Rotor Review Winter 2020 #147

Winter 2020 NUMBER 147

AMCM:The Minesweeping Mission In this Issue:

Lifetime Membership Launch is February 15!

The Photo Contest Winners On Leadership The HSC Funnies Another Day at the Office/Aircraft We Are Going to Die Playing Football

First Place (Modern) in the NHA 2019 Photo Contest

“Coming in for a One Wheel Pick-Up” by AWS1(NAC/AW) Brandon M. Spegal, USN

FOCUS: AMCM - The Mine Sweeping Mission

Winter 2020 ISSUE 147 About the cover:

First Place (Modern) in the NHA 2019 Photo Contest "Coming in for a One Wheel Pick-Up" AWS1(NAC/AW) Brandon M. Spegal, 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.

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.

Rotor Review #147 Winter '20

Focusing on the AMCM Mission – and Beyond: Getting the Sailor out of the Minefield ................................................................................28 CAPT George Galdorisi, USN (Ret.) Towing at HM-12 .......................................................................................................................32 LCDR Maggie Groll, USN Improving Mine Detection in the Airborne Mine Countermeasures (AMCM) Community One Snippet at a Time.......................................................................34 AWS1 Bryan Roth, USN, MH-53E WTI, HSCWSL The Expansion of Airborne Mine Countermeasures into the MH-60S Community ..................................................................................................................................36 LT Michael Ryan, USN An Exercise in CRM ...................................................................................................................37 LT Matt Guerin, USN HSC Integration with the Mine Warfare Community is a Necessity LTJG Josh Harrelson, USN and LTJG Cody Jackson, USN ................................................................38 Expanding Expeditionary Capability: MH-60S and Airborne Mine Countermeasures .............................................................................................................40 LT Devin “Po” Dugard, USN HSC’s Greatest AMCM Challenge: Developing and Retaining Top Talent .......................42 LCDR James “POTUS” Gelsinon, USN

FEATURES

NHA Lifetime Membership Launch ......................................................................................96 Photo Contest Winners ................................................................................................9, 23, 45 Gulf Coast Fleet Fly-In and NHA Join-Up 2019 ................................................................24 Another Day in the Office/Aircraft ......................................................................................46 AWSC John Conant, USN The HSC Funnies......................................................................................................................48 CDR Justin McCaffree, USN Joining a Squadron at Sea ........................................................................................................51 LT Samuel “Todd” Crockett, USN HM Still Answers the Call in a Time of Community Uncertainty ..................................52 LT Howie “Lord” Acosta, USN and LT Charles “Handy Man”Thomas, USN Navy Osprey Wing Established ..............................................................................................53 Naval Air Forces Public Affairs Emergency Procedures: Expect the Unexpected ...............................................................54 LT Andrew “Wilma” Gregory, USN FRSTube .......................................................................................................................................56 LCDR Robin Dirickson, USN Ex Scientia Tridens ......................................................................................................................58 LT Angelo “Pops” Lonero, USN Finding Big Mother .................................................................................................................................61 AE2 Eric Oxendorf, USN (Ret.) 2

DEPARTMENTS Chairman’s Brief ...................................................................................................................6 National President's Message.......... ..................................................................................7 In Review ...............................................................................................................................8 Letters to the Editors .........................................................................................................9 From the Organization .....................................................................................................10 On Leadership ....................................................................................................................12 Commander’s Intent Requires Communicare VADM Rick Snyder, USN In the Community ..............................................................................................................14 Getting Started Telling Your Stories ...............................................................................................16 CAPT George Galdorisi, USN (Ret.) Industry and Technology ...................................................................................................20 Radio Check .........................................................................................................................62 Change of Command .........................................................................................................64 Helicopter Firsts ..................................................................................................................68 History ...................................................................................................................................70 True Story .............................................................................................................................74 Planning Your Career or Not - CAPT Gene Pellerin, USN (Ret.) We Are Gong to Die - LCDR Tom Phillips, USN (Ret.) We Are Going to Die Playing Football - LCDR Tom Phillips, USN (Ret.) Off Duty .................................................................................................................................76 Chicken Hawk by Robert Mason Dive Bomber- Movie Review Around the Regions ............................................................................................................78 Command Updates ..............................................................................................................80 Engaging Rotors ....................................................................................................................86 Signal Charlie .........................................................................................................................94

Editorial Staff Editor-in-Chief LT Shelby Gillis, USN shelby.gillis@navy.mil Managing Editor Allyson Darroch rotorreview@navalhelicopterassn.org Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil CAPT Jill Votaw, USNR (Ret.) jvotaw@san.rr.com Aircrew Editors AWR1(NAC/AW/SW) Broc Fournier,USN broc.fournier@navy.mil AWS1 Adrian Jarrin, USN mrjarrin.a@gmail.com HSC Editors LT Edward McCarthy, USN (HSC West) edward.j.mccarthy1@navy.mil LT Sam Calaway, USN (HSC East) samuel.j.calaway@navy.mil HSM Editors LT Chris Campbell, USN christopher.m.campbe@navy.mil LT Anthony "Toby" Kline, USN anthony.j.kline@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usmc.mil

USCG Editors LT Marco Tinari, USCG marco.m.tinari@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.mil NHA Photographer Raymond Rivard Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com

Navy Helicopter Association Founders

Historian CDR Joe Skrzypek, USN (Ret.) skrzypek@yahoo.com

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.)

Editors Emeriti Wayne Jensen - John Ball - John Driver Sean Laughlin - Andy Quiett - Mike Curtis Susan Fink - Bill Chase - Tracey Keefe Maureen Palmerino - Bryan Buljat - Gabe Soltero Todd Vorenkamp - Steve Bury - Clay Shane Kristin Ohleger - Scott Lippincott - Allison Fletcher Ash Preston - Emily Lapp - Mallory Decker Caleb Levee - Shane Brenner Historians Emeriti CAPT Vincent Secades,USN (Ret.) CDR Lloyd Parthemer,USN (Ret.)

©2019 Naval Helicopter Association, Inc., all rights reserved 3

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Our thanks to our Corporate members.

Your support keeps our rotors turning.

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Executive Patrons

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Corporate Members

Rotor Review #147 Winter '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 Ed Weiler, USN Vice President ...............................CDR Brian Holmes, USN Executive Director...............CAPT Jim Gillcrist, USN (Ret.) Business Development..............................Ms. Linda Vydra Managing Editor, Rotor Review .......Ms. Allyson Darroch Retired Affairs ..................CDR Mike Brattland, USN (Ret.) Legal Advisor ..............CDR George Hurley, Jr., USN (Ret.) VP Corp. Membership .......CAPT Brad Garber, USN (Ret.) VP Awards ...........................................CDR Mike Silver USN VP Membership ...........................CDR Michael Short, USN VP Symposium 2020 ............CAPT Edward Johnson, USN Secretary.............................................LT Matt Wellens, USN Treasurer ..........................................LT Kevin Holland, USN NHA Stuff..........................................LT Ben Von Forell, USN Senior HSM Advisor.............AWRCM Nathan Hickey, USN Senior HSC Advisor ......AWSCM Darren Hauptman, USN

Region 1 - San Diego Directors ........................................ CAPT Jeff Melody, USN CAPT Ryan Carron, USN CAPT Billy Maske, USN President ...…........................ .CDR Brandon Hunter, USN Region 2 - Washington D.C. Director .......................Col. Paul Croisetiere, USMC (Ret.) Presidents ..............................CDR Justin McCaffree, USN CDR Pat Jeck, USN (Ret.) Region 3 - Jacksonville Director ...................................CAPT Michael Weaver, USN President ...............................CAPT Teague Laguens, USN Region 4 - Norfolk Director .......................................CAPT Shawn Bailey, USN President ..............................CAPT Edward Johnson, 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 Misfud, USN (Ret.) CDR Derek Fry, USN (Ret.) LT Dave Kehoe, USN

AWRCM Nathan Hickey, USN

Region 5 - Pensacola Director ...........................................CAPT Doug Rosa, USN President ........................................CDR Lena Kaman, USN 2019 Fleet Fly-In Coordinator...LT Christina Carpio, USN Region 6 - OCONUS Director..................................CDR Dennis Malzacher, USN President...........................................CDR Justin Banz, USN

NHA Historical Society

Junior Officers Council

President............................CAPT Bill Personius, USN (Ret.) Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer.........................................................Mr. Joe Peluso S.D. Air & Space Museum...CAPT Jim Gillcrist, USN (Ret.) USS Midway Museum....CWO4 Mike Manley, USN (Ret.) Webmaster........................CDR Mike Brattland, USN (Ret.)

President ..............................................LT Dave Kehoe, USN Vice President.................................LT Arlen Connolly, USN Region 1 .......................................LT Morgan Quarles, USN Region 2 ............................................LT Ryan Wielgus, USN Region 3 .........................................LT Michelle Sousa, USN Region 4 ..........................................LT Tony Chitwood, USN Region 5 ........................................LT Christina Carpio, USN Region 6 .....................................................................VACANT

NHAHS Board of Directors

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

NHA Scholarship Fund

President ....................................CDR Derek Fry, USN (Ret.) Executive V.P. .............................................................VACANT VP Operations ...........................................................VACANT VP Fundraising ..........................................................VACANT VP Scholarships ........................................................VACANT VP CFC/Special Projects ............LT Caleb Derrington, USN Treasurer .........................................................Jim Rosenberg Corresponding Secretary.........................................VACANT Finance/Investment .................................................VACANT 5

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Chairman’s Brief The 2019 Gulf Coast Fly-In and NHA Join- Up

By RADM Pat McGrath, USN (Ret.)

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cannot overstate how proud I am of the Rotary Wing Community and our prospects for the future after I recently attended my first Gulf Coast Fleet Fly-In and NHA Join-Up. For those of you who have never had the pleasure to go back to Pensacola and Whiting to enjoy this event, it is the “Homecoming” of all homecomings. I spent five days with a smile on my face and bright hopes for our future aviators, aircrew and maintainers.

This event involves the active duty Navy helicopter fleet flying into NAS Pensacola and Whiting Field. They bring fleet hardware to the “Cradle of Naval Aviation” for our future pilots to touch and fly and meet with future squadron mates.

I have been to Pensacola a few times since I finished flight training in 1981. Each of those visits were for a touch and go at a training symposium. This was very, very different.

With the first event set to start on Monday, I flew into town on Sunday evening with lodging at the NAS Pensacola Navy Lodge. I stopped by the NEX on the way to my room. As I was standing in line at the NEX, I noted that the gent standing in the next line looked familiar. The more I looked, the more familiar he seemed. Then it hit both of us. I was looking at Tom Ford, my primary helo instructor. We had not seen each other since 1981. I remembered very clearly that Tom spent a lot of time with me discussing which aircraft to fly and community to join. I greatly appreciated his guidance and his willingness to spend time with a young aviator.

If that had been the high point of my trip, I would have walked away smiling. But that was only the start. The next day, I was at NAS Whiting Field at HT-8 watching the fleet helicopters land at the field. As I entered the squadron, I was pleasantly surprised to see that CDR Lena Kaman was the current Commanding Officer of the squadron. I first met Lena when she was a lieutenant and always knew she was destined for leadership. I then saw CDR Kelly Harrison, current Commanding Officer of HSC-26, another up-and-coming star whom I met when she was a young lieutenant. It speaks volumes of our Navy to see superb talent recognized.

On Tuesday morning, I attended the briefings that the various communities gave to their prospective pilots. The goodnatured ribbing between the communities was all in good fun and would make any young aviator want to join each of the communities. The fleet pilots then spent hours hanging around with the young aviators discussing each community, before giving all comers a chance to get their hands on the controls of a fleet helicopter.

On Wednesday, we moved to NAS Pensacola to the National Naval Aviation Museum. In short, the museum is a spectacular setting for any event. We had the opportunity to spend our morning briefing the future Aircrewmen of Naval Aviation.

The highlight of the briefings was the superb community brief led by Master Chief Tate and an extraordinary group of Wing Master Chiefs.

I would have been proud to fly and serve with each one of them.

Over the next two days, we had multiple briefings from the Helo Flag Officers, Captains of Industry, and Helicopter Wing Commodores.

The events were informative, funny and insightful. I finished the week with a great appreciation for the hard work that is being done in the fleet, the great young talent that we have in the pipeline, and the extraordinary efforts that are being made within the defense industry and among community leadership to ensure that our people have the best equipment in the world.

Don’t miss the next one!

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National President's Message I Am Thankful

By CAPT Ed "E-Dub" Weiler USN

F

irst I want to thank those deployed for standing the watch and providing us our blanket of freedom; we are grateful for your hard work and sacrifice during this Holiday Season! For those that are here in the States, I hope everyone had a wonderful Holiday Season with family and friends! It is always nice to share those special moments and make memories with loved ones celebrating a past and New Year! 2020 is already lined up with incredible events for this organization! The team at your Naval Helicopter Association is introducing a few initiatives next year based on ALL members' feedback. We at NHA hear you loud and clear and promise to incorporate your input and lessons learned over the past few events to ensure we have the most professionally and personally rewarding experience in 2020!

The theme of this issue of Rotor Review is Mine Warfare. With the everchanging threat associated with the dynamic geo-political environment, the Rotary Wing Community continues to hone our skills across many mission sets. Mine warfare has been a staple for the MH-53 community for years and they are working with the MH-60S squadrons to ensure this capability is available to any and all Combatant Commanders across the planet. This is a great example of how different platforms across the Naval Aviation Enterprise collaborate to increase operational readiness/lethality and accomplish the mission. Thank you all for taking the time to write these articles, which reach across the globe through our latest issue of Rotor Review.

The NHA Team, along with Captain Ted Johnson and I, are all working to solidify our upcoming Symposium Schedule of Events. Downtown Norfolk never disappoints with its atmosphere and environment. We are very excited for the upcoming Symposium and look forward to seeing everyone there! Both HSC and HSM Communities will be holding their NARG(s) on the Mon/Tues prior to Symposium , greatly benefiting the Rotary Wing Community by scheduling all events in Norfolk at the same time. I was also able to speak with the Acting Secretary of the Navy, the Honorable Thomas B. Modly. We discussed the upcoming Symposium and he specifically mentioned his desire to attend this year’s event in Norfolk. We have been in touch with MCPON’s team and have mentioned/invited key defense related leaders on Capitol Hill. The 2020 Symposium is shaping up to be one of the best we have had. Thank you to all who are working the details behind the scenes!

I truly hope all had a wonderful holiday and look forward to celebrating 2020 together! Thank you to our Industry partners, the NHA Staff and Region Presidents for their support in 2019. Happy New Year! Fly Safe!

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In Review Happy 2020 Rotor Review Readers!

By LT Shelby “Conch” Gillis, USN

T

his newest edition of Rotor Review is about a topic, I have to be honest, that I did not know that much about initially. Mine hunting is something that I have never had to do, and only vaguely knew anything about. The articles here have brought to light all of the intricacies of this specialty field and have educated me on how the future of Rotary Wing aircraft will have a significant impact on this mission set. I was stunned to see how difficult it is! Way to go mine hunting fellow aviators! Your job both baffles and astounds me!

You will also find a review of what happened in Pensacola for the Fleet Fly-In and how this event is growing bigger and better every year. I am beyond excited to see students that get to expose themselves to Fleet aircraft before they actually are told what they will be flying. If nothing else, it is a great time for aviators to gather and catch up with old friends in our aviation birthplace.

Thank you for sitting down and reading our publication. This is chock full of mind-blowing stories, interesting information, and jaw-dropping pictures from around the Fleet. We can not wait to see what 2020 has in store for us as Rotary Wing pilots!

Steady hover, you have verbal control.

This issue’s Radio Check question is:

“If you could tell your command to spend their 7F funds on anything for the squadron, what would it be and why?”

Spring Rotor Review's Radio Check question is: “What War Memorial is a must to visit to understand your service to our country?

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

2020-2021 Themes, Submission Deadlines and Publishing Dates

Issue Submissions Deadline / Publication Dates Vertical Lift Arriving - Spring 2020 (#148) ....................................March 10 / April 30, 2020 Staying or Going: the Retention Issue- Summer 2020 (#149) ........June 14 / August 14, 2020 Training: It Doesn't End with Flight School-Fall 2020 ( #150)........August 30 /Sept. 30,2020 Deployed - Now What? - Winter 2021 (#151) ...................November 30, 2020 /Jan. 10 2021

All submissions can be sent to your community editor via email or to Rotor Review by email at rotorreview@ navalhelicopterassn.org or 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. Articles: MS Word documents for text. Do not embed your images within the document. Send as a separate attachment.

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

3. Videos: Must be in a mp4, mov, 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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Letters to the Editors It is always great to hear from our membership! We need your input to ensure that Rotor Review keeps you informed, connected and entertained. We strive to provide a product that meets the demand. We maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints or publishing corrections. Your anonymity is respected and please advise us if you do not wish to have your input published in the magazine. Post comments on the NHA Facebook Page or send an email to the Editor in Chief; shelby.gillis@navy.mil or the Managing Editor; rotorreview@navalhelicopterassn. org. You can use snail mail too. Rotor Review’s mailing address is: Letters to the Editor, c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578.

Rotor Review: Re: Unrestricted Aviators In my time, June 1941 – October 1965, Unrestricted Line was fairly simple. You were either a non-aviator Regular Blackshoe or Reserve Blackshoe (1300/1305) or a Regular Brownshoe or Reserve Brownshoe (Aviator 1310/1315).

Each had sub-category designations such as Lighter-than-Air only, sub qualified, etc.

If you weren’t one of those, you were either a Staff Corps (Supply, Civil Eng, etc), or an EDO (Engineering Duty only), an LDO (Limited Duty Only) – like Flying Chiefs given temporary commissions. All Unrestricted Line could be considered in line for Command-at-Sea consideration.

In my helo years, 1949-65, all helo pilots were fully qualified as Unrestricted Line Naval Aviators. Some of the first helo pilots in the 47-49 period came from the discontinued VO/VCS (non-aviation ship float plane pilots). Three of my Academy classmates were in this category. We all had spent the final year of WWII as ship’s officers, mostly in the Pacific, before being permitted to apply for flight training. All had served in a fixed wing squadron.

Hope this helps.

Bob Close Helo Pilot #153,

Second Place in the NHA Photo Contest LT Tyler Boston's photo "The Bold New City of the South- Jacksonville, FL." A section of 2 MH-60Rs from the Swamp Foxes of HSM-74 fly over the St. Johns River just north of downtown Jacksonville.

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From the Organization Executive Director’s View from Pri-Fly

By CAPT Jim Gillcrist, USN (Ret.)

2019: Looking Back and Ahead to a Bright Future

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019 has been an awesome year and I think 2020 will only get better. Jumping into the seat as Executive Director has been an incredible opportunity in disguise. Where else can one go after a full Naval career and get a chance to relive the moment all over again?

This has been my unique experience these past nine months – full of surprise, growth, and challenge.

The surprise has been in reliving my career vicariously through close daily interaction with Naval Aviation. Getting the chance to work alongside and collaborate with JOs and Aircrew again within the Rotary Force has been nothing but pure STOKE. The growth has been in learning how to run a non-profit organization, produce a magazine, make payroll, and keeping the operation in the BLACK. The challenge has been in articulating the value proposition for both individual and corporate members to join, stay, and support NHA – GETTING THIS RIGHT IS MY DAILY FOCUS. Looking back, all the planning and execution for the Symposium and Gulf Coast Fleet Fly-In allowed me to look under the hood of NHA to understand the organization, specifically, who we are and what we do. Both events proved to be positive and well executed, but with room for improvement and innovation. Looking forward, there is no interest in just maintaining the status quo. Our goal is to do things differently not just for the sake of change but to create more interesting content, more creative delivery, and more opportunity for networking and learning. Here are a few examples: •

At this past Symposium, we moved to a shorter format while both FRS’s elected to not fly on Thursday and Friday.

