Ben Lomond, attending faithfully and singing in the choir.

Later he joined St. Lawrence Orthodox Church parish in Felton where he felt he had finally reached his spiritual home.

Everyone who met Jim knows that he was a humble man with tremendous integrity, self-effacing, yet with a good sense of humor. The last time he celebrated Thanksgiving dinner (in 2019) with his sister, his children, grandchildren and great grandchildren, he told them that what he was most thankful to God for was them. He is loved by all who know him and remembered fondly for his gentle manner, kind heartedness, and very obvious Christian love. One thing is certain—he is greatly loved by all of his family and friends. His memory will always be eternal! Fair Winds and Following Seas CDR Wilkinson.

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EVERY HERO

DESERVES TO COME HOME

MILITARY PROCUREMENT /// ADSINC.COM Rotor Review #150 Fall '20

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Statement of Ownership

All publishers who are authorized to mail at Periodicals rates must file a PS Form 3526, Statement of Ownership, Management, and Circulation, on or before October 1 of each year. Publishers of general and requester publications are required to publish their Statement of Own­ership, Management, and Circulation according to the standards in the Mailing Standards of the United States Postal Service, Domestic Mail Manual (DMM®) 707.8.3.T. 10/6/2020

Statement of Ownership Form 3526 HOME | HELP | CUSTOMER CARE | SIGN OUT

PS Form 3526 Statement of Ownership, Management, and Circulation (All Periodicals Publications Except Requester Publications)

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U.S. POSTAL SERVICE PERIODICALS STATEMENT OF OWNERSHIP - FORM 3526

Home Summary Balance and Fees Postal Wizard

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3. Filing Date (mm/dd/yyyy)

4. Issue Frequency

5. No. Issues Published Annually (required)

6. Annual Subscription Price

NAVAL HELICOPTER ASSOCIATION/ROTOR REVIEW QUARTERLY

09/30/2020

4

40.00

7. Complete Mailing Address of Known Office of Publication (Not printer)

Electronic Data Exchange

AMS

PO BOX 180578

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Contact Person

BILL PERSONIUS

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SAN DIEGO

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24634

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SAN DIEGO

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92178

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NAVAL HELICOPTER ASSOCIATION, INC

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Naval Base Coronado

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SAN DIEGO

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BLDG 654 Rogers Rd, Naval Base Coronado

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92135

James Gillcrist Naval Helicopter Association, Inc.

Address Line 2

PO BOX 180578

City

Coronado

Foreign Address

not applicable

Editor

CA

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N/A

LT Michael Short, USN

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435

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AMS

State

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0578 AMS

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10/6/2020

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Coronado

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not applicable

Managing Editor

Allyson Darroch

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0578 AMS

HOME | HELP | CUSTOMER CARE | SIGN OUT State

CA

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total amount of stock. If not owned by a corporation, give names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individu U.S. POSTAL SERVICE PERIODICALS the publication is published by a nonprofit organization, give its name and address.)

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Mailed Outside County Paid Holders Subscriptions on PS Form 11. Known Bondholders, Mortgagees, and Other Security OwningStated or 3541(include paidof distribution above nominal rate, advertiser's proof Holding 1 Percent or(1) More of Total Amount Bonds, Mortgages, or and exchange copies) Other Securities. If none,copies, check box: Paid

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06/05/2020

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14. Issue Date for Circulation Data Below (mm/dd/yyyy)

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Free or (1) Free or Nominal Rate Outside County Copies included on PS Form 3541 09/30/2020 08:46:15 PM - Final Amended Nominal Rate (2) Free or Nominal Rate In-County Copies included on PS Form 3541 Distribution(By d. Mail Free or Nominal Rate Copies Mailed at Other Classes Through the (3) and LEGAL ONFirst-Class USPS.COM Mail) ON ABOUT.USPS.COM USPS (e.g.

Outside Privacy Policy › Government › Outside the About Home Free or Nominal Rate Services Distribution MailUSPS (Carriers or › the Mail) (4) Terms of Use › Buy Stamps & Shop › Newsroom › other means) FOIA › Print a Label with Postage › Mail Service Updates › e. No FEAR Total Free or Nominal of ›15d (1), (2), (3), Forms and (4)) Act EEO Data › Rate Distribution Customer (Sum Service & Publications › Site Index › Careers › f.

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10/15/2020

18. Signature and Title of Editor, Publisher, Business Manager, or Owner

James Gillcrist

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issue of this publication.

Title

EXECUTIVE DIRECTOR

Date

09/30/2020

Reason for Amendment

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