•

We also realized that starting the daily program later and scheduling less briefings and panels each day will enable more time to connect and network.

•

We are now providing not only all the Aviator Wings but also all the Aircrew Wings for all new Rotary and VRM Wingers.

•

The Board of Directors (BoD) approved the establishment of a Lifetime Membership Program to be launched and rolled out next year (15 February and 15 May).

•

The BoD also approved the development and incorporation of a Professional Development / Networking Workshop into the 2020 Symposium for Pilots and Aircrew.

•

Rotor Review has gone entirely DIGITAL while maintaining an option to receive a paper copy.

•

For the first time, the HSM and HSC Communities will conduct their respective NARGs during the same week as the 2020 Symposium which will drive greater military and industry participation.

This is the direction we are heading towards, while not losing focus on our collective goal to create a more personal experience within NHA which will offer a richer connection with one another as the Rotary Force of the U.S. Navy. This direction will strengthen the organization and ensure its relevance and viability into the future. Your feedback along the way is critical.

Finally, a few well deserved shout outs: The Gulf Coast Fleet Fly-In (GCFFI) in Pensacola was a huge success. Thank you to Commodore Rosa and Training Wing 5 for hosting this annual event. The HT-8 Team of CDR O’Neill, LT Carpio, LT McGuckin, LT Regis, and LT Vandal crushed this event – you did a great job with special acknowledgement to Mr. David Carpio. It was a highlight to work alongside you and the entire HT-8/18/28 Volunteer Team!

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High five to LTJG Robert Woods as our 35,000th Rotary Winger!

High five to LTJG Caleb Nicholson as the very first VRM (CMV-22B) Pipeline Winger!

BRAVO ZULU to CDR Pat Jeck (USN / Ret.) who is the N98 Deputy Rotary Branch Head and Region 2 Co-President. He was selected as the 2019 OPNAV Junior Civilian of the Year!

In summary, the Rotary Force and NHA have a bright future. At its core, NHA is all about the people and the connections we make with one another. The strong friendships made during our active and reserve duty are long lasting and enduring. Deciding to join, support, and stay only makes the connective tissue stronger within the organization. The earlier the commitment to join, the richer and more expansive the connections become. The decision to remain and support the organization makes the networking that much more powerful – EVERY MEMBER COUNTS! Please keep your membership / profile up to date. If your membership is expiring or has expired, consider getting a Lifetime Membership. If you should need any assistance at all, give us a call at (619) 435-7139 and we will be happy to help – you will get Linda, Mike, Allyson, or myself.

Warm regards with high hopes, Jim Gillcrist.

Happy New Year from the NHA National Team!

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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 is as follow: VADM Richard Snyder (Winter 2020), RADM Daniel Fillion (Spring 2020), RDML John Gumbleton (Summer 2020), and RADM Jeff Hughes (Fall 2020) so stay tuned and enjoy.

Commander’s Intent Requires Communicare

By VADM Rick Snyder, USN

A

trademark of high functioning commands is that all members understand commander’s intent. The commanders make it a priority to communicate often what they expect. This is an adage proven true since the Battle of Trafalgar in 1805.

I have found that the vast majority of our folks come in each day wanting to work hard, contribute to the mission, and do what leadership and the organization want and need them to do.

So, it is incumbent upon leadership to harness this innate desire to work for the good of the organization and mission accomplishment.

In a pre-battle memorandum to his Captains, Vice-Admiral Nelson wrote, “in case signals can neither be seen, or perfectly understood, no captain can do very wrong if he places his ship alongside that of an enemy.” Commander’s intent, clearly understood, and reinforced by effective communication up and down the chain of command, resulted in a resounding British victory.

This is done by ensuring that our folks know and understand leadership’s goals, objectives and vision for the organization.

That is what will focus their day-to-day efforts in the right direction. Communicating the goals, objectives, and vision is vital to effective leadership and organizational success.

Flight operations from the aircraft control tower aboard the amphibious assault ship USS Makin Island (LHD 8).

U.S. Navy photo by Mass Communication Specialist 1st Class Larry S. Carlson, USN

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Communication comes from the Latin word “communicare” which means to share. Wikipedia defines communication as the act of conveying meanings through the use of mutually understood signs. Meanings, not just information – and mutually understood signs, not just talking.

#1 … People working for you can’t read your mind, although some will think they can. This presents two potential pitfalls. Your team cannot strive towards your goals, objectives, and vision if you don’t articulate them in a mutually understood manner. So far, telepathy has not proven to be an effective, mutually understood means of communication.

Failing to communicate effectively what you’re thinking may lead to your team’s speculation about your direction, which may or may not be helpful. On more than one occasion on the bridge while in command of USS Bataan, I had our ship’s next maneuver clearly established in my own mind but did not communicate it to the bridge team. That didn’t stop them from executing the next maneuver – they wanted to get on with the mission – it just happened to be the wrong maneuver.

While the importance of effective communication increases as leadership responsibilities grow, it cannot be overlooked at each and every level of the organization. At senior levels, it sets the goals, objectives, vision, and intent. However, if it doesn’t make it from the Commanding Officer, to the Department Head, to the Division Officer and Division Chief, and ultimately from the Leading Petty Officer to the Sailor, we miss out on that innate desire of the team to come to work each day and strive for the good of the organization.

#2 … People want communication from you, even if you don’t think you have anything to say. Just reinforcing what you’ve already said matters and communicating regularly shows you care. It also cuts down on attempted mind reading.

Don’t cancel an all-hands call or a 1MC address to the crew just because you don’t have anything new to communicate.

Your folks want to hear from you even if it’s just to say there is nothing new to put out.

"Communication comes from the Latin word “communicare” which means to share."

Does communicating really matter? After decades of reviewing command climate survey results, mine and others, I have yet to see a survey that does not raise communication as a concern - up the chain of command, down the chain of command, and across the chain of command. Communicating requires deliberate and intentional effort.

#3 … You don’t know everything, so encourage feedback and listen. You have two ears and one mouth for a reason and lecturing is not a very effective tool for leadership. One of the best changes we implemented in my first command tour came not from me, not from the XO, CMC, or a department head. It came from a junior Sailor and dramatically improved the way we ran the enlisted watch bill, improving the quality of life for every Sailor in the command. Actively solicit comments, both verbally and through your body language.

Get nervous if it’s an important conversation and everyone is nodding their head in agreement.

It is important to reinforce the messaging through multiple means – verbally, in writing, and through actions. Here are three things to keep in mind:

In summary, communicate your intent to those you lead so that they know exactly what you expect. Be clear, be concise, and be frequent!

The views presented are those of the author and do not necessarily represent the views of the Department of the Navy, the Department of Defense, or the United States.

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In the Community A View from the Labs: Supporting the Fleet

By CAPT George Galdorisi, USN (Ret.)

Technology Isn’t Everything…But Then Again

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s many of my contemporaries know, I “transitioned” from an operational guy who was happiest being a pit pilot in the FRS to a techie who works in a Navy lab populated with over two hundred PhDs and some of the best scientific and engineering minds around. While I haven’t started writing equations on the white board just to pass the time, I may be pretty close. I now see things through a technical lens and am in awe of what technology can do to change the course of military operations – and beyond.

Nearly a century ago, British military strategist Major General J.F.C. Fuller noted, “Tools, or weapons, if only the right ones can be discovered, form 99 percent of victory…Strategy, command, leadership, courage, discipline, supply, organization and all the moral and physical paraphernalia of war are nothing to a high superiority of weapons––at most they go to form the one percent which makes the whole possible."

While most would not go as far as General Fuller in stressing the importance of technology in warfare, emerging technologies being developed today can change the nature of warfare. In his best-selling book, War Made New, military historian Max Boot notes, “My view is that technology sets the parameters of the possible; it creates the potential for a military revolution.”

Boot supports his thesis with historical examples to show how technological-driven “Revolutions in Military Affairs” have transformed warfare and altered the course of history.

Importantly, he points out how the nation that innovates and fields new military technology quickly gains a war-winning advantage.

The U.S. military has embraced a wave of technological change that has constituted a true revolution in the way that war is waged. As the pace of global technological change has accelerated, the United States has been especially adept at inserting new technology to pace the threat. As Bruce Berkowitz points out in The New Face of War: Wartime experience suggests that the right technology, used intelligently, makes sheer numbers irrelevant. The tipping point was the Gulf War in 1991. When the war was over, the United States and its coalition partners had lost just 240 people. Iraq suffered about 10,000 battle deaths, although no one will ever really be sure. The difference was that the Americans could see at night, drive through the featureless desert without getting lost, and put a single smart bomb on target with a 90 percent probability.

level United States government, intelligence community and military publications, while the U.S. military has been adept at adopting new technologies for military use, the process and primacy of the U.S. adopting these technologies have been under stress. There are a number of factors that have impeded the insertion of new technologies into the U.S. military, including the high operating tempo these forces have faced during the past fifteen years, budget pressures and the specter of sequestration, and the often-clunky military acquisition system. In spite of these pressures, the military services have found ways to embrace new technologies that promise to tilt the balance back toward United States advantage.

So what does all this mean for the Naval Rotary Wing Community? Just this: if we are not looking for emerging technology to augment the capable platforms, systems, sensors and weapons we have today we will fall behind potential adversaries. And doing this is a team sport. It’s our requirements officers working in the Pentagon, it's the the acquisition professionals working in NAVAIR and other SYSCOMs, it’s the Navy R&D community that starts with a concept and grows that into a prototype, and it is our industry partners who have decades of experience building what we need to do our jobs.

But the most important players in this team sport are those of you in flight suits, coveralls, and other uniforms in squadrons, ships, wings and other commands. You must be the ones who challenge the status quo, who wonder why our equipment can’t be just a bit better, and who ask the question, “What if we had?”

And remember, it takes a lot of gumption and creativity to While both books cited are over a decade old, what they say about technology remains on point regarding the ways that the ask this question. Recall that there were only two people who U.S. military has embraced new tools. But as pointed out in asked: “What if we had an iPhone?” the Joint Operating Environment 2035, as well as other high-

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In the Community Getting Started Telling Your Stories

By CAPT George Galdorisi, USN (Ret.)

I

n the last issue of Rotor Review, we kicked off our writing series designed to help all of you who are part of the Naval Rotary Wing Community accelerate your journey to tell your stories. And while we’ll offer advice in these quarterly columns, importantly, as your professional journal, Rotor Review offers you multiple opportunities to share your thoughts both in print and online.

This issue, we wanted to share some tactics, techniques and procedures and suggest a building-block to getting your thoughts down on paper or on a computer and then working with them to produce something that someone else wants to read. When I do writing seminars in various places around southern California, many people come to those events with the notion that they’d like to write a book, typically a novel or a non-fiction book like a memoir.

Truth be told, most of the people with this aspiration haven’t written anything before: not a magazine article, or a conference paper, or a newspaper op-ed. While there are some enormously talented individuals who have awakened one morning, decided to write a book, and have done so, I don’t know any of them. Every writer I know who is a professional or personal colleague or friend who has published a book has written articles first.

Aviation Ordnanceman 2nd Class James Braunius,USN assigned to Helicopter Sea Combat Squadron (HSC) 21, works on a laptop in the HSC21 office aboard amphibious assault ship USS Boxer (LHD 4) U.S. Navy photo by Mass Communication Specialist 3rd Class Justin Whitley, USN

"Truth be told, most of the people with this aspiration haven’t written anything before: not a magazine article, or a conference paper, or a newspaper op-ed"

• What have you done that people seem curious about?

• Is there a topic where friends turn to you for advice?

All right, you’re at least vaguely motivated to write something, now the question is, “What should I write?”

Here is what my first agent, John Boswell, suggested: Write whatever you are passionate about. Think of it as this, you’re in a bar with your friends, someone is talking, and you just have to say something. What do you say?

Breaking down his suggestions more specifically, think about: • What are you really passionate about?

• What do you wish I had more time for?

• How would you spend a year as a “professional dilettante?”

• What do you think about when you’re alone?

• What do you worry about and what issues concern you most?

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Great! Now that you have something you want to share, where do you share it? This is the advice I give to writers interested in publishing something in a print or online forum: • Write for magazines and journals you read – you understand what they want.

•Write for the ones first that don’t pay for content – they are eager for any contribution.

• Move on to magazines and journals you subscribe to: If you subscribe to the magazine you’re paying yourself. There is a reason they call it an “honorarium” – it typically isn’t a lot of money.

• Follow the magazine’s editorial guidelines These are typically not a mystery.

• Your article should follow accordingly regarding type of content, length and other factors.

Now you’re in the starting blocks and want to submit, but how exactly do you do that, and how do you get them to accept what you want to submit. There are some specific tactics, techniques and procedures that work well: • Read the front matter of the magazine or journal – it will tell you how to submit.

• If necessary, cold call to get an e-mail address of the magazine’s editor.

• Write a compelling, detailed draft e-mail, then put it aside for a few days: Go back and edit it – share it with a friend. Then make it as short and punchy as possible.

• This is lots of work, yes, but it is your audition.

In writing seminars I lead, we spend a bit of time with these query letters. Here is one that one of my students crafted. By way of background, and as you can see from his letter, he has been a sailor for a long time. I’ve highlighted, in bold, the aspects of his letter designed to catch the editor’s eye and get him or her to say: “Yes, I’d love to see your article, send it to me.”

I think you all can “deconstruct” this letter and see how well it sells this article. If you were the editor, how could you say no?

Finally, remember this. Publications can’t exist without content. Editors embrace anyone who can...

• Create interesting content that meets their needs.

• Deliver quality content they don’t have to fiddle with.

• Deliver on time – or early.

• Accepts editorial changes with ease.

Dear Mr. Johnson, I have been an avid reader of Sail for many years and receiving my monthly magazine in the mail each month helps remind me why I love sailing so much.

Over the course of years I’ve enjoyed Sail, I’ve noticed you periodically feature articles about cruising the Caribbean. These articles have all been terrific and they speak to me. Here’s why.

For over twenty years I was skipper of a Pearson ’32 based in St. Thomas, USVI taking visitors on cruises throughout both the U.S. and British Virgin Islands.

I don’t mind telling you it was a lucrative business and one that I was passionate about. Cruising News did an article focused on my business in 2010. One way I expressed this passion was my service as editor of our Virgin Island Sailing monthly newsletter.

I have read several articles in Sail that talk about cruising in the USVI, in a general way, but none that get deep into specifics. I lived this adventure for over two decades and believe there is so much more to tell.

One of the things that kept customers coming back to my business was the “secret coves” in the U.S. and British Virgin Islands. Most of these coves could only be reached by small boat.

I believe an article, “The Ten Secret Coves of the Virgin Islands” , would be of interest to your informed readership. I can have a 1,500-word article to you on this subject in short order. Additionally, I have attached a .jpg file of a photo of one of my favorite coves, “Crescent Cove,” on the southern shore of St. John. Should you decide to publish this article I have a large collection of illustrations of various Virgin Island coves I’m happy to share.

I look forward to hearing from you and look forward to continuing the dialogue.

Yours in sailing,

So, to paraphrase the Nike ad: “Just do it.” And write articles that have staying power, not just things on social media. And put your heart into it. As my friend and writer Robert Masello puts it in his book, Robert’s Rules of Writing, “Writing takes deliberation and thought, craft and commitment. If you’re serious about writing, burn the journal and get to work.”

And as you get to work, remember that Rotor Review is your professional journal. It’s a great place to submit your first article.

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Last word: As one of my squadron mates once noted in a profound moment of wisdom regarding how to get along in the squadron (and not run afoul of the XO), “An ounce of gouge is worth a pound of wisdom.” When I find an article in a newspaper or magazine that I think can serve as good gouge to help me with my writing journey, I put it on my website.

There are scores of writing tips that I’d like to share with you.

Just go to my website: http://www.georgegaldorisi.com/, look under Blog, and then go to Writing Tips.

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In the Community Naval Helicopter Association Historical Society

By CAPT Bill Personius, USN (Ret.)

Reunion and Restoration

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HAHS has had a few things going on since Symposium.

Charitable Donation to NHAHS

I would like to publicly announce and recognize a very generous donation from a retired college professor in Upstate New York. Mr. Harold “Ben” Hunziker was a Professor of Psychology at Corning Community College for 53 years. Ben loved teaching and was outstanding in his profession. His dedication and excellence are well known in the community.

I met Ben while visiting my parents in Horseheads, New York a few years ago.

Ben is their caring friend and neighbor who has a dynamic personality and enjoys life.

During my vacation this summer in Horseheads Ben and I had a conversation about the Navy. I spoke to him about Navy helicopters, NHA/NHAHS and the US Navy in general. In October I learned Ben made a very generous contribution to NHAHS which will be used to “Gather, Preserve and Display the Legacy of Naval Helicopter Aviation.” The Naval Helicopter Community is very grateful and thankful for Ben’s support and generous donation.

HT-18 Squadron Reunion A group of instructor pilots from HT-18 over the years got together in October in conjunction with the NHA Gulf Coast Fleet Fly-In to have a Reunion at NAS Whiting Field. There were 20 pilots and 10 spouses who attended the events over the three day period.

The group started with a join-up at the Grand Hotel CAVU Bar and everyone had a great evening getting reacquainted and watching the second game of the World Series.

Thursday was a full day with a Welcome Reception and Registration at the Whiting Field Atrium where CDR Ken Kerr, USN the current Commanding Officer of HT-18, spoke to the group concerning the status of HT-18 and many of the changes that have occurred at Whiting Filed over the years.

The group then split-up into three smaller groups for touring of the squadron spaces, HT-Helicopter Simulators, VT Virtual Reality Trainers and the Night Lab to get a briefing on the NVDs and looking at the terrain board. The guys had a good time trying to fly the helicopter simulator but it wasn’t long before they had mastered the machine once again and were landing on a ship in Escambia Bay and shooting full autos to the back of a pick-up truck on Chumuckla Highway.

(Left to Right) Bottom Row: Gary Watson, Greg Norris, Gil Garrison, Corky Gardener, Mike L’ Heureux, Ken Kerr (CO HT-18), Kevin McDonald, Dave Walker, Rick Kiser, Rick Hamme. Top Row: Mark Parcell, Bob Harned, Otto Weigl, Carl Erlandson, Ed Crews, Bill Personius.

Not in the photo: John Sparaco, Tom Lindblad, David DeSilva, Greg Brown, David Williams and Frank Saunders.

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The spouses were impressed with the night lab having heard many stories of their husbands flying on night vision goggles and now were actually able to look through them. The group enjoyed speaking to the instructor pilots and sharing a few stories while checking out their signatures on the rotor blade in the instructor ready room. All-in-all… things are much the same at HT-18 with students studying and instructors teaching them the ropes. The group departed the squadron and the base and headed for downtown Milton for lunch at the Shrimp Basket followed by some down time prior to attending the NHA Farewell Social at the Fish House.

Friday was supposed to be a golf outing with NHA however the weather scared the golfers away with a forecast of 80% chance of T-storms so everyone went to breakfast together followed by touring the National Naval Aviation Museum at Sherman Field/Mainside PCola. Lunch was at the Cubi Club Bar where we enjoyed looking for our names on the plaques that are hung there. Dinner was on PCola Beach at Peg-Leg Pete’s followed by Game Three of the World Series at the CAVU Bar at the Grand Hotel. That was it. The weekend was left for people to tour around on their own and some folks stayed in town and hung around with their friends while others launched out as they had other things to do.

Overall it was a great time and everyone enjoyed getting back together… for some it was over 30+ years. Thanks goes out to CDR Ken Kerr, USN, LT Matt Burgess, USN, the HT-18 PAO and the HT-18 Vigilant Eagles who did a great job setting everything up for us.

HH-60H Restoration Project

Help bring Buno 163787 to the National Naval Aviation Museum (NNAM) in Pensacola, FL. Tax deductible donations can be made in the form of a check (online/credit card donations cost NHAHS a 3% transaction fee) to: NHAHS HH Restoration PO Box 180978 Coronado, CA 92178 This aircraft was: - 5th HH-60H produced by Sikorsky - Served with VX-1, HCS-4, HCS-5, HSC-84 and HSC-85 - Survived three (3) major mishaps - Deployed to Iraq four times in eight years to include the first deployment in 2003 - Accumulated 1,800 combat hours in eight years supporting SPECWAR OPS in the CENTCOM AOR - Received an olive drab paint scheme for the Centennial of Naval Aviation in 2011 to honor the HA(L)-3 Seawolves - Aux tank carries the names of all 44 Seawolves killed in Vietnam Please consider making a donation to restore this aircraft and have it prominently displayed in the National Naval Aviation Museum in Pensacola to honor our Rotary Wing/Helicopter History.

Keep your turns up!

Regards, Bill Personius DID YOU KNOW?

When you shop at smile.amazon.com, you’ll find the exact same low prices, vast selection and convenient shopping experience as Amazon. com, with the added bonus that Amazon will donate a portion of the purchase price to the Naval Helicopter Historical Society.

Sign-up today! It does not cost you anything and a percentage of your purchase price is donated to NHAHS! 19

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Industry and Technology Navy Declares Unmanned MQ-8C Fire Scout Helicopter Mission Capable

By Ben Werner, Reprinted from USNI Proceedings

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he Navy declared its MQ-8C Fire Scout unmanned helicopter mission capable and ready to deploy aboard Littoral Combat Ships.

The initial operational capability (IOC) declaration comes after the Navy rethought how it was going to use the aircraft. A little more than a year ago, the Navy was still testing how Fire Scouts could be used to repel swarm attacks of small attack craft. By this spring, the Navy scrapped those plans in favor of loading the aircraft with sensors to provide an LCS with superior over-the-horizon targeting capabilities.

“This milestone is a culmination of several years of hard work and dedication from our joint government and industry team,” CAPT Eric Soderberg, Fire Scout program manager, said in a media release. “We are excited to get this enhanced capability out to the fleet.”

Air Test and Evaluation Squadron 1 (VX-1) Sailors Aviation Machinist’s Mate Second Class Salvatore Green, left, and Aviation Electronics Technician Third Class Jake Price prepare the MQ-8C Fire Scout to launch from the Independence variant littoral combat ship USS Coronado (LCS-4) on June 21, 2018. Navy photo.

By achieving IOC, the Navy can now begin fleet operations and training, according to the Navy. Current plans call for purchasing 38 Northrop Grumman MQ-8C Fire Scouts, which are based on a commercial Bell 407 airframe.

The MQ-8C, which is larger than the MQ-8B currently used by the Navy, will start deploying during Fiscal Year 2021. The MQ-8C can fly up to 12 hours and will be equipped with an upgraded radar allowing for a larger field of view before deploying.

The improved radar also offers a range of digital modes including weather detection, air-to-air targeting and a ground moving target indicator (GMTI), according to the Navy.

A variety of reasons factored into the decision to change the Fire Scout’s mission into one more focused on providing targeting and other surveillance data to an LCS, CDR Edward Johnson, the Navy’s Fire Scout requirements officer, said earlier this year during a panel at the WEST 2019 conference.

The Navy rethought how it wanted to employ the LCS, focusing on adding more lethality and longer range to the ships for a Pacific-focused capability and focusing less on using the ships to patrol U.S. 5th Fleet waters where the risk of swarm boat attacks was greater. The evolving LCS mission caused Navy officials to determine a better use of the Fire Scout is to load it with surveillance and targeting equipment to further enhance the LCS’ improved lethality, Johnson said at WEST 2019.

The decision to focus on targeting missions comes after the Navy experienced some space constraints associated with arming the Fire Scout aboard an LCS. The Navy intended the Fire Scout to carry BAE System’s advanced precision kill weapon system (APKWS), which are modified 70mm Hydra rockets fitted with a guidance system.

While a smaller MQ-8B Fire Scout was able to successfully demonstrate its ability to operate the weapon aboard an LCS in 2018, it became clear the LCS ships themselves do not have a lot of magazine space, explained CAPT Jeff Dodge, the Navy’s Fire Scout program manager, during a presentation at Navy League’s Sea Air Space 2018 exposition.

The LCS has one weapons magazine used to store all weapons for the ship and doesn’t provide much space for loading weapons aboard the smaller MQ-8B airframe which has three tube launchers, Dodge said last year. The larger MQ-8C could carry up to seven tube launchers.

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Mine Countermeasures Mission Package Completes Integration Testing of Unmanned Vehicles

From Program Executive Office Unmanned and Small Combatants (PEO USC) Public Affairs

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he Littoral Combat Ship (LCS) Mission Module Program successfully completed shipboard integration testing of two unmanned systems aboard USS Independence (LCS 2), Jan. 14, 2019.

The two systems — the Knifefish unmanned undersea vehicle (UUV) and Unmanned Influence Sweep System (UISS) — are part of the Mine Countermeasures Mission Package (MCM MP), which uses a system-of-systems approach to target specific portions of the water column and segments of the MCM detect-to-engage sequence.

Knifefish is a heavyweight class Mine Countermeasure (MCM) Unmanned Undersea Vehicle (UUV) designed for deployment off the Littoral Combat Ship (LCS). The Knifefish UUV provides the mine warfare commander with enhanced mine-hunting capability by detecting, classifying and identifying both buried mines and mines in high clutter environments.

During these integration events, both the Knifefish and UISS successfully verified the communications link between Independence and the unmanned systems, as well as executed multiple launch and recovery evolutions from the ship. These test events mark a critical milestone for the LCS Mission Module Program, having now successfully tested each vehicle in the MCM MP - that is, an MH-60S helicopter, MQ-8B Fire Scout unmanned helicopter, UISS and Knifefish UUV - aboard an Independence-variant LCS. In addition to UISS and the Knifefish UUV completing integration tests, the program has certified all the aviation modules for the MCM MP for deployment on Independence-variant ships. These airborne MCM systems provide combatant commanders the ability to rapidly deploy systems that can detect near-surface mines, as well as neutralizes mines in the water and on the bottom without requiring Sailors to sail into the minefield. Additionally, the Coastal Battlefield Reconnaissance and Analysis system, which is a vertical-take-off unmanned aerial vehicle payload, provides a much-needed beach zone mine-detection capability in support of the amphibious assault mission.

These tests are a subset of a comprehensive test program that encompasses shore-based system testing to characterize individual systems prior to completing final integration on an LCS. The LCS Mission Module program office will continue to incrementally deliver MCM MP systems to the fleet in advance of the formal MCM MP initial operational test and evaluation events beginning in 2021.

The littoral combat ship USS Independence (LCS-2) deploys a remote multi-mission vehicle (RMMV) while testing the ship’s mine countermeasures mission package (MCM). US Navy Photo 21

PEO USC is affiliated with the Naval Sea Systems Command and provides a single program executive responsible for acquiring and sustaining mission capabilities of the littoral combat ship class, from procurement through fleet employment and sustainment.

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Industry and Technology Bell 407GXi Earns IFR Certification Certification advances Bell’s single-engine aircraft to support US Navy Trainer Replacement Textron Investor News

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n August 15, 2019, Bell Textron Inc., a Textron Inc. (NYSE:TXT) company, announced the Federal Aviation Administration (FAA) has issued an Instrument Flight Rules (IFR) Supplemental Type Certificate (STC) for the Bell 407GXi. The certification is a requirement for the Navy Advanced Helicopter Training System competition, enabling the Bell 407GXi to replace the Bell TH-57 Sea Ranger as the US Navy's training helicopter.

Bell's replacement bid offers a unique combination of capability, ease of transition, and low sustainment costs, giving the best value to the Navy. Should the Bell 407GXi be selected for the US Navy Advanced Helicopter Trainer program, the company plans to conduct final assembly of the aircraft in Ozark, Alabama.

“The team did a great job ensuring the Bell 407GXi achieved the FAA’s IFR certification necessary to meet all of the Navy’s requirements,” said Mitch Snyder, president and CEO. “Bell is an instrumental part of the Navy’s training program and has been for more than 50 years, and we look forward to continuing the tradition for the next generation of Naval Aviators.”

A Bell to Bell transition offers low-risk to the Navy by streamlining instructor pilot and maintainer transition training as well as using common support equipment and infrastructure. The 407 airframe has already proven capabilities as the platform for the MQ-8C Fire Scout for the US Navy. Bell's industry-leading customer service and support has established capability with cost-efficient and effective helicopter training solutions.

Bell proves its mature production and sustainment support capability every day by supporting more than 1,600 Bell 407s globally. These aircraft have nearly 6 million flight hours across the fleet and are actively performing flight training as well as military and para-public missions helicopter mission-set. The 407GXi's Garmin G1000H™ NXi Flight Deck enhances situational awareness and reduces pilot workload by delivering easy-to-read information at a glance. The Bell 407GXi's new IFR capability will allow all-weather operations while continuing to provide multimission capability safely, reliably, and effectively. The Bell 407GXi offers the lowest direct operating costs of any IFR-capable helicopter produced today.

Combined with its proven performance, reliability, and ease of transition, the Bell 407GXi is the best value aircraft for US Navy helicopter training.

Displays in the Bell 407

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Photo Contest

First Place in the Historical Category is awarded to CAPT John Barron, USN (Ret.) for his photo of USS TRIPOLI (LPH10) underway during PACEX 89 with its UH-1N SAR Bird (callsign Tiger 3) in the night bounce pattern.

Second Place in the Historical Category is awarded to Mr. William Bush for his photo entitled "Heading home to roost. WestPac cruise 1965-66."

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Gulf Coast Fleet Fly-In HSM Leads the Way at 2019 NHA Fleet Fly-In Article and photos by LT Leighton “LP” Pleasants, USN LT Pleasants is an Instructor Pilot at HSM-40, the East Coast MH-60R FRS

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tudents buzzed with excitement as they crowded the HT-8 “back porch” and watched as numerous Navy, Coast Guard, and Marine Corps rotary aircraft descended upon NAS Whiting Field in Milton, FL. There was no mistaking this impressive arrival as October has become host of the highly anticipated NHA Gulf Coast Fleet Fly-In. Among the fleet of aircraft were three MH-60Rs arriving from NS Mayport ready to display their capabilities and prove their worth to the young and ambitious students.

LT Alex “J-TRU” Trujillo (HSM-40) answering the questions of interested flight school students about the FRS and life in the community.

The visit began with LT Tyler “Leno” Boston and LT Scott “Body” Collard, HSM-40 Instructor Pilots, showcasing the Romeo by means of a community brief that highlighted the diverse mission set, standard deployment rhythm, and current and future homeports. Their brief culminated with the debut of the community’s newest Fleet Fly-In video “HSM: NHA Gulf Coast Fleet Fly-In 2019”, which captures the various capabilities of the platform.

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Afterwards, students swarmed us with questions about life as an MH60R pilot. Ensign Sunil Clark, HT-28 Student Naval Aviator (SNA), and Ensign J.J. Yuen, HT-18 SNA, were just two of many interested SNAs who eagerly approached with questions about FRS command climate, Expeditionary vs Carrier Air Wing squadrons, Electronic AWR2 Jacob Finerfrock (HSM-40) assisting Warfare, and capabilities of students with the donning of their flight gear. the Romeo’s Airborne Low Frequency SONAR (ALFS), a sensor unique to the Romeo community, to name a few. It was clear that students valued the Romeo’s capabilities and were excited to learn more about their potential future aircraft.

The following day, I had the opportunity to take a few students flying around NOLF Spencer. My co-pilots varied between Marines taking advantage of the rare opportunity to fly the MH-60R, a platform unavailable to them, API students still looking forward to time in their first naval aircraft, and HT SNAs still unsure about which community they wanted to pursue. Although each student only had about 15 minutes in the pilot seat, it did not take long for them to realize the Romeo’s ability. I could not help but smile as each student took the controls for the first time, imagining them as future MH-60R pilots.

The 2019 NHA Fleet Fly-In was another successful and influential visit as the MH-60R community continues to grow. I am proud to watch this community blossom with interest from those fledgling aviators. I look forward to flying with each of these students again in the mighty Romeo!

Flight students anxiously waiting to take a flight in the MH-60R with the aircraft piloted by LT Scott Collard (HSM-40) in the background.

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NAS Whiting Field Hosts Annual Fleet Fly-In

By Ramon Rios, Santa Rosa Gazette

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T Ryan Kilway had the opportunity to fly fixed-wing aircraft and helicopters when he was training to be a pilot. He found that helos were a perfect fit for him. That is what the Navy intended by having Fleet Fly In Week.

Training Air Wing Five at NAS Whiting Field hosted portions of the Naval Helicopter Association Gulf Coast 2019 Fleet Fly-In the week of Oct. 21-25. “I love to fly everything, but helos - helos got me, that’s all I wanted to fly,” Kilway said about his indoctrination flight over eight years ago. Kilway was back in his MH-60R Sea Hawk helicopter to provide the same experience to student pilots this week.

The Fleet Fly-In is designed to provide a week of training and knowledge sharing with student aviators so they can make informed decisions as they move forward in their aviation careers.

It took Kilway two years to earn his wings. After he became a Naval Aviator, Kilway picked the H-60 because of its mission - anti-submarine warfare and anti-surface warfare.

The Navy sent the MH-60R and S versions, MH-53, MH-65 and the MV-22 for student pilots to fly and familiarize themselves with the missions of each helicopter.

The unique MV-22 aircraft participated in the Fly-In. “It is in a class all by itself,” said LT Maria Regis, an instructor pilot from HT-8 at NAS Whiting Field. "The MV-22 Osprey is a tilt-rotor aircraft that can fly like a fixedwing airplane or a helicopter. Its mission is passenger and cargo transport,” Regis said.

The MV-22 replaced the CH-46 Sea King helicopter to be the primary assault support aircraft for the U.S. Marine Corps. The Navy started transitioning

to the Osprey in late 2018 according to a Navy Times article from Nov. 15, 2018. The Navy’s version of the Osprey will be designated CMV-22B and will replace the C-2A Greyhound by late 2020.

As groups of student pilots made their way to the various helicopters there was a sense of excitement and anticipation in their expressions. “Being up there is a lot of fun, it’s an amazing experience,” Regis said with a big smile.

Inside a Marine Corps V-22 Osprey

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Gulf Coast Fleet Fly-In Photos taken by LT Joseph Cusick, USN

South Field Flightline at NAS Milton

Lunch at the National Naval Aviation Museum

CAPT Dewon Chaney tells the crowd about the new VRM Wing.

Students hear first hand what the squadrons are like from the fleet.

CO of HSM-51 answers questions about being forward deployed as a Warlord.

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Questions for the Captains of Industry Panel

Questions for the Senior Officer Panel

A time for networking and a time just to have fun

Talking with the "hands".

Comaraderie 27

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Focus - AMCM: The Mine Sweeping Mission

Focusing on the AMCM Mission – and Beyond: Getting the Sailor out of the Minefield

By CAPT George Galdorisi, USN (Ret.)

Background ew naval professionals would disagree with the statement After flying the SH-2F, all 12,000 pounds of it, the H-53 that mines – “weapons that wait” – represent one of the felt like a beast – and it was. As I progressed through my rotary most vexing military challenges. Sea mines are perhaps the wing career I continued to have the upmost respect for the most lethal form of these weapons, as they are hard to find, AMCM Mission, and also vividly remembered the enormous difficult to neutralize, and can present a deadly hazard to any amount of mine-hunting gear outside of the HM Hangars in vessel – even those ships specifically designed to hunt them – Norfolk. and that even the threat of mines can stop any naval operation dead in its tracks.

But that was over four decades ago. Sadly, the U.S. Navy has not upgraded its mine forces to a great extent over those years.

The airborne mine countermeasures mission – AMCM – The reasons are myriad and complex, and are beyond the has been a mainstay of rotary wing aviation for nearly a half- scope of this article. What is important is that the platforms century. I have some personal history here. In the late 1970s I that embody the U.S. Navy’s primary MCM capability – the was assigned to HSL-32 at Naval Air Station Norfolk, Virginia. MH-53E AMCM aircraft and the Avenger-class minesweeper The “HM Hangars” were across the tarmac from our building, are scheduled to sunset by 2025. As Captain Chris Merwin and we saw the HM Bubbas frequently. Some of their officers of the Naval Surface and Mine Warfighting Development and crewmen had participated in the Suez Canal mine-clearing Center (SMWDC) pointed out at a military-industry event operations a few years earlier. I gained a good appreciation for in October 2019, the Navy’s follow-on MCM capability, the challenges involved in that mission. namely, the MCM package aboard the Littoral Combat Ship (LCS), is not coming on line as rapidly as anticipated, and Late in that tour, my brother-in-law was assigned to the initial operating capability is not scheduled until 2023 – a naval facility in Panama City, Florida where he flew the H-53 date Captain Merwin described as “optimistic.” for a variety of missions. I had the opportunity to fly with him on several hops.

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Mine Countermeasures: Not a New Challenge

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n the past several decades, rogue states have employed a wide variety of sea mines. Libya used mines to disrupt commerce in the Gulf of Suez and the Strait of Bab el Mandeb.

Iran laid mines to hazard military and commercial traffic in the Arabian Gulf and Gulf of Oman. During Operation Desert Storm in 1990-1991, the threat of mines hazarded all U.S. and coalition forces operating in the Arabian Gulf. The threat posed by mines was so extensive, that clearance operations in this confined body of water were not completed until 1997.

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Today, the threat posed by potential adversary mining capabilities is even greater. The number of countries with mines, mining assets, mine manufacturing capabilities, and the intention to export mines has grown dramatically over the past several decades. More than fifty countries possess mines and mining capability. In addition, the types, sophistication, and lethality of the mines available on the world market are increasing.

This threat is not lost on Navy and Marine Corps leadership.

During a recent NDIA Expeditionary Warfare Conference, Vice Admiral John Miller, former commander of Naval Forces

Central Command, noted that developing MCM capability is critical as the Navy faces increased mining threats from adversaries worldwide. During this event, Major General David Coffman, Commanding General of the 1st Marine Expeditionary Brigade noted, “The threat of mines is growing globally. It is an asymmetric advantage that our enemy is trying to leverage and directly affects our maneuverability and our assets.”

the delays in the LCS MCM package, to say nothing of the myriad other missions the MH-60S and MQ-8B/C Fire Scout must perform, I wonder if it is time for the U.S. Navy and the naval rotary wing community to move beyond the AMCM Mission. Isn’t it time to take the Sailor out of the minefield?

Can this be done? I believe it can, because emerging technologies may offer the Navy the ability to bridge this gap and usher in a true 21st Century renaissance in MCM. I have attended enough military-industry events that I think the Navy may be able to harness commercial-off-the-shelf (COTS) hardware and software that I believe can supply a robust MCM capability to the Navy without waiting for the lengthy planning, programming, budgeting, and execution process to deliver these assets years in the future.

Having served for over a half-century as either a rotary wing aviator or Navy civilian analyst, I have watched the Navy wrestle with the MCM challenge. For example, in the late 1990s, the Chief of Naval Operations and the Commandant of the Marine Corps signed the fourth edition of the unclassified Naval Mine Warfare Plan. Shortly thereafter came the 21st Century Warfighting Concept: Concept for Future Naval Mine Countermeasures in Littoral Power Projection. Several years later, the Commander in Chief of the U.S. Atlantic Fleet and Commander in Chief of the U.S. Pacific Fleet published an unclassified Carrier Battle Group/Amphibious Ready Group Mine Warfare Concept of Operations.

Does this mean that the U.S. Navy should completely “sunset” it’s AMCM capability? As I used to say when I was wearing a flight suit, “that’s way above my pay grade.” What I am suggesting is that I believe that the U.S. Navy would be well-served to find a low-cost, COTS alternative to perform the MCM Mission. If such a solution is as viable as many Navy and industry officials believe it will be, the Navy may not find it necessary to try to extend the life of the Sea Dragon or add another mission to the MH-60S fleet. If this proposed solution doesn’t pan out, then we can revive the AMCM Mission downstream.

Is an AMCM Capability a Need-to-Have or Nice-to-Have?

As a rotary wing aviator, I’m all for sustaining the Navy’s AMCM capability, but the obstacles to doing so are formidable.

The Sikorsky MH-53E Sea Dragon is a capable aircraft that has served the Navy well for a long time. But one has to ask, how long can it continue to serve? The Sea Dragon comes with a price tag of over forty million dollars. But most problematic is the cost per flight hour, estimated to be in excess of twenty thousand dollars per flight hour. And as the airframe ages, that cost will likely rise.

Leveraging Emerging Unmanned Vehicle Technologies

Full disclosure: while I spent three decades in a flight suit thinking in “operational” terms, now, as an analyst at the Navy Information Warfare Center Pacific, I think primarily in “technical” terms. I have seen what technology can do to empower warfighters. I am also keenly aware of the importance of not embracing every “shiny new object” a technologist thinks might be of value to those in the fight. The importance of field-testing new technologies by putting them in the hands of Sailors and Marines cannot be overemphasized.

A fatigue life extension program is already underway, which has extended the aircraft service life to 10,000 hours.

I wonder how much more we can ask from this airframe. As the Commander of Helicopter Sea Combat Wing Atlantic said when quoted in an article in National Defense Magazine, “When they [MH-53E Sea Dragon airframe] get to 10,000 hours they go away. You can’t fly them anymore. The last thing you want to do is extend the life of what will soon be a nearly 40-year old aircraft.”

Which brings me back to the MCM Mission, and one that is being conducted today with vintage technologies that put our Sailors at risk. There is only one way to completely, “Take the Sailor out of the minefield,” and that is to leverage unmanned technologies to hunt and destroy mines from a distance. The severe damage done to USS Samuel B. Roberts, USS Tripoli and USS Princeton by simple sea mines is something that can be avoided in the future.

Then there is the size of the Sea Dragon, as well as the space required for all of its gear. Most U.S. Navy vessels are overcrowded as is, and finding room to embark an AMCM package is always a challenge. I have a wealth of experience in this area. I spent three sea-tours in the amphibious assault Navy, and my Marine Corps teammates always filled up every cubic inch of our amphibious ships with their gear. Room for an AMCM detachment simply did not exist.

Today, the U.S. Navy is accelerating the testing and fielding of unmanned systems. Week-after-week, headlines such as, “Navy, Marines Moving Ahead with Unmanned Vessel Programs,” appear in the defense media. Concurrently, other articles, such as “When Will the U.S. Navy be Able to Autonomously Seek and Destroy Mines?” emphasize the Navy’s strong desire to take Sailors out of the minefield.

There is an AMCM component of the LCS MCM that is embodied in the MH-60S helicopter and the AN/ASQ235 Airborne Mine Neutralization System (AMNS). Given 29

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Focus - AMCM: The Mine Sweeping Mission I believe that the U.S. Navy can leverage these strides for the MCM role.

It seems to me that the Navy would be well-served to leverage—and combine— technologies that have been examined by commercial and other government agencies, and tested extensively in Navy exercises, experiments, and demonstrations to field a near-term MCM capability.

Over the past several years, in a series of events as diverse as the Shipto-Shore Maneuver Exploration and Experimentation and Advanced Naval Technology Exercise (S2ME2 ANTX), the Battlespace Preparation in a Contested Environment, the Surface Warfare Distributed Lethality in the Littoral Demonstration, Dawn Blitz, Steel Knight, the Bold Alligator Exercise series, and Valiant Shield, operators have field-tested a diverse number of emerging technologies.

One of the technologies that performed well was the MANTAS unmanned surface vehicle (USV).

During the events described above, the MANTAS has been “scaled up” from a six-foot, to eight-foot, to twelvefoot version. During Exercise Valiant Shield, the MANTAS was tasked with re-supply mission, carrying cargo to the troops ashore. As a result of that mission success, Navy and Marine Corps officials have asked MANTAS’ manufacturer, MARTAC Inc., to scaleup the MANTAS further and design a thirty-eight-foot version.

It is this USV – one that closely approximates the size of an eleven-meter RHIB – that I believe can be combined with surface and subsurface minehunting and neutralizing equipment to provide an over-the-horizon “single sortie detect-to-engage” MCM capability that takes the Sailor out of the minefield and provides a potential solution for this vexing – but important mission. While there are any number of USVs and UUVs that the U.S. Navy is testing, from my perspective, leveraging one that has been thoroughly wrung out for hundreds of hours during years of Navy exercises, experiments, Rotor Review #147 Winter '20

and demonstrations provides the most important building block for a comprehensive MCM capability.

Putting the Pieces Together to Field a Near-Term MCM Capability

While moving beyond the AMCM Mission temporarily may seem like a radical move, this is not an either-or proposition. As systems are developed and mature, they may find use with an MH-60S in the future. The point is, as rotary wing aviators, we would be wellserved to recognize the twin realities of the MH-53E Sea Dragon sundown schedule and the fact that the LCS MCM package IOC continues to slip.

Accepting reality and focusing on what is best for the Navy and the Nation today and tomorrow is in all of our best interests.

The first component of a COTS MCM solution is a scaled-up version of the twelve-foot MANTAS highspeed catamaran proven in the exercises, experiments and demonstrations listed above. This USV – nicknamed the T38 – is virtually identical in size to an eleven-meter RHIB carried by many U.S. Navy ships. The T38 can operate in up to sea state five, has a cruise speed equal to that of an eleven-meter RHIB, the ability to carry up to 4500 pounds, and a range four times that of that RHIB. Importantly, the T38 has an aftmounted twin tow station which will house both a mine-hunting sonar system and a mine neutralization remotelyoperated vehicle (ROV). These towed subsystems are installed on two rails in an open area aft. The catamaran hull allows for an angled submergence of the stern tow station thereby putting it into a flooded well-deck configuration enabling a simple launch and recovery of the tows. The T38 can be closely controlled by a remote operator or operated autonomously.

The second component of a COTS MCM solution is a towed-bodymounted sonar designed to search for mine-like objects (MLOs). A typical COTS sonar can survey at a resolution sufficient for MLO classification,

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and is programmable for bottom following, terrain referencing, and obstacle avoidance. Automatic Target Recognition will identify likely MLO anomalies, which will then be presented in near-real-time to the man-on-theloop for verification as a MLO. Verified MLOs will be added as a waypoint for validation, while invalid MLOs will be discarded.

The third component of a COTS MCM solution is a Mine Neutralization System (MNS) Remotely Operated Vehicle (ROV). Verified MLOs will be continuously updated to a recommended route for the MNS ROV. This route can be influenced by the watch team for various priorities such as route efficiency, most-valid to least-valid MLOs, or other operational considerations. After the area search is complete, the T38 will transition from hunting to neutralizing by conducting a stern submerged well-deck recovery of the tow-body which will be immediately followed by the launch of the tethered MNS ROV. The MNS ROV then conducts the “dull, dirty and dangerous” work previously conducted by classes of U.S. Navy ships by providing real-time video validation of mine-like objects. The MNS ROV autonomously executes the MLO route for final classification and man-on-the-loop validation of each MLO while the T38 shadows and supports it as an over-the-horizon communications link and counter-mine charge supply link. The classification, validation and engagement processes are then repeated until the field is cleared.

This is a COTS solution that effectively solves the “single sortie detect-toengage” solution the Navy is seeking.

If this technical and operational solution sounds simple and achievable it is just that—a capability that exists today in its commercial subsystems that can be delivered to the U.S. Navy far more rapidly than anything the traditional acquisition system can provide. Navy officials have been provided with the details of this

solution in a series of white papers and briefings and initial reactions have been positive.

Taking a Pause with AMCM as New Technologies Emerge

AMCM has been an important mission for the Navy and the Joint Force for many years. And it may be again in the future. But with the MH53E Sea Dragon now in its sunset years and the LCS MCM package on a bit

of a distant horizon, the time might be right to focus on other priorities for the naval rotary wing community and let unmanned systems do the dull, dirty and dangerous work to defeat the mine threat.

Our ships and sailors operate daily in harm’s way, and I believe we need to embrace an unmanned solution to dealing with deadly mines. The U.S. Navy and its industry partners have the

components for such a system, and it can reach fruition in the near-term. It is time to put a near-term solution in the water. While complex programs of record continue to develop nextgeneration technology, we should invest in parallel-path solutions that leverage mature subsystems and put them in the hands of our Sailors and Marines. They will, no doubt, guide the Navy to make these systems even better.

Not a recommended method.

Minesweepers in formation during BALTOPS 2019.

Minesweeping options: LIDAR on the MH-60S; Dolphins can find and tag mines; a future unmanned mine hunting ROV. 31

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Focus - AMCM: The Mine Sweeping Mission Towing At HM-12

By LCDR Maggie Groll, USN

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t was a dark and stormy afternoon, the seas were turbulent and white-capped, and the Straits of the Chesapeake Bay were laced with highly dangerous submerged acoustic mines.

The only hope to ensure freedom of navigation for essential commercial and military traffic through these critical waters was the intrepid crew of Dragon 435: a seasoned but harried aircraft commander, a trembling and airsick PQM, an alert and ready Safety Observer, and a Handler and Rampman both eager to prove their worth.

Besides the herculean effort required to equip and maintain these aging mine-fighting behemoths, towing with a brand new PQM is no small challenge for a HAC. After spending their entire flying career thus far carefully practicing the art of maintaining balanced flight (how many times did your HT instructor yell at you to check the ball?), new tow students must suddenly and deliberately learn how to fly with the ball out to keep the towed gear aligned with the aircraft’s track.

On top of that, this on-purpose out-of-balance flight must be performed at 75 feet over the water, with thousands of pounds of tension pulling the aircraft backwards towards the waves, and no line-of-sight communications in case of an emergency.

A squirrely copilot in this situation is enough to make the most experienced HAC sweat a little bit.

Just kidding.

It was actually a gray but calm day and the only dangerous thing in the water was a tiger shark off the coast of North Carolina. The copilot was still airsick though. Towing minesweeping gear behind an MH-53E is not a sensation that feels intuitive, more like deliberately giving yourself the leans. This semi-fictional event took place as part of HM-12’s inaugural year of executing AMCM flight events in-house, graduating CAT I Fleet Replacement Pilots (FRPs) as qualified AMCM Level I pilots for the first time since 1994.

Why go to all this effort instead of continuing to expect HM-14 and HM-15 to complete the AMCM Level I Syllabus on their own? The foremost reason is that graduating AMCM qualified pilots relieves the burden of their initial tactical qualification from the fleet while aligning with the rest of the NAE, making graduates immediately deployable upon checking into their destination squadrons to support mine warfare efforts in both 5th Fleet and 7th Fleet, where HM14 and HM-15 maintain permanent detachments. Despite the challenges presented by reinstituting a capability that the squadron retired some two decades ago, HM-12 has risen to the occasion and sent 12 fully qualified AMCM Level I PQMs to the fleet over the past year. We look forward to continuing in the towing business and providing a quality product to execute the mine warfare fight for years to come.

It’s not obvious why this should be a big deal without some background about the MH-53E Community and its AMCM Mission. Fielding the gear required to detect, sever, or detonate sea mines in addition to the equipment required to suspend that gear from the back of the helicopter requires an entirely separate maintenance department specializing just in AMCM. Not only that, but the MH-53E isn’t exactly a new aircraft and nor is its towing gear. It’s not like there’s a warehouse somewhere with a bunch of tow booms and MK105 minesweeping sleds just sitting around for the taking.

HM-12 has had to rebuild the capability to safely operate all of this complicated AMCM equipment into both its aircraft and its personnel, with great support from its sister squadrons, HM-14 and HM-15.

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Some History: Airborne Mine Countermeasures Weapon Systems Training School (AWSTS)

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irborne Mine Countermeasures Weapon Systems Training School (AWSTS) was established 1 October 1994, at Naval Station, Norfolk, Virginia and subsequently designated a special mission command in July 1996. Its mission is to provide initial MH-53E Sea Dragon systems and flight training, as well as advanced tactical and weapon systems training, to pilots and aircrew of the Airborne Mine Countermeasures and Heavy Combat Support Communities.

With an average staff of 11 officers and 23 enlisted personnel, the school was established to fill a void left by the decommissioning of Helicopter Mine Countermeasures Squadron 12 (HM-12) and the U.S. Navy’s decision to conduct MH-53E training in conjunction with CH-53E Super Stallion training at Marine Helicopter Training Squadron Three Zero Two (HMT-302). Under this reorganization and subsequent refinements, AWSTS assumed duties as MH53E Course Curriculum Model Manager and responsibility to conduct M-53E pilot and aircrew ground and simulator training for both the familiarization (FAM) and Airborne Mine Countermeasures (AMCM) portions of the MH-53E Syllabus using the operational flight trainer (OFT) and the AMCM Stream and Recovery Module (ASRM). HMT-302 was assigned responsibility for MH-53E Basic FAM Flight Training. AMCM flight training was made the responsibility of the individual fleet squadrons. Along with its primary mission, AWSTS also functioned as the Model Manager for the MH-53E NATOPS, the AMCM TACAID, and the MH-53E Computer Based Training (CBT) System.

systems and simulator training in the OFT and ASRM. Once complete, these pilots and aircrew report to their respective fleet squadrons (HM-14 or HM-15) where they will conduct their first actual AMCM flights. To date, over 600 pilots and aircrew have passed through AWSTS on their way to the fleet.

In summer 2004, AWSTS was awarded the Commander Theodore G. Ellyson Aviator Production Excellence Award for calendar year 2003. The award, similar to the operational Battle “E”, is given to two CNATRA squadrons and three Fleet Replacement Squadrons including one East Coast, one West Coast and one Marine Corps that demonstrate the “greatest production efficiency in training the fleet requirement for pilots, naval flight officers and aircrewmen within the CNO approved syllabus time.” Receiving the Ellyson Award is a tribute to the professionalism, teamwork, dedication, and adherence to safety of the sailors at AWSTS. On 1 October 2015, AWSTS officially became HM-12.

The transition helped reaffirm the Navy's commitment to the MH-53E and the HM Community by providing the FRS with its own maintenance department, support personnel and bolstered its ability to serve as the HM Community leader.[1]

In January 2001, MH-53E flight training returned to Norfolk, VA under a new integrated training concept between AWSTS and Helicopter Mine Countermeasures Squadron FOURTEEN (HM-14). AWSTS assumed all functions of a Fleet Replacement Squadron (FRS) with the exception that HM14 was assigned responsibility to provide and maintain the aircraft, and augment AWSTS with flight instructors when required.

As the MH-53E FRS, AWSTS provides flight and ground training to student pilots and aircrew through all phases of their Chief of Naval Operations approved syllabus.

Prospective HM pilots and aircrew are detailed to AWSTS for over 20 weeks of intensive, computer based MH-53E systems, pre-flight, simulator, and basic flight training.

Upon completion of the syllabus, HM pilots and aircrew remain at AWSTS for AMCM

MK-103 Shark Float on display at AWSTS

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Focus - AMCM: The Mine Sweeping Mission Improving Mine Detection in the Airborne Mine Countermeasures (AMCM) Community…One Snippet at a Time.

By AWS1 Bryan Roth, MH-53E WTI, HSCWSL

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everal years ago, the US Navy MH-53E Airborne Mine Countermeasures (AMCM) Community began tracking deficiencies in the ability of Sailors to effectively analyze mine detection data gathered from the side-scan sonar systems used to locate mines.

Although the systems were effective, operators struggled to identify and classify objects within the sonar data, a shortfall ultimately attributed to a lack of formal training for interpreting sonar data (an extremely difficult task to master). Even when newer, more capable systems were fielded, operators were still unable to analyze the data effectively. Then, in 2016, following similar issues in other organizations, a working group was established by the Surface and Mine Warfighting Development Center to address operator proficiencies across the Naval Mine Warfare Community. This article describes how the MH53E community addressed sonar data interpretation training shortfalls for the MN’s and AWS’s who analyze data gathered from MH-53E mine detection systems.

As part of the larger effort mentioned above, the AMCM community established a “Post Mission Analysis” (PMA) working group, led by the MH-53E Weapons and Tactics Instructors (WTIs) at Helicopter Sea Combat Weapons School Atlantic (HSCWSL). Leveraging the expertise of our onsite AMCM Tactics Subject Matter Expert (Mr. Mark Reynolds), experts from Naval Surface Warefare Center (NSWC) in Panama City and the experience of other, similar organizations, the working group developed a training and certification program comprised of pre-requisite computer-based training (completed at the squadron), 10-days of formal classroom instruction related to the analysis of sonar data, and periodic follow-on training events for maintaining analyst proficiency.

The program was outlined in an instruction developed by the Weapons School and approved by the Helicopter Sea Combat Wing Atlantic (CHSCWL) Commodore.

The resources to develop computer-based courseware and purchase the high-end computers necessary for classroom training were provided by PMS-495 (Mine Warfare). The resources needed to maintain the curriculum and provide Information Assurance support was provided by Commander, Naval Air Forces (CNAF), and CHSCWL provided the resources to maintain the classroom computers. WTIs assigned to HSCWSL developed 60 hours of curriculum for the 10day course, which introduced sonar theory and principles of operation for the aircraft mine detection system, followed by multiple days of analyzing sonar data culminating with a series

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AN/AQS-24B Sonar Data “Snippet”

of final practical examinations. A key element of the course is the use of a software application called Surface Navy Integrated Undersea Tactical Technology (SNIUTT), developed at the Naval Surface Warfare Center in Panama City, Florida. SNIUTT allows instructors to create scenarios using data captured from live missions. When completed by the students the scenarios are automatically graded, giving the students immediate feedback on their analysis. After completing the course, students are shown areas in which further practice is needed (if required), using SNIUTT scenarios developed by the WTIs and then provided to the squadrons.

Upon completion of the assigned data sets, students return to the Weapons School for a certification event. Once they pass, they are qualified to perform analysis, although they must complete periodic training to maintain their qualification.

The Weapons School began teaching the course using legacy system (AN/AQS-24A) data in February of 2017; 10 courses were completed using the legacy system until January of 2019 when new computer systems and SNIUTT software capable of supporting the current mine detection system (AN/AQS-24B) were delivered. Overall, results from the 10 courses have been promising. Students are demonstrating significant gains in their ability to analyze data during the course and pass rates for assessments within the course have significantly improved. More importantly, analyst performance evaluated during pre-deployment exercises have shown an improvement of approximately 60% in detection and classification rates. The results are impressive, although there is room for further improvement. Several modifications still need to be made to the training materials, to

system data for MH-53E personnel. Support from SMWDC, PMS-495, NSWC PC, CNAF and CHSCWL were all critical to getting the resources needed to execute the plan developed by the HSCWSL PMA Working Group. Additionally, many Sailors (and former Sailors) volunteered to lend their expertise to get the course up and running. While the Weapons School instructors had the expertise to develop and execute the training, without the support of leadership across multiple organizations, and Sailors willing to do what they always do (get the job done), all committed to improving AMCM operations, it is unlikely the plan would have succeeded.

address issues noted during past training and pre-deployment evaluation events, and improvements are needed in classroom infrastructure (the sonar data requires high resolution instructor displays when teaching analysts how to interpret the data).

Additionally, more curriculum needs to be developed to address future capabilities such as AN/AQS-24C, the follow-on to the AN/AQS-24B. A little over two years of collaborative effort from multiple organizations was required to develop and implement a training program to improve the analysis of mine detection sonar

The AQS-24B is operated from both the MH-53E heavy lift helicopters from Helicopter Mine countermeasures Squadron 15 (HM-15) and from the Mine Hunting Unmanned Surface Vessels (MHU) in the Arabian Gulf. The MHU with the AQS-24 has been deployed and operated from both U.S. Navy ships, such as the recently decommissioned USS Ponce (AFSB(I)-15) and the USS Lewis B. Puller (ESB-3), as well as United Kingdom Royal Navy ships, such as the RFA Cardigan Bay (L3009).

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Focus - AMCM: The Mine Sweeping Mission The Expansion of Airborne Mine Countermeasure into the MH-60S Community

By LT Michael Ryan, USN, HSC-21

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ines are cheap, low maintenance, and easy to deploy covertly. When there is a conventional military force disparity between belligerent navies, mines tend to reduce that disparity through employment in sea lanes, chokepoints, and territorial seas, and these tactics can have a disproportionately large impact on the freedom of navigation and trade. Mine Countermeasures (MCM) and the Navy’s involvement in that sphere will continue to remain a dominant planning consideration into the future.

The Airborne Mine Counter Measures (AMCM) Mission set is relatively new to the MH-60S Community; however, there is an abundance of knowledge contained within the MH-53E AMCM Community, whose sundown is in the near future. There will be a potential knowledge gap in the Navy’s MCM mission set. The MH-60S Community must work now to leverage the MH-53E Community knowledge with the new systems currently employed on the MH-60S to ensure that the MCM corporate knowledge is not lost. More consistent training and integrated exercises are a necessity in order to bring the knowledge and experience of AMCM from the MH-53E into the MH-60S Community. This is especially true as the new MH-60S systems and tactics are still being developed and require full integration and implementation into the areas where MCM missions are most critical.

The MH-60S currently has two primary systems that are used in the prosecution of the AMCM mission set: the Airborne Laser Mine Detection System (ALMDS) and Airborne Mine Neutralization System (AMNS). Each of these systems is used for different steps of the AMCM Mission; ALMDS uses a high powered laser to quickly identify and locate mine-like objects while AMNS is a neutralization system designed to launch individual destructors to neutralize mines.

Mine on the bottom

These exercises show that although the MH-60S can eventually be a valuable contributor to the overall MCM mission, the systems need to be incorporated into more multiplatform exercises in a wider variety of environments in order to better capture a more accurate picture of how these systems will operate throughout the world. With the Navy’s focus in recent years in 5th and 7th Fleets, where the waters are more comparable to those of the Baltic Sea than those of Southern California, it is important to evaluate the impact that the MH-60S could have when working with other platforms in those environments. So far, a majority of the MH-60S AMCM training has been conducted in isolation. With more multi-platform exercises, the H-60 community can learn how to better utilize its equipment from more experienced MCM platforms and find its place in the MCM Community. These types of exercises are not occurring frequently enough and should have more emphasis before the MH-53 is sundowned, and our greatest opportunity for inter-platform cross pollination is missed.

This past summer, HSC-21 executed an aggressive training exercise in San Diego in which inert mine shapes were placed off the coast. This exercise evaluated ALMDS and AMNS systems identification and neutralization capabilities as well as the MH-60S AMCM tactics. The systems were able to identify 7 of 12 mines using the ALMDS system and neutralize 32/32 of the detected mines using AMNS. These results were expected in the clean and clear waters off the coast of Southern California.

The same systems were utilized in the Baltic Sea where the water conditions are significantly less than ideal, providing a much greater level of challenge due to the high sea states and murkier waters.

AMCM Systems Training

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An Exercise in CRM

By LT Matt Guerin, USN rom the beginning of flight school, I have had Crew Resource Management (CRM) burned into my brain. The seven skills of CRM embodied in the tried and true acronym, DAMCLAS (or SADCLAM, whichever you prefer) have been staple questions on NATOPS Evaluations and Helicopter Aircraft Commander (HAC) Boards for years. As a pilot in an expeditionary HSC squadron, I have learned how important it is to not only understand each skill, but how to employ it effectively in the cockpit.

Shortly after checking in to my first fleet squadron, I was chosen to embark on the newly formed MH-60S Airborne Mine Counter Measures (AMCM) Syllabus. What I did not expect was how I would be challenged to reassess how I employ these skills during AMCM missions.

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CNAF 3710.7 defines the CRM skill of adaptability/flexibility as "the ability to alter a course of action based on new information, maintain constructive behavior under pressure, and adapt to internal and external environmental changes." AMCM was nowhere on my radar when I was going through the Fleet Replacement Squadron (FRS), thus the AMCM Syllabus was undoubtedly an alteration in my long-term “course of action” that definitely introduced "new information". I was initially unsure of how I would manage learning to employ an entirely new system for the HSC Community and maintain my progression through the Seahawk Weapons and Tactics Program (SWTP) Training Syllabi. Remaining flexible is not always easy and sometimes you are forced to be flexible. However, I found that maintaining a constructive attitude made the AMCM Syllabus enjoyable as I regarded it as a unique skill to be learned in my community.

A few days into the syllabus, I felt like a brand new student all over again. I started the process of memorizing new limits, emergency procedures, and mission equipment employment procedures. I learned that I would have to change how I employed the CRM skill of mission analysis, as the AMCM mission requires the use of an additional mission planning software. The MineNet Tactical Software is essential to mission analysis as it provides the information necessary to develop search plans, as well as provide post-mission analysis. Through the use of this software, I found myself more deeply involved in the mission planning process and gained an advanced understanding of how the AMCM mission is executed.

Are you listening?

A few weeks later, I was flying out over the ocean employing the systems and learning the real-time challenges they posed. I learned how the CRM skill of communication is essential to employing the AMCM equipment and especially the Airborne Mine Neutralization System (AMNS). To deploy AMNS, the pilots have to precisely position the aircraft in a hover while the aircrewmen deploy the AMNS Pod into the water via a cable. Inter-crew communication is crucial to deploy the pod and orient it correctly in the water in order to successfully neutralize the mine. Recovering the pod is also a challenging process. The wind can pose a serious hazard by causing the pod to spin, thus twisting the sensor deployment cable and causing damage to the AMNS System. The crew has to rely on clear and concise communications in order to maintain the pod’s orientation during recovery.

Finally, I learned how essential the CRM skill of functional leadership is for the entire crew, and had the chance to witness the crew chief employ this skill during an AMNS pod recovery evolution. During a training flight, the pod began to spin as it approached the halfway point of the hoist. The crew chief took immediate action and lowered the pod back into the water in order to prevent any damage to the cable. He then recommended to the entire crew that the helicopter descend closer to the water in order to minimize the amount of time the pod is exposed to the wind. Since he had the most experience with the equipment and had used this technique in the past, the crew agreed to attempt this technique. The pilots decreased altitude and the crew chief recovered the pod successfully on the first attempt. This situation reinforced the notion that experience varies from crew member to crew member and that anyone has the ability to exercise functional leadership in order to avoid a hazardous situation and to contribute to mission accomplishment.

The AMCM mission set has been a great exercise in CRM and made me rethink how I employ each skill. Although the AMCM Mission is not something I had ever planned on doing, I am looking forward to the opportunity to continue to utilize the skills that I have learned in future exercises and on deployment. I believe that the AMCM Mission will continue to pose unique challenges and opportunities for the HSC Community, and it will be a new area of operation with consistently evolving tactics, techniques, and procedures for many generations of pilots and aircrew. By continuing to sharpen the seven CRM skills, these men and women will surely be able to adapt to these variables and succeed in this unique mission set.

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Focus - AMCM: The Mine Sweeping Mission HSC Integration with the Mine Warfare Community is a Necessity

By LTJG Josh Harrelson, USN and LTJG Cody Jackson, USN HSC-21

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ine warfare, offensive and defensive, is a mission area deeply rooted in American naval conflict. The cycle of mining and counter-mining never ends, but focus on training and development often stagnates as other conflicts move into the public eye. Like clockwork, navies that ignore mine countermeasures face serious consequences. There is a current focus on mine efforts from the naval service’s key leaders and funding is being redirected towards creating and developing new MCM technology. The HSC community has become a part of this effort by way of the MH-60S Airborne Laser Mine Detection System (ALMDS) and Airborne Mine Neutralization System (AMNS) systems along with the MQ-8B’s Coastal Battlefield Reconnaissance and Analysis (COBRA) Payload. While it is important for the HSC pilots, aircrew, and maintainers to master the employment of these systems, learning how to fit into the overall MIW Community is just as essential prior to deploying in support of mine clearing operations.

The HSC Community is progressing on its path to integration with other MIW assets. RIMPAC 2018 saw shorebased AMCM testing and execution in addition to employment of the MQ-8B from the LCS. Last month, a group of pilots and aircrew from HSC21 traveled to Norfolk, VA to attend the AMCM Tactics Continuum; the group participated in MIW-centric war gaming and gained more insight into the world of large scale mine countermeasure efforts. There are plans in place for HSC-21 to join HM-14/15 and EOD personnel next year in Key West for the HM Combined HARP to participate in a variety of countermining scenarios. That said, these steps are minor compared to the integration needed to prepare for deploying as part of an MIW Task Force.

Rotor Review #147 Winter '20

Before every deployment, Carrier Air Wings meet in Fallon, Nevada for large force exercises and to integrate with the other strike group components during TSTA and COMPTUEX. Players from a wide set of communities work together to solve problems that simulate the environments in which they will deploy. In doing so, the strike groups exercise skills which increase readiness, proficiency, and confidence. While the outlook for LCS and future anti-mine operations is not as clearly defined as it is for carrier air-wing deployments, AMCM detachments can learn from their operational preparation.

Additionally, the rotary wing weapons schools host combined force exercises annually to focus on SCAR, CAS, MIO, SOF, PR, and other missions that the HSC and HSM Communities can affect. There is an established and proven precedent for bringing all of the players together on a regular basis to prepare for future engagements.

"There is an established and proven precedent for bringing all of the players together on a regular basis to prepare for future engagements".

Mine Warfare is as or more complicated than SCAR, CSAR, and other core competencies that the HSC community practices on a regular basis and requires a high level of integration with a comparably large variety of communities outside of aviation. While the MH-60S will play an important part in the next generation of mine warfare, it would be nearly useless without the surface, sub-surface, and expeditionary MCM players. In the next few years, it will be important for the HSC community to work with and observe the expeditionary communities that are testing and employing unmanned surface and underwater vehicles and EOD personnel to sweep, hunt, and neutralize mines. There is also a need to begin integrating with the surface navy 38

as soon as possible—both the LCS hulls slated for mine countermeasures and other vessels of opportunity that the Navy deems appropriate for carrying a suite of MCM gear or embarking an AMCM Detachment.

At the four HSC squadrons involved, an AMCM training cycle consists of configuring the MH-60S for AMNS or ALMDS, troubleshooting the system, and executing the mission prior to deconfiguring and returning the aircraft to the lineup for other operational requirements. Thus far, this cycle has only taken place from shore—usually in Norfolk or San Diego. While the timeline for the configuration and deconfiguration periods is decreasing as maintainer proficiency and corporate knowledge increases, the pressure for success is mostly internal. The pressure to perform for both the operators and maintainers will increase dramatically when the other players are involved and the HSC community becomes part of the critical path to the completion of a large-scale exercise or operation. This pressure can be useful if it is built up over time in a pre-deployment cycle similar to the process standardized for Carrier Strike Groups. It will take time to hone in on the problems unique to the next generation of mine countermeasures, but there are steps that can be taken now to expedite that process.

Currently, HSC-21 operates the Fire Scout at NAS Point Mugu alongside the Vertical Takeoff Unmanned Aerial Vehicle (VTUAV) detachment. There is also a push to deliver a Fire Scout Mission Control Station (MCS) to NAF El Centro to facilitate concurrent MH-60S and MQ-8B/C operations.

While this could be valuable training for the AMCM detachments that will man and maintain the Fire Scout and Sierra simultaneously, it will be difficult to effectively train with and employ the AMCM systems in the absence of a maritime minefield. A more beneficial MCS location would be within a few miles of an approved (or proposed)

minefield and laser range (e.g. San Clemente Island or Key West). If that becomes a reality, the first steps in the AMCM work-up cycle should be shorebased, concurrent AMNS, ALMDS, and COBRA operations while integrating with the MH-53E and EOD units.

The next step should be to employ the systems in the shipboard environment— on the LCS and/or other non-MCM ships. There are growing pains associated with deploying on an LCS with the MQ-8B and MH-60S that HSC-23 has been dealing with for the last several years. Both the lack of space and the minimal manning onboard have affected the detachments’ ability to execute their mission at the desired level. Add in an MCM detachment with EOD personnel, surface MCM gear, and unmanned surface and sub-surface MCM systems, and you have an even tighter margin for AMCM operations.

These are problems that the community should begin working through as soon

as possible, and the best way to do that is through trial and error. While employing the gear from the LCS will complicate the maintenance solution and drive up pressure, the operators and maintainers will have a more welldefined sense of purpose. Their sense of purpose will continue to evolve as the AMCM Detachments integrate with minemen, EOD units, and surface MCM operators. This positive pressure and sense of purpose will be vital in preparing for a full-scale deployment.

The final step should be to integrate with the Expeditionary and Carrier Strike Groups with which the MCM package will likely deploy. Working the LCS, AMCM Detachments, and Expeditionary MCM Communities into TSTA/FEP, COMPTUEX, or similar large scale work-up exercises will allow the Navy leadership to observe the capabilities of this new generation of mine countermeasures. This will be vital in determining the appropriate

strategic use of the LCS mine warfare package. Combining all assets now for full-scale exercises will help to develop a blueprint for future MCM deployments.

Additionally, incorporating the MIW players into strike group problem solving (e.g. FEP) will be the final test of the LCS/AMCM package’s ability to effectively operate in a high tempo, wartime environment.

In his 2018 National Defense Strategy, SecDef Mattis stated that prioritizing preparedness for war is the first step to building a more lethal force. He also specified that the ability to deter strategic attacks—both nuclear and non-nuclear—as part of that preparedness. Mine countermeasures factor directly into strategic deterrence.

The MIW Community, and specifically the MH-60S Community, must focus on collaboration in order to share and build our collective knowledge and preparedness for wartime mine clearing operations.

Fire Scout and an MH-60S coordination on LCS 39

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Focus - AMCM: The Mine Sweeping Mission Expanding Expeditionary Capability: MH-60S and Airborne Mine Countermeasures

By LT Devin “Po” Dugard, USN

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irborne Mine Countermeasures (AMCM) is a powerful addition to the capabilities provided by the Sea Combat Community. As with any increase in operational capability, the MH-60S Community’s entry into the world of mine warfare comes with further training requirements and operational constraints. This article serves to provide a brief introduction to the MH-60S AMCM systems, its current utilization, potential usage moving forward, as well as immediate challenges the fleet is facing with these new mission sets.

In its most basic form, the Airborne Mine Countermeasures Mission provides the Carrier Strike Group (CSG) and Expeditionary Strike Group (ESG) with the capability for rapid detection, classification, localization, and identification of bottom, close tethered, and volume mines near the surface and on the ocean surface. This capability enables the CSG/ ESG to transit or avoid mined areas in choke points and littoral areas with a high degree of self-protection.

The MH-60S hosts two systems to complete this mission: 1) the Airborne Laser Mine Detection System (ALMDS); and, 2) the Airborne Mine Neutralization System (AMNS).

ALMDS is a laser detection system that detects, classifies, and localizes near surface moored mines. Mine search areas are built into the mission cards brought to the aircraft as its own separate flight plan. The laser is located on the left side of the aircraft and aims directly downward. Interlocks linked to aircraft angle of bank will automatically secure the laser if a limit is exceeded; ensuring laser safety is maintained throughout the flight. Due to the precise flying required for this mission, additional AFCS components have been added to include a Track Hold and a Ground Speed Hold. These additions allow for minimal deviations while flying the track and ensure greater fidelity of identifying potential mine contacts.

The AMNS Mission allows the MH-60S to provide the MCM effort an identification and neutralization ability that takes the Sailor out of the minefield. The neutralizer is stowed inside the Launch Handling System (LHS), which is lowered to the water utilizing a winch system in the cabin. Once submerged, a single neutralizer is launched. This is controlled by an Aviation Warfare Specialist (AWS) Sensor Operator (SO) Rotor Review #147 Winter '20

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and is connected via fiber optic cable to the Common Console (CC) in the cabin. A live sonar feed, as well as video feed, is provided to the CC allowing the SO to properly identify any mine-like contact and subsequently destroy it. In the cockpit, added sensitivity to the hover drift vector allows for a more precise hover and greater stability of the aircraft.

The AMCM Mission is a subsystem of the MH-60S LCS package. Aviation Detachments (AvDETS) aboard ship work in conjunction with ship personnel in post mission analysis, mine identification based on downloaded sensor data, and plans for neutralization via AMNS or EOD personnel. This provided capability with the MH-60S is amplified through use of the MQ-8B Fire Scout’s Coastal Battlefield Reconnaissance and Analysis (COBRA) System.

Operationally, these systems are already being utilized in formal exercises, allowing for operational testing of the AMCM mission. HSC-28 successfully utilized the ALMDS and AMNS systems to locate and neutralize exercise and realworld WWII era mines during Baltic Operations (BALTOPS) 2019. HSC-28’s article on the experience is also included in this issue. There are also plans for live neutralizer and mine contacts at an upcoming COMPTUEX, which will allow further display of these capabilities. HSC-21 continues to increase proficiency as they plan for future mine detachments.

Slowly but surely, the MH-60S Community is making strides to man, train, and equip to this mission capability in the fleet.

The Airborne Laser Mine Detection System (ALMDS)

While effective, the AMCM Systems (particularly the CC and internally mounted winch system) add considerable weight to the aircraft. The increase in power required to support this added weight induces a higher risk and a potential for a lag in “fly away” capability in a single engine condition. Consistent monitoring and an increase in Crew Resource Management (CRM) as well as time-critical and deliberate operational risk management (ORM) allow for some mitigation but do not eliminate this risk. Taking less fuel in order to reduce aircraft weight is a possible mitigation, though this shortens on-station time.

but it is expensive and not always feasible due to squadron funding. Providing more dedicated representatives on either coast can alleviate this problem. Guidance from HSCWP and HSCWL has allowed for concerns and limitations of this mission to be heard. Continuing that dialogue will also allow for growing efficiency, particularly with aircrew qualified in the mission as part of the respective wing-level staffs. Finally, acquiring dedicated ranges for the use of live ordnance similar to GUNNEX and Hellfire employment ranges will allow for necessary training on the use of the AMCM Systems and thereby increase operational capability.

The process of implementing this mission throughout the fleet is not without difficulty. The West Coast lacks “next-door” access to the HM Community’s experience and knowledge in mine warfare, which has resulted in a lag in the training pipeline and the consistent launching of successful sorties.

The maintenance required for these systems is still relatively new and there have been growing pains as both aircrew and maintainers are getting up to speed on what is required to conduct the mine countermeasures mission. This is not an issue specific to AMCM. Like most new missions, proficiency will improve over time through tactics and training, allowing for a more effective, streamlined implementation of these systems and procedures.

Further discussion about the Mine Warfare Mission is required specifically in regards to streamlined utilization and implementation of the MH-60S Systems as well as its integration with the MQ-8B and LCS. The challenges discussed are not atypical and it is exciting to bring this capability to the fleet. Successful implementation of AMCM Systems will take time and focused effort. However, aircrew and maintainers currently working to make this mission consistently available, do so with the complete understanding of its potential value. Because of this, expeditionary squadrons on both coasts continue to build proficiency each and every day.

AMCM is one step in a broader goal toward protecting sea lines of communication. It allows the Naval Enterprise to continue to operate safely and effectively. Having the flexibility to assist a CSG, ESG, or independent deployer in any location takes us closer to this goal -- and is the end to which we are all working.

As of right now, the central hub for mine warfare is based in Panama City. Squadrons conducting this mission, however, reside in San Diego and Norfolk. This creates an issue in regular access to tech reps and mine warfare experts.

Sending maintainers to Panama City to learn more about the required maintenance has seen an increase in capability,

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Focus - AMCM: The Mine Sweeping Mission HSC’s Greatest AMCM Challenge: Developing and Retaining Top Talent

By LCDR James “POTUS” Gelsinon, USN, HSC-21 Blackjacks

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s I near the end of my Department Head tour, I am amazed at the different experiences I have had in just under two years at HSC-21. Three weeks after checking in to the command, I found myself driving to Fallon, NV, as the OIC of the first detachment to employ the MQ-8B Fire Scout in an integrated Air Wing Fallon exercise.

Two months later, I was aboard the USS Coronado (LCS-4), conducting developmental and operational testing for an MQ-8B mine reconnaissance payload nicknamed “COBRA” (Coastal Battlefield Reconnaissance and Analysis). Following two productive underway testing periods, our detachment shifted focus to MH-60S mine warfare (MIW), specifically Airborne Mine Countermeasures (AMCM), as we prepared to employ both ALMDS (Airborne Laser Mine Detection System) and AMNS (Airborne Mine Neutralization System) during RIMPAC 2018. Within nine months of checking in to the command, I felt like an HSC unicorn. Along with the standard Seahawk Weapons and Tactics Program (SWTP) requirements and upgrades which are common to HSC pilots, I had an opportunity to employ the MQ-8B in both overland and shipboard environments, I tried my hand at test and evaluation, and had the opportunity to lead the first-ever west coast MIW detachment in the successful employment of both MIW systems.

Many of the training opportunities I have had since then have been a result of exposure to these unique mission sets. To be frank though, the reality is that most pilots in the HSC community would not envy those experiences. In fact, the reaction I got from more than one pilot when I told them we were training for mine warfare was, “better you than me”.

MIW is new to the HSC community, and there are currently only two operational squadrons (HSC-21 and Rotor Review #147 Winter '20

HSC-28) that operate ALMDS and AMNS. However, it is an important and under-appreciated mission set within our national maritime strategy which demands greater attention. MIW has had enormous strategic importance in previous conflicts, and has the potential to play a major role in the future, with both near-peer and non-peer adversaries seeking to counter or negate American naval power through mining. Two historical examples illustrate the point.

" In October 1950, Admiral Forrest Sherman, serving as the CNO, made the following comment; “When you can’t go where you want to, when you want to, you haven’t got command of the sea."

The first comes from the Korean War. In October 1950, Admiral Forrest Sherman, serving as the CNO, made the following comment; “When you can’t go where you want to, when you want to, you haven’t got command of the sea. And command of the sea is the rock-bottom foundation for all our war plans. We’ve been plenty submarine and air conscious. Now we’re going to start getting mine conscious—beginning last week." Regarding Admiral Sherman’s quote, Scott C. Truver, in a 2015 Naval War College Review article commented, “He (Admiral Sherman) is lamenting the fact that in a four-hundred-squaremile area off Wonsan, North Korea, an extensive minefield, a mix of some three thousand Soviet 1904 and 1908-vintage moored mines and more modern magnetic influence bottom mines, had been keeping a 250-ship amphibious task force at bay. The operational plan had allocated only ten days and insufficient MCM vessels to clear several channels, intelligence on the mine threat was all but absent, and maps and charts of the area were inadequate. Ultimately, only 225 of the three thousand mines 42

were swept, and the North Koreans (and Russians) had another thousand mines in reserve." One could argue that our inability to deal with rudimentary pre-WWI naval mines in an effort to land ground forces at the onset of the Korean War, played a pivotal factor in the subsequent stalemate and armistice, which allowed the North Korean state to remain in existence.

The second example is more recent and comes from the First Gulf War. In October 1991, “the Iraqis had laid more than 1,300 mines which had frustrated planned Marine assaults against Iraqi forces in Operation Desert Storm. A few of the mines were of a 1908 vintage and a crude Iraqi design, but others were modern Soviet and Italian multipleinfluence weapons, including at least two hundred of a multiple-acoustic type that had never been seen before in the West.

The operational plans had allocated only a few days to clear assault lanes, and intelligence on the mine threat was all but absent. Maps and charts of the northern Arabian Gulf were inadequate. Our intelligence about the Iraqi mine threat was so incomplete that two U.S. warships suffered mine strikes in areas that analysts had assessed to be mine-free. The helicopter assault ship Tripoli and the Aegis guidedmissile cruiser Princeton were damaged severely; Princeton was taken out of the war by a single fifteen-thousanddollar weapon." One cannot ignore the similarities between MIW preparation and capabilities in the Korean and First Gulf Wars. The ability to take out a $2 Billion Aegis surface combatant with a $15,000 mine is an opportunity any adversary would seize, and one which they undoubtedly will in a future naval fight. On a side note, serving aboard Princeton when she struck the mine was then-Lieutenant Michael Gilday, now Admiral Michael Gilday, who succeeded

for FRS and Weapons School billets if they have fewer SWTP qualifications and hours than their peers, which are offset by the development of AMCM and UAV qualifications and experience? And for those in the HSC Community not yet associated with MIW, do we treat it as an important strategic mission capability, or like an infectious disease that we hope never to contract?

Crew prior to an AMNS training flight. Left to right are LCDR James Gelsinon,USN, LT Thomas Routt, USN, AWS1 Alejandro Vega, USN and AWS2 Dane Floyd, USN

Admiral John Richardson as the CNO in September 2019.

In 1991, then-CNO Admiral Frank B. Kelso said, “I believe there are some fundamentals about MIW that we should not forget. Once mines are laid, they are quite difficult to get rid of. That is not likely to change. It is probably going to get worse, because mines are going to become more sophisticated.”

Compounding the challenge, is that as a Navy in the modern era, we have only reacted to the mine threat and given it attention after it has become a major problem. There are short flash-floods of MIW activity, followed by long periods of drought and fiscal neglect.

Along with developing and fielding capable systems to find and prosecute mines, a key component in giving MIW the time and attention required to win on the battlefield is developing and retaining top talent. Retaining top talent is a key challenge in any organization. However, in a fiscally and manpower constrained environment, it becomes critical. That is especially true within the HM and HSC Communities. A simple glance at the current Department Head bonus for HM pilots illustrates the difficulty and subsequent emphasis on retention.

Building a cadre of knowledgeable and experienced AMCM pilots in the HSC Community is difficult from the simple

standpoint that it is not a communitywide mission set. It is confined to a few instructor pilots and aircrew at both east and west coast FRS squadrons and Weapons Schools, and portions of the wardroom at two operational squadrons.

The same is true on the maintenance side. When an MIW pilot, aircrewman, or maintainer leaves the community, it is a loss in expertise and knowledge that is not easily absorbed or replaced.

MIW has the potential to play a deciding role in great power competition.

As such, there are some important questions that as a community, I believe we need to ask ourselves as we evaluate our role in the overall effort. Is MIW a mission set that we actually value, or is it just one of many arrows in our quiver that we train to when constrained by an exercise or tasking? Have we built avenues to share expertise and best practices between the mine experts in the HM Community and the nascent HSC cadre of MIW qualified pilots, aircrew, and maintainers? Are we simply knowledgeable about the gear, or do we understand higher level mine doctrine (offensive, defensive, and protective mining; active vs. passive defensive MCM)? Have we taken into account the added burden on our junior officers and aircrew of qualifying in AMCM and MQ-8B syllabi, in addition to SWTP requirements? Will they be competitive 43

In his keynote address to Region One Hawkball attendees, RADM Fillion, who serves as Director, Warfare Integration (N9I) painted the picture of a future CSG or ARGMEU, which carries an organic mine countermeasures capability into a future fight. For that to happen effectively, we first have to reevaluate our perception of mine warfare and our role in the effort. If we treat it like a mission set that is confined to the fringes of our community, we should not be surprised to find ourselves continually outpaced and outmatched by our adversaries in this warfare arena.

Much thought and effort has gone into the HM sundown plan in terms of hardware (airframes, AMCM gear, parts, etc.) and eliminating capability gaps with complimentary mine countermeasures platforms. I believe a key component to ensure we build a viable bridge to the future is harnessing and retaining the human capital and knowledge within the HM community. Taking a hard look at career milestones and building viable career pathways for current Junior Officers and Department Heads in the HM Community, to parlay their MIW expertise into the HSC community, is an important step. It may require a deliberate re-evaluation of traditional career timelines for HM pilots. If we focus solely on the transition of the hardware, we run the risk of neglecting and potentially losing our most important AMCM asset – the men and women who have built up resident AMCM knowledge within the helicopter community over the past four decades. www.navalhelicopterassn.org

Focus - AMCM: The Mine Sweeping Mission There are also a number of steps that can be taken within the HSC Community. Selectively detailing MIW qualified pilots to jobs, which capitalize on their experience and allow them to build added expertise, will be key to developing a robust, organic AMCM base within the community. In addition to the FRS, Weapons Schools, and NAWDC, competitive billets at the Naval Surface and Mine Warfighting Development Center (SMWDC) would help to expand that knowledge base, while giving the community pilots that have exposure to the broader mine warfare effort. SMWDC recently developed an MIW Weapons and Tactics Instructor Course (WTI), which HSC pilots could attend. Additionally, the NATO Naval Mine Warfare Centre of Excellence, located in Eguermin, Belgium, is the premier mine warfare school for NATO allies. The U.S. Navy has sent officers AD2 Dylan Holowka, USN and AE2 Danielle Traenkle, USN from various communities through the school, and prepare to load the LHS prior to an AMNS training flight.

I know of one HSC pilot that is also a graduate.

Utilizing Eguermin to help develop tactical mine warfare expertise in the HSC Community could be an effective tool in developing our human capital and preparing effectively for future conflict.

In great power competition, we cannot afford to play checkers while our potential adversaries play chess. An important component to ensure we are not outmatched on the battlefield is developing viable career avenues to retain MIW talent within the HSC Community while also building future on-ramps to bring HM expertise into the H-60 fold. Both will be vitally important to ensure we are prepared and ready for a future naval fight.

Minesweeping Scenario

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Photo Contest There was a tie for 3rd Place in the Photo Contest's Modern Category.

LT Kevin Petty's image of HSM-40 Airwolves stationed out of Naval Station Mayport, Jacksonville Florida conduct range clearance off Cape Canaveral in support of the DELTA IV GPS III SV02 launch on August 22nd, 2019. This was the 29th and final flight of the Delta IV Medium Rocket.

LT Hayden Purpur's image on a foggy morning on the NAS North Island Flight Line with Battlecat 700 at the forefront.

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Features Another Day in the Office / Aircraft

By AWSC John Conant, USN

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ou never know when your number will be called; operationally ready every day and prepared to save lives.

We, as Rescue Swimmers execute our mission “So Others May Live” on a daily basis. You never know what the situation will dictate: number of survivors, their physical or psychological condition or the environmental condition (day/night/sea state/etc…).

The HSC Community continues to execute this mission while maintaining the most lethal offensive cocktail within the Airwing. Playing sports as a kid/ adult, you always knew when the game was played and were able to prepare whether that was food, sleep, etc... Same with most combat operations, there is an element of awareness. SAR is different, you are ready all the time and it solely resides in the training foundation you have received. I was fortunate to put my training to use and pull two aviators out of the ocean and bring them back to the carrier. November 2018, I received that call and went into the water to rescue our downed aviators.

While returning from a logistics mission, moving people and gear to various ships, we heard Diamondback 111 report that they were having controllability issues and were not going to be able to recover safely onboard the carrier. They radioed that they were going to fly alongside and eject. I immediately assisted in reconfiguring the cabin for SAR and then dressed out into my SAR gear as we bustered toward the scene.

We were on scene within 3 minutes and Diamondback 113, who was first to arrive on scene, reported that they had us in sight and were orbiting overhead both survivors. Diamondback 113 talked us on to the survivor’s position by calling on top survivors with a wing flash. Immediately after the wing flash, our co-pilot saw the two survivors at our 1 o’clock and called out their position to the crew at which point I saw them as Rotor Review #147 Winter '20

well. We continued inbound and went straight into a 15 and 0 deployment.

On short final I told our HAC to position the aircraft closest to the survivor floating in the raft since he had a visible parachute floating approximately 3-4 feet near him. The other survivor did not appear to have a parachute near him.

Our HAC came into a 15 foot hover with the first survivor positioned one rotor diameter from the rotor wash and at our three o’clock. I was given the clearance to jump and entered the water.

Upon water entry I signaled to the SRU that I was okay and attempted a radio check. I did not hear a reply from the SRU on 282.8 and immediately determined the SAR radio to be inoperable.

"As I approached him I splashed him in order to get his attention, asked him to stop swimming and told him that I was going to grab hold of him."

I swam toward the first survivor (11A). I approached his parachute first and upon initial inspection, I determined that he was not entangled in any shroud lines. I swam around the parachute towards 11A who was still in the raft. I approached him and asked him if he was doing okay and he replied that he was. I told him that I was going to do a quick assessment in order to check for injuries and to ensure he was free of shroud lines then began my disentanglement procedures while he was still in the raft.

I looked under the raft to inspect for any shroud lines and I saw that the raft tether and seat pan were tangled up with the parachute shroud lines. I pulled on the tether to attempt to pull the seat pan toward me in order to clear those lines, but the weight of the semi-submerged parachute made it difficult. I grabbed on 46

to the raft tether and followed it under water to the seat pan and attempted to cut the shroud lines way. I was able to cut away about five of the lines but a few remained and were difficult to cut free so I went up to a portion of the tether that was not tangled and cut it away.

The seat pan and parachute then sank away. I completed disentanglement of 11A, determined that he had operable floatation and then asked him if anything was hurting him. He stated that he felt mostly fine but that his back was in a bit of pain. In addition to this I noticed that his visor was missing, and his face had multiple abrasions and contusions under his eyes. Feeling that he was in a safe condition, I told him that I was going to go check on the second survivor (11B) to make sure that he was not entangled in shroud lines and radioed my intentions “in the blind” to the SRU in hopes that they could still hear me.

Because of his reported back pain I opted to keep him in his raft and buddy tow him towards 11B. As I towed him towards 11B, I noticed that he was swimming toward me and it appeared that he was removing gear from his legs.

I assumed he was disentangling himself.

As I approached him I splashed him in order to get his attention, asked him to stop swimming and told him that I was going to grab hold of him. He then stopped swimming and allowed me to approach him.

As I gained control of him, I asked if he was feeling okay and he replied that he “felt fine." As I performed my disentanglement procedures I asked him if he felt any pain and he replied that he did not. I asked him if he could feel his fingers and toes and if he could move them around. He said that he could.

He appeared to have the same facial injuries as 11A and was also missing his visor but was responsive and calm.

Once I verified he was clear of any shroud lines and that he had operable floatation, I towed him back to 11A

who was still in his raft. I told 11B to hold on to what remained of 11A’s raft tether and then began to brief them on how we were going to conduct our recovery. I told them both that I would be recovering 11A first by utilizing the rescue litter and that I would then recover 11B with the basket. They both acknowledged that they understood and were ready to begin recovery. I then told 11A that it was time to remove him from the raft and that I would be doing it by popping and sinking the raft from underneath him. I pulled out my 2 inch snap hook and gave it to 11B and told him to let go of the raft tether and hold on to my snap hook instead so that I could pop the raft.

Once 11B was holding onto my D ring I asked 11A if he was ready to come out of the raft and he replied that he was ready. I grabbed a hold of his gear and then popped the raft with my SAR knife. The raft sank from underneath him and drifted away. I then took my snap hook from 11B and connected it onto 11A’s lifting ring. I told 11B to hold on to the back of my harness and then signaled and radioed for the rescue litter.

The SRU moved into position and began lowering the trail line. I took control of the trail line and signed for the litter to be lowered. The litter was lowered into the water and I disconnected it from the rescue hook.

Once the SRU cleared out of the way I told 11B that it was time for him to let go of me so that I could put 11A into the litter and he did. I put 11A into the litter strapped him in then checked the lifting slings, carabiners, and V-strap. I noticed the V-strap had become tangled on the litter and I corrected it. I then asked 11A if he was still doing okay and if he was ready to go up. He replied that he was still fine and that he was ready. I looked for 11B to make sure he was still okay and noticed he had drifted about 15 feet away. I signaled for recovery and the SRU moved into position for recovery.

I grabbed the hook and connected it to the litter slings, performed safety checks and grabbed a hold of the trail line then signaled for up hoist. I stopped the up hoist once 11A was clear of the water and conducted a final check then signaled up hoist again. The first survivor was pulled into the aircraft and the Utility Aircrewman (UA) recovered the trail line. At that point, I relocated 11B who was approximately 50 feet away and swam back toward him. I approached him and asked him once again if he was still doing okay and if he was ready to be recovered. He responded that he was still okay and not in pain and was ready to be recovered. I then briefed him that I would be sending him up utilizing the SAR basket and explained the procedures to him.

I signaled and radioed the SRU for the rescue basket and the helicopter maneuvered into position but then the UA gave me the “no” signal by shaking his head left and right while pointing to the rescue strop instead.

What I was not aware of was that my crew was trying to communicate to me their intentions on using the Rescue Strop instead of the basket due to the extremely slippery cabin deck (the deck was already covered in oil, and now it was covered in water as well), limited space due to cabin configuration, and safety concerns to our litter bound survivor already onboard. The lack of operable radio communications led to a bit of confusion but through some standard, and not so standard hand signals we were able to get back on the same page and continue with the recovery of our second survivor.

Once he was in the strop, I performed final checks then signaled for up hoist and we were both recovered into the SRU. Once we were onboard, I put on my helmet and performed a primary assessment of 11B while the UA performed a primary assessment of 11A. Within two minutes, we were on final for Spot 7, USS Ronald Reagan. On deck, medical was standing by for both survivors. The UA performed patient turnover with the flight doctor and they were both taken to medical for assessment. In all, we had them back on deck and in the hands of medical within 30 minutes from ejection.

Training was key and instrumental in this rescue. I had a very experienced HAC, a very experienced UA, and a co-pilot who was flying her first flight in the command. There was an initial adrenaline rush for us all but then an immediate sense of calm that we all had this under control. We immediately fell back on our training, reps and sets throughout our long (and short) careers had ensured that we were able to effectively rescue the two downed aviators and bring them home safely.

I then grabbed 11B, let him know that there was a change of plan and that he was going to ride up with me in the strop. He responded to me that he was ready and then I signaled for pick up.

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Features The HSC Funnies

By CDR Justin McCaffree, USN

H

uman conflict affords fertile ground to validate the proverb that necessity is the mother of invention.

Although on opposite ends of the spectrum, the creation of the Gatling Gun and the Ambulance System both occurred in the same conflict because clever people developed innovative solutions to problems.

Another quintessential example of battlefield inventiveness is British Major General Hobart who used his ingenuity to address the shortcomings of the disastrous Dieppe Raid in the planning for the Invasion of Normandy. As the Navy continues to shift its focus to great power competition in the Pacific, the HSC Community can increase its contribution to the fleet by employing the same creative thinking and resourcefulness Hobart used nearly 80 years ago.

as Operation Neptune and later as simply, “D-Day.” Remembering the lessons learned from Dieppe, the Allies recognized the need for different strategies to ensure Neptune achieved its objectives. One approach began in 1943 when Major General Percy

In 1942, a combined force of Canadian, British, and American soldiers conducted an amphibious attack on Dieppe, France with the intent to gather intelligence and probe German defenses on continental Europe. Known as the Dieppe Raid, the attack was ultimately a failure. Casualties were high, due in part to the inability of the Allied armored vehicles to negotiate natural and manmade landing obstacles. Some tanks never even made it to the beach because they flooded upon leaving the landing craft. Without the armored support, the German defenders broke the waves of infantry and the entire raid ended in defeat.

Churchill AVRE “Bobbin”

HSC-23 MQ-8B Underway with USS Coronado

Although the raid was a debacle, the British later claimed that it was a necessary evil due to the knowledge gained from the attack. This information proved crucial in shaping the planning Duplex Drive M4 for the Invasion of Normandy, given the Sherman with Flotation Screen Lowered codename, Operation Overlord.

The Allies knew that the success of Overlord would rely heavily on hard-earned progress first built by the amphibious landings, known Rotor Review #147 Winter '20

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Cleghorn Stanley Hobart received orders to convert the 79th Armoured Division into a specialized unit of fighting vehicles known as “Hobart’s Funnies.

The ranks of the Funnies included amphibious tanks that could remain afloat in deep water, “Bobbins” which were modified tanks that unrolled a large sheet of canvas to create a road over soft sand and a specialized tank with a heavy mortar to destroy fortifications and bunkers. The amphibious tanks, also known as Duplex Drives, had a particularly clever design. These armored vehicles were equipped with a watertight flotation screen and twin propellers that would provide the propulsion for a waterborne M4A Sherman.

order to maximize the HSC contribution, “Hobartesque” minds devising innovative ways to overcome new challenges will be required.

unusual to conduct detailed planning with the integration of other assets for a simple “log run,” but now is the time to examine how to do it.

Another type of combat logistics that will be essential to a peer engagement is expeditionary healthcare. Sophisticated 21st century weapons will yield a correspondingly high number of casualties. Most Navy helicopter crews are used to thinking of a SAR mission as one where an aircraft is searching for one or two jet aviators following an ejection.

However, given the threat in 7th Fleet, sending helicopters to conduct search and rescue for dozens of survivors on a badly damaged or sinking DDG is a very real possibility and this is not a One could view the HSC situation many crews have considered mission set as divided into how to accomplish. A scenario such kinetic and non-kinetic as this will combine the difficulties of categories. Either an event is a traditional search and rescue with postured to employ ordnance the significant complexities of a mass or it conducts dedicated casualty event. Executing the response logistics or target of opportunity will be difficult and the community logistics between plane guard cycles on should prepare now. the carrier, for example. A fight in 7th Fleet will not afford the community One nation wins a war because it the luxury of viewing logistics as a has more capacity to resupply and care simple or add-on mission, which is why for casualties than their adversary. The a term like combat logistics is more HSC community will be indispensable appropriate. It is entirely possible that in keeping the fleet furnished with an MH-60S will need to be prepared equipment, food and ordnance in the Pacific. Long-range missiles, fired from surface vessels, will find a target rich "One nation wins a environment but limited assets that can provide Over-The-Horizon Targeting. war because it has more Unmanned systems, particularly the capacity to resupply and MQ-8 Fire Scout, can close that gap.

Two HSC mission areas that are sometimes overlooked, or are relatively new to the community, are combat logistics and unmanned systems. Both will be vital when engaging a peer adversary and time spent considering how best to perform these missions will greatly enhance the combat effectiveness of the community.

Major General Percy Hobart

Collectively, Hobart’s Funnies successfully addressed the failure of armor at Dieppe and greatly contributed to the victorious assault on Normandy, which made the fall of the Third Reich inevitable.

Initially, it may appear that the HSC Community has little in common with an eclectic mix of armored vehicles intended for amphibious warfare.

While it is true that there is no funding or appetite to field a series of highly specialized helicopters, the fact remains that the ingenuity displayed

by Hobart is as valuable to the HSC Community in the 21st century as it was to the Allies in the 20th.

For the last several years, the HSC Community has fielded systems and developed tactics which are mostly optimized to engage threats in 5th Fleet because that has been the emphasized AOR for quite some time. The conflict in 7th Fleet will be decidedly different due to the size of the region and the sophistication of the opponent. Weapons and techniques honed for 5th Fleet may not prove as effective in the 7th. In

care for casualties than their adversary. The HSC community will be indispensable in keeping the fleet furnished with equipment, food and ordnance in the Pacific."

to fight its way to a DDG to deliver a piece of equipment. In order to have the best battlespace awareness, the MH60S crew would benefit from assets with more sensors like an MQ-8C Fire Scout or MH-60R. Currently, it would be

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Distributed Lethality is the main concept that the surface community will leverage to achieve sea control as outlined in Surface Force Strategy: Return to Sea Control The first tenant of Distributed Lethality is to increase the lethality of all warships and the MQ-8, especially the MQ-8C, providing targeting information is the most effective method for a Littoral Combat Ship (LCS) to utilize the full range of the LCS’s longest-range weapon, the Naval Strike Missile. Providing this capability will prove to be a training challenge as well as a technical one for the community.

Coordinating the integration of sensor www.navalhelicopterassn.org

Features information for transfer to the weapon in a timely manner will not be easy.

However, getting these tactics correct with Fire Scout will not only benefit the current fleet but also the future one.

The unmanned system that replaces MQ-8 in the Future Vertical Lift (FVL) concept will have greater range, longer endurance and more sophisticated payloads. The future operators of this system will be more lethal if the current HSC Community thinks hard and expands the current tactical use of maritime unmanned systems. Perceiving and operating unmanned systems as if it were a manned aircraft is likely limiting their potential. A significant display of what is in the realm of the possible with unmanned systems came during the 2018 Winter Olympics Opening

Ceremony, when, in an impressive demonstration of coordination, over 1,200 drones created complex images in the night’s sky.

One of the most fascinating aspects of this spectacle is the fact that a central computer autonomously decided which drone would serve in which part of the show based on GPS signal strength and battery life. To harness sophisticated unmanned technology such as this will require the HSC Community to rapidly expand its understanding to leverage that knowledge in order to develop new approaches to missions that could benefit most from unmanned support, such as Intelligence Surveillance and Reconnaissance and Minesweeping.

In the lead up to D-Day, the Allies used the time wisely to find novel solutions, like Hobart’s Funnies, to address the disaster at Dieppe. Like the Allies in World War II, the HSC Community has the opportunity in the present to examine the differences between the war it has been fighting since 9/11 and the one on the horizon.

Time spent on assessing combat logistics and integration of unmanned systems now will pay off in the future because without innovative thought, it is quite possible that Navy helicopters will face a 21st century Normandy Invasion and find that it is ill prepared.

HSC-23 Manned / Unmanned Team. Photo by Mass Communications Specialist Third Class Trenton Kotlarz, USN.

Bibliography Atkin, Ronald. Dieppe 1942: The Jubilee Disaster. London, UK: Thistle Publishing, 2015.

Barret, Brain. “Inside the Olympics Opening Ceremony World-Record Drone Show.” Wired.com, 9 February 2018.

Accessed 15 August 2019. https://www.wired.com/story/olympics-opening-ceremony-drone-show.

Delaforce, Patrick. Churchill’s Secret Weapons: The Story of Hobart’s Funnies. Barnsley, UK: Pen & Sword Books Ltd, 2015.

Rowden, T.S. Vice Admiral. Surface Force Strategy. Washington, DC: Department of the Navy, 1 January 2016.

Accessed 23 August 2019. https://www.navy.mil/strategic/SurfaceForceStrategy-ReturntoSeaControl.pdf.

Rotor Review #147 Winter '20

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Joining a Squadron at Sea

By LT Samuel “Todd” Crockett, USN

W

hen I found out that the first squadron I was going to was currently on deployment I was nervous. I was worried that I would be in a rush to pack up and fly to the other side of the world. I thought I was going to be dropped into an environment that I had not done any of the work-ups for and had no experience with.

I was worried that I would be a drag on my new squadron.

But after talking to some of my FRS instructors and other pilots, I realized that I was getting a pretty good deal. I was going to immediately get deployment experience. I was also going to get lots of flight time. Plus, I got to miss half a deployment. Considering the way USS Abraham Lincoln’s 2019 “World” Cruise had gone, that was one of the biggest perks.

I arrived onboard the underway Abe with a heavy thud as the COD completed one of the scariest landings of my life. The air was hot and humid as I walked across the flight deck down to the ATO shack. One of my new fellow HSM-79 Griffins was waiting for me and took me to the squadron ready room. The next few weeks were a whirlwind of new check-in tasks, meeting dozens of new people, and trying to learn my way around the massive, floating labyrinth that is a US aircraft carrier.

I was afforded a few days off at first to overcome my jet lag and get accustomed to the local time. Then it was time for my first flight underway.

Taking off from an underway aircraft carrier for the first time was a very cool experience. I quickly realized that the FRS had prepared me much better than I thought. I quickly learned how to do the Armed Surveillance and Reconnaissance (ASR) missions that are my squadron’s primary tasking. We ensure an accurate Recognized Maritime Picture of the surface traffic around the carrier. Before I knew it, I was settled in to the daily routine of flying, working on qualifications, and attending to several ground jobs.

After one month at sea, it was time for my first port call. This deployment had been billed as an “Around the World Cruise” because Abe was shifting homeports. After leaving Norfolk, the ship would circumnavigate the globe and complete the deployment in San Diego, California. This meant the ship was supposed to be stopping in ports across the world from Europe to the Persian Gulf and South East Asia. However, due to world events, the Lincoln canceled a port call in Split, Croatia and rushed to the Arabian Sea in May where it has been ever since. This meant that the only “port” the Lincoln had been in the last 4 months was three trips to Duqm, Oman. As a port call, Duqm was not what most Sailors hope for. A fence made of shipping containers created what would be known as “The Sandbox” on the pier. It was an area with tables and chairs and food carts where Sailors could get beer, pizza, and Duqm Fried Chicken (DFC is really a thing). There were also two hotels in Duqm that one could get an overnight at, if you were lucky enough to win the hotel room raffle. Needless to say, it was not what I had envisioned when I joined the Navy to see the world.

Joining the HSM-79 Griffins has been a very good experience for me so far. All of my fellow officers are very nice and helpful.

The squadron is filled with extremely talented and competent maintainers who work extremely hard and do a great job. And while this deployment has been long and difficult, especially for those who’ve been through the whole thing, we make the best of our situation.

Smiles, laughs, and good times are still a daily occurrence in our ready room.

“The Sandbox”

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Features HM Still Answers the Call in a Time of Community Uncertainty

By LT Howie “Lord” Acosta, USN and LT Charles “Handy Man” Thomas, USN

Helicopter Mine Countermeasures Squadron 15 (HM-15) and HM-14, the US Navy’s preeminent Airborne Mine Countermeasures and Logistics squadrons, sat “up” on their flight lines, and waited for the call.

Sailors transport supplies in response to Hurricane Dorian in the Bahamas, Sept. 7, 2019. In support of USAID's Foreign Disaster Relief efforts, DOD is bringing unique military capabilities to enable the broader response effort.

U.S. Navy photo by Mass Communication Specialist 3rd Class Katie Cox, USN.

A

s an ominously orange, late dawn broke on the morning of September 1, 2019, the Bahamian pines of the Abaco Islands rustled quietly with the first gusts of a storm that would eventually topple many of them, and wantonly strip away the branches of the rest. The beaches usually protected from swells by reefs just offshore began to feel the push of a violent surge that would last for days. The island’s birds tried to take flight to safer skies, settling in the southern half of the island if they could. The rest of the earthbound fauna found what little shelter they could under the same trees with that fatally certain forecast.

The Bahamian people of Abaco did much of the same. Skiffs brought families to the main island from the small ones around. Some with means left for Nassau on New Providence, or even Florida if they had the right documentation. In parallel with officials’ calls to evacuate the island, authorities opened shelters to serve the majority of those they knew were unable to escape. As that late dawn broke, the eyes of Abaco looked east and saw the sun rise over the mass of dark, swirling energy that would soon blot out its light and warmth. By 12:40 local time, Hurricane Dorian’s eye made landfall and glowered back.

As Calypso trapped Odysseus, Abaco and Grand Bahama seemed to hold similarly tight to this tempest, but in this story they had no love for their prisoner. Rather, these islands and their people suffered at his hand; a high pressure system over the western Atlantic slowed now Category 5 Hurricane Dorian to a one mile-per-hour crawl across their shores. The skies over Abaco and Grand Bahama churned; this deadly brew tore rooftops from homes at 185 miles-per-hour. A 20 foot storm surge obscured neighborhood streets with rubble. Plywood homes and countless shantytowns disappeared into the tumult.

In its aftermath, 50 were confirmed dead, 2,500 missing, and 70,000 displaced.

As the storm turned north, away from those most in need of relief, Commander, Helicopter Sea Combat Wing Atlantic began to count his available assets with the intent of immediate departure. Quietly, four MH-53E Sea Dragons from Rotor Review #147 Winter '20

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On September 4th, it came and HM answered much like it did in Louisiana and Pakistan in 2005, Haiti and Pakistan, again, in 2010, or in Puerto Rico and Texas in 2017. Trailed by 6 MH-60S Seahawks from five other squadrons, the Sea Dragons departed Chambers Field, NOB Norfolk, to the west in order to circumnavigate the now northerly raging category 3 hurricane. With a RON and regroup at Sherman Field, NAS Pensacola, the division departed on September 5th for Homestead Air Force Base, which became their base of operations under direction from U.S. Northern Command with additional Army, Army National Guard, and Air Force elements.

"Due to the tropical, summertime conditions and hundreds of blue water miles flown, internal cargo averaged roughly 30 personnel or 10,000 to 15,000 pounds of cargo, depending on its bulk, with morning fuel loads of 20,000 pounds" HM had arrived and was ready to stay for as long as it was going to take. Due to the HM squadrons’ ability to self-lift, it took less than a day for maintenance personnel to complete all necessary inspections and turnaround the four aircraft to a ready for mission status.

Soon thereafter, the HM-15 Blackhawks and the HM-14 Vanguard flew their first missions into the Bahamas to begin HADR in the hot and heavy conditions of the Caribbean summer.

Navy Osprey Wing Is Established in San Diego Ceremony From Naval Air Forces Public Affairs

F

leet Logistics Multi-Mission Wing (COMVRMWING) 1 was officially established in a ceremony aboard Naval Air Station North Island, Oct. 10.

CAPT Dewon Chaney assumed command of the new wing and will be the first commodore to take on the integration and implementation of the CMV-22B Osprey into fleet operations.

The mission for the wing will be to conduct high priority cargo and passenger transport services in support of carrier strike groups and task forces.

“Sailors and Marines have worked hard to ensure the mission capability of these aircraft, and the opportunity to lead this group is a privilege,” said Chaney, a career helicopter pilot with extensive experience piloting four different Navy aircraft: SH-60B, CH-46D, MH-60S, and MV-22. “This community’s stand up is a joint endeavor, and will bring unmatched capability to a carrier strike group near you.”

The CMV-22B Osprey is a variant of the MV-22B and is the replacement for the C-2A Greyhound for the Carrier Onboard Delivery (COD) mission. The Osprey is a tiltrotor aircraft that can take off and land as a helicopter but transit as a turboprop aircraft, and the airframe recently surpassed the threshold of 500,000 flight hours.

Fleet Logistics Multi-Mission Wing (COMVRMWING) 1 was officially established in a ceremony aboard Naval Air Station North Island, Oct. 10.

VADM DeWolfe Miller, Commander, Naval Air Forces, was the principal speaker at the event and said Naval Aviation is peaking, and the carrier air wing of the future is coming soon.

“The aircraft carrier remains the centerpiece of naval power, and carrier strike groups bring unparalleled power to the fight” said Miller, the Navy’s "Air Boss." “No other weapons system has the responsiveness, endurance, battlespace awareness, and command and control capabilities of a nuclearpowered aircraft carrier, its embarked air wing and accompanying ships,” said the Air Boss.

Miller continued to say that as our adversaries evolve, so must our ships, aircraft training and tactics; the COD

mission has played a pivotal role for carriers since the first TBM Avenger in World War II, and the C-2 Greyhound has filled that role admirably since 1965.

“The CMV-22 Osprey is not only part of our future,” emphasized Miller.

“It’s part of our ‘now’ that’s going to be provided in every subsequent squadron that transitions.”

A year ago, the Navy established the first CMV-22 squadron (VRM-30) and plans are in the works to establish a sister squadron on the east coast. The first deployment for VRM-30 is currently planned for 2021 aboard USS Carl Vinson (CVN 70), and officials say the complete transition from the venerable Greyhound to the newer and more modern CMV-22B Osprey is expected by 2028.

“This is a game-changer to combat logistics in our carrier strike groups,” continued Chaney. “We will uphold the high standards of Naval Aviation as premier warfighter enablers.”

Osprey, with its increased range, speed and payload capabilities will provide the Navy with significant increases in capability and operational flexibility over the C-2A, which has served the fleet since 1965. CMV-22B operations can be either shore-based, expeditionary or sea-based.

CAPT Dewon Chaney, USN assumed command of the new wing and will be the first commodore to take on the integration and implementation of the CMV-22B Osprey into fleet operations.

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Features Emergency Procedures: Expect the Unexpected LT Andrew “Wilma” Gregory, USN, HSC 2

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n Thursday 30 May 2019, the crew of aircraft 743 received multiple non-standard hydraulic and AFCS related cautions, which ultimately were determined to be the symptoms of the #2 hydraulic pump having a complete loss of pressure/fluid without the typical AFCS and hydraulics indications described in NATOPS. Below is the sequence of events from hot-seat to RTB and shutdown. We’ve submitted this article in an attempt to inform the fleet of this type of failure and share lessons learned.

It was a normal hot summer day in Norfolk, VA with the sun shining bright, a light breeze, and temperatures breaking the 100-degree Fahrenheit mark.

During the hot-seat, the previous crew reported having the SAS caution momentarily flash when cycling the backup pump from on to off with no other associated indications. While strange, we accepted the aircraft. We cycled the back-up pump on and off three times while on deck to see if we could replicate the discrepancy. We were unsuccessful at replicating, discussed as a crew, and determined we felt comfortable to continue with the mission.

Rotor Review #147 Winter '20

We taxied, took-off, and proceeded on course rules to Felker Army Airfield (KFAF), our standard training location, and began FAM maneuvers with nothing further to note. Approximately 30 minutes into the flight, after practicing SAS off and boost off procedures, we received a “MAIN XMSN OIL HOT” advisory on short final for pad 32 at KFAF. We safely set the bird down on the pad to review the main transmission malfunction in flight emergency procedure, associated warnings, cautions, notes, and reviewed the applicable sections of NATOPS while safe on deck. We started the APU as a precaution and turned the back-up pump on to re-charge the accumulator. After approximately 2 minutes, the “MAIN XMSN OIL HOT” advisory cleared as the transmission temperature dropped below the advisory limit of 105 degrees Celsius. We agreed as a crew that the high transmission temperature was normal due to the maneuvers we were performing, coupled with high ambient temperatures. We decided to lift into the pattern to allow air to run across the transmission to aid in cooling.

After the completion of two patterns at Felker’s helo pad, the transmission temperature had dropped to 98 degrees. We all agreed to continue the flight, but keep a close eye on the transmission temperature.

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We asked tower to transition to the runway to continue conducting FAM maneuvers. After completing our troubleshooting and analysis of the transmission issue, we turned off the APU and returned the backup pump to its normal in-flight configuration. First, we secured the APU and then placed the back-up pump from ON to AUTO. Upon doing this, we received a SAS caution, #2 PRI SERVO caution, AFCS DEGRADED caution, and the controls felt sluggish and slightly difficult to manipulate. It felt like a combination of SAS off and boost off flight. The student was at controls at the time, while I called out the indications, informed the crew that they were “actual” and assumed the controls. I informed the crew what the controls felt like and that the indications did not match any specific known AFCS or hydraulic EP’s. We flew the aircraft to a 20ft hover and smoothly landed on RWY 32 at KFAF utilizing SAS / boost off landing procedures. After a short discussion of all the possible related EPs, we decided to cycle the back-up pump on. This cleared all of the cautions and returned the flight controls to normal.

After discussing the possible associated EPs and with no standard indications of a leak, we decided to terminate the training mission and RTB. We flew

home with the back-up pump on to mitigate any further AFCS/hydraulic issues. We flew course rules back to our line with no further issues. Once safely on deck, parked, and with chocks, in we decided to test the back-up pump again. We cycled the pump from ON to AUTO. This caused the same cautions to appear and the aircraft to “jump”.

We cycled the back-up pump back to “ON”. This cleared the cautions and we decided not to attempt any further troubleshooting.

failure without the associated hydraulic reservoir low caution or hydraulic pump pressure cautions. Without these cautions the Leak Detection and Isolation (LDI) system will not automatically activate to prevent a leak. This may result in a loss of hydraulic pressure to the pilot assist servos with a failure in the #2 hydraulic system or the #1 tail rotor servo with a failure in the #1 hydraulic system(#2 or #1 pump respectively) where the back-up pump will not automatically come on.

The aircraft was then shut down to APU while maintainers arrived to help troubleshoot. Maintenance ran AFCS BIT codes and testing but found no discrete issues or failures. Upon inspection of the hydraulics bay, the #2 hydraulic pump was found to be depleted of hydraulic fluid. Maintenance attempted to service the #2 hydraulic pump to see if it would hold fluid, but the pump immediately purged through the overfill drain just behind the port side main mount.

This system failure is a harsh reminder of the second lesson: the yellow pages of the PCL are EMERGENCY procedures because they are unplanned and result from non-standard situations. Therefore, there is no promise the indications we receive for any EP are standard or will play out as dictated in NATOPS. It is important to remain vigilant to avoid complacency and high levels of comfort with indications that may not necessarily match what we expect from a “traditional” EP. Additionally, we should pay extra special attention to ANY partial hints that a system is failing and take the appropriate precautions to determine the root cause of an issue before simply writing it off as “another gremlin” in the system.

So why does this all matter? There are three main lessons here. The first is the associated mechanical and electrical failures that the fleet should be made aware of. We have shown that it is possible to have a complete hydraulic pump

Finally, and most important in my opinion, is the importance of slowing down to allow your rationale and good decision making to overcome complacency, comfort levels, and the ever present “get-home-itus”. While we did not knowingly decide to fly the aircraft with a failed hydraulic pump, we were safely on deck at a local airfield and did not need to fly the aircraft home; hindsight is always 20/20. We made the right decision to turn on the back-up pump, to knock-off the non-pressing training flight, and we executed exceptional CRM while reading checklists, and calling out indications, decisions, and follow-on actions.

This situation took me right back to my first days of studying to become an aircraft commander. The best advice I ever got for solving any problem or situation I faced was to ask myself three questions and rationally weigh the situation based on the most possible information: 1) safety of flight vs. mission accomplishment, 2) risk vs. reward, and 3) probability vs. severity. If a crew works together to step through these variables, then they are well positioned to make a quality decision regarding any situation they may face in the aircraft.

Photo Contest's Editors' Choice goes to LT Leighton Pleasant, USN for this image.

Two chocks, four lashings: Flight Deck crew of HMS Evertson (F805) shows all equipment removed before launch of Cutlass 467.

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Features

“…people are our most important weapons system. A well-trained force is our competitive advantage.”

ADM Gilday, CNO Message to the Fleet, 23 August 2019

By LCDR Robin Dirickson, USN

T

he bathroom faucet is leaking; you need to replace it.

Whether you make the trip to Home Depot or order one on Amazon, when you get back home you’ll Google for a video on your phone to see how to do it.

Here is the premise: Videos feature active duty instructors demonstrating the standard for system briefing featuring aircraft photos side by side with linear diagrams, graphics elucidating complex topics and hand written notes highlighting important information. Students then reference a study guide with specific required reading from source documents with a PQS-style outline of learning objectives. An open and closed book test for each lesson further direct students’ study and evaluate the information that is most critical to commit to memory rather than trivia.

Computer based training (CBT) at the Fleet Replacement Squadron (FRS) is also broken and ready for replacement.

Students spend hours on the first several lessons taking notes and studying for exams before realizing that everything they need to know is in NATOPS, and they just need to click through the lesson and get the gouge for the test. CBT is used at every level of flight school. It was designed to reinterpret technical material to more understandable segments by providing instruction through visual aids (powerpoint). In the spirit of teaching a man to fish, instruction through source documents is more accurate and ultimately more useful.

Once an operator learns to glean information from technical writing he or she is able to learn about any system at whatever depth they need or desire. Engaging, instructional videos can direct a student through a challenging read the same way a video can guide a DIYer through a faucet replacement.

Videos are an effective tool for the presentation of concepts used increasingly in higher education and corporate training.

The “flipped classroom” strategy moves the presentation of information to individual study time allowing in-person instructional time to be spent answering questions, having discussions, testing comprehension and practicing problemsolving.

Along with my colleagues in the Training Department here at HSC-3, I am leading this innovation effort at the West Coast HSC FRS. We have redesigned the ground training syllabus at HSC-3 to be the foundation of the training continuum starting with a Fleet Replacement Pilot’s (FRP’s) first day at the FRS through the Seawolf Training Program. Videos a lá Kahn Academy introduce each system and guide students through basic operation and key study points.

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Beyond systems basics, explanatory and walk-through videos will be available for a number of other topics that either require repetition for comprehension or combined audiovisual instruction.

These topics are currently introduced in class where students hear it once, maybe take notes and try to review it individually later. With a video, the topic can be introduced alongside the manual text, explained in a classroom setting once a student has thought about it enough to ask questions, then reviewed as needed any time or place.

This shift is in line with Admiral Richardson’s push for Ready, Relevant Learning (RRL) as part of Sailor 2025—making learning accessible at the right time, at the right level, in the right format. His Gold Line of Effort in the Maritime Design 2.0 includes the Sailor 2025 initiative to “improve and modernize military personnel management and training systems” delivering mobile access and tailored learning. It is also in line with the recommendations by a Naval Air Warfare Center Training Systems Division (NAWC-TSD) review of current FRS instructional methods in a report released this year.

After developing a single-unit demo, our Training Team received boisterous support from students, instructor pilots, contract instructors, educational specialists and senior officers around the Fleet asking when the rest of the syllabus would be available. At the Production Alignment Conference, HSC-3 rolled out this innovative addition to the NAE’s training continuum to the other FRS leaders and training departments. We received great support and look to collaborate together to better train our future aviators. HSC-3 is proposing extending this method of innovation beyond basic flight training to mine countermeasures, unmanned aerial systems and aircraft maintenance operations.

What is still needed is a cloud-based server and site dedicated to Aircrew Training allowing squadrons to hang the content being created so that students can access it on their phones, tablets or home computers in addition to computers in the learning center. This will take innovation, design, security and financial support from multiple stakeholders. HSC-3 has multiple “prototype” videos completed and plans to bring this initiative to the HSC Community starting in January 2020. For any questions, please reach out to LCDR Robin Dirickson amanda.dirickson@navy.mil.

"RRL will modernize our training delivery methods, supplement our traditional brick-and-mortar schoolhouses with modern, multimedia, multi-platform delivery solutions."

P.S. DAVIDSON Commander, U.S. Fleet Forces Command Photo Contest's 3rd Place winner in the Historical category is "Helo in the Antarctic" taken by CAPT Jim Gillcrist, USN (Ret.).

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Features Ex Scientia Tridens

LT Angelo “Pops” Lonero, USN, HSC-21 Det. 1 AOIC

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rom the far corners of the world, the bells of nationalism have begun to ring. Global events and foreign affairs highlight the growing challenge to American policy and our military.

The most threatening example of this challenge arises from across the Pacific, in the Chinese movement to reorganize and redefine Eurasia through its building of artificial islands in international waters.

The United States, keenly aware of the regional and global implications of artificial reef building, press forward with our continued naval presence on the high seas to ensure freedom of navigation in the global commons. With increased focus on island warfare, China and the United States inch ever closer toward a future fight for Taiwan and the contested islands in the East and South China Seas. By focusing on the recent developments in naval amphibious warfare, we recognize a need for more emphasis on Helicopter Sea Combat (HSC) Detachments’ role in the Amphibious Ready Groups (ARG) and Marine Expeditionary Units (MEU) for a possible high-end conflict.

As naval warriors, it is our responsibility to project American power in support of American policy on the global stage with our fleet. In 1987, Former Defense Secretary Caspar Weinberger announced to Congress, “Every time we successfully sail a convoy… we have asserted our right to freedom of navigation and that is a victory,” which still holds true today. The United States Navy is critical to many important foreign policy objectives. China’s significant military buildup, along with its island development in the South China Sea, presents a challenge to freedom of navigation and places greater emphasis on amphibious warfare tactics. For example, China has built the world’s first stealth amphibious assault drone boat. Built for island assault operations, the amphibious drone boat demonstrates China’s deter-

Rotor Review #147 Winter '20

A maritime rescue center has been added to the facilities on the artificial island of Fiery Cross Reef, according to China’s Ministry of Transport. Photo: People’s Daily

mination to gain the strategic edge over our naval capabilities. New maritime strategies are on display in the seas off Southeast Asia, and they will determine the balance of power in these contested waters.

As the People’s Liberation Army Navy PLA(N) continues to develop artificial islands and develop new military tactics to defend their claims, our Navy continues aggressive tactical development for advancing maritime strategies within the region. For instance, USS Wasp, an amphibious assault ship, successfully completed a proof a concept in the South China Sea with “Lightning Carrier,” shortly before the Chinese amphibious drone showcase. The Lightning Carrier concept was first demonstrated in 2016 with the loading of 12 F-35B fighters onboard a LHD-class ship. The USS Wasp displayed a new capability for deploying the Joint Strike Fighter within the South China Sea, providing our Navy with a capable and lethal tool to project American power and protect American interests in the region. The Lightning Carrier concept drastically changes how the ARG is tactically employed within littoral seas.

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With the ARG’s new advancements in maritime employment, how is the HSC community evolving and adapting to remain a relevant warfare platform?

The HSC community has provided detachments to deploy with ARG/MEUs for over a decade on amphibious assault ships. Despite this long established relationship, we are forced to re-assert our role at the beginning of each deployment cycle in order to be incorporated into the ARG/MEU mission.

By examining the HSC Community’s vision, we can identify and address the current issues and outdated policies that are restricting HSC’s potential to meaningfully contribute to any future maritime conflict.

The “HSC Vision” written by the HSCWP Commodores, provides the community’s goal in order to train and prepare for the high end fight. The opening states, “HSC Vision 2020-2025 describes how the HSC Community will meet national strategy as the Navy moves toward distributed sea power to counter near-peer competitors who seek to deny access and maneuver in global commons.”

The HSC Community embraces the “jack-of-all-trades” mentality with a wide range of mission sets. We adapt the mission as a customer-oriented organization in order to effectively assert ourselves in the global arena. When someone approaches an HSC pilot and asks, “What do you guys do?” the answer can be tricky. The response should be that we have many mission capabilities that enhance and compliment the current national maritime strategy.

With a multiple mission mindset of anti-surface warfare (ASUW), special operation support (SOF), surface search and control/maritime intelligence, surveillance, and reconnaissance (SSC/ MISR), airborne mine countermeasures (AMCM), logistics (LOG), and personnel recovery PR (SAR / CSAR), HSC remains one of the most flexible and versatile options to Officers in Tactical Command (OTC).

Over the last two years at HSC-21, my squadron, has brought to life the “HSC Vision” in a wide range of mission areas.

We were tasked with Defense Support of Civil Authorities (DSCA), and combined with multiple HSC squadrons in the Humanitarian Assistance / Disaster Relief (HA/DR) efforts in Houston, Texas. Operating out of Kadena AFB in support of a PACOM Request for Forces (RFF), we provided SOF support and personnel recovery services to forward deployed forces. Additionally, HSC21 completed operational use the first airborne laser mine detection system (ALMDS) and airborne mine neutralization system (AMNS) in a large force exercise (LFE) on the west coast during RIMPAC 2018. However, as illustrated in our ARG detachment’s experience, our community’s efforts to maintain a meaningful operational foothold in overall ARG/MEU CONOPS development and execution has remained frustratingly elusive. The momentum from both the squadron and the community is often lost from one underway to the next as we have to continuously assert and sell our capabilities to the next OTC customer. HSC squadrons can excel in naval amphibious operations as

a “primary forward deployed lethal aviation force,” if our capabilities are fully understood and incorporated into ARGMEU standard operating procedures (SOP), Marine Aviation Weapons & Tactics Squadron (MAWTS) doctrine, and battle staff representation.

Amphibious warships become a melting pot for joint military detachments to deploy overseas. With capable assets from different military backgrounds, the best way to promote and advertise capabilities is through the development of a joint SOP. However, the ARG/MEU SOP is contrived from an outdated publication titled, MEU2: The Marine Expeditionary Unit SMARTbook.

The publication provides ARG/MEU’s standardization for the Rapid Response Planning Process (R2P2). The R2P2 process allows “MEU/ PHIBRON to anticipate potential missions, [and] cre-

"HSC does an excellent job with the Seahawk Weapons and Tactics Instructor (SWTI) and Seahawk Weapons and Tactics Program (SWTP) qualifications to ensure detachments are properly prepared for the global fight, but communication is often lost between Navy and Marine Corps weapon and tactics instructors" ate a set of standardized responses.” Because the MEU’s publication primarily focuses on Marine Air Combat Element (ACE) platforms, it has marginalized HSC capabilities as the SMARTbook has transitioned into an ARG/MEU SOP for current amphibious naval operations. Everyone from battle staff members to Marine air and ground units are well versed in the SOP, however, HSC is omitted from the majority of standing and deliberate missions.

Providing information about mission assets, force packages, and basic capabilities, an SOP is an excellent opportunity for HSC to advertise our community’s vision, goals, and capabilities. Throughout workups, advisors from Expeditionary Warfare Training Group, Pacific and 59

Carrier Strike Group 15 constantly reference the joint SOP to both Composite Warfare Commanders (CWC) and the OTC during challenging and shortfused timelines. If the HSC Community wants to have a seat at the high-end warfare table, we must become an integral asset in the SOP of the fighting forces and advertise ourselves to MEU battle staffs as a force multiplier to their outdated publication. As a flexible armed helicopter option, HSC can easily be applied to rotary wing strikes, reconnaissance & surveillance infiltrations, Helicopter Visit Board Search and Seizure (HVBSS), and tactical recoveries of aircraft and personnel. Once established into a joint SOP, HSC will become a primary aviation fighting force asset to be considered.

Our community constantly has to earn the right to integrate with other Marine aviation and ground assets inside the ACE and the Ground Combat Element (GCE). The ACE often challenges HSC Detachments about the level of qualification for weapons and tactics employment. This becomes extremely evident during R2P2, when an HSC Course of Action (COA) has been accepted by an OTC but not endorsed by the ACE. As a community, we sell ourselves as an armed helicopter detachment with the same ordnance and similar capabilities of the ACE’s AH-1Z Cobra or UH-1 Huey. However, we are consistently challenged by our Marine brethren about the appropriate level of warfare qualification in order to effectively execute that standing mission. HSC does an excellent job with the Seahawk Weapons and Tactics Instructor (SWTI) and Seahawk Weapons and Tactics Program (SWTP) qualifications to ensure detachments are properly prepared for the global fight, but communication is often lost between Navy and Marine Corps weapon and tactics instructors. If we bridge the gap between the Navy and Marine air assets embarked together, it will enhance both the ARG and MEU fighting forces to project power globally. As an example of bridging the gap, HSC-28 sends HSC ARG detachment leadership to audit MAWTS syllabus training. By developing a professional www.navalhelicopterassn.org

Features relationship and networking with future ARG WTIs, ACE leadership will be more familiar with and apt to employ HSC mission capabilities.

Also, HSC can develop a recognized and respected relationship with the ACE through more integration with Marine ground assets away from traditional work up cycles. With increased HSC Wing and Weapon School efforts, HSC can establish an enhanced relationship with GCE’s Battalion Landing Teams (BLT) and Maritime Raiding Forces (MRF) prior to HSC expeditionary detachment’s ARG/MEU deployments.

Exercises such as Realistic Urban Training Exercise (RUTEX), provide an excellent opportunity for the HSC community to showcase close air support, rotary wing escort, and assault platform capabilities along with the traditional mission capabilities of SAR, VERTREP, and logistics. The increased blue and green relationship, both on the ground and in the air, would demonstrate to the MEU our advanced capabilities, which could be utilized more effectively in a potential littoral flight.

Both naval and marine amphibious warfare battle staffs are not familiar with the capabilities of an HSC Detachment.

Even though ARG staffs have a Helicopter Element Coordinator to allocate and manage rotary-wing assets, they often lack the current flying experience, most up-to-date tactical knowledge and qualification provided by the SWTI course.

Due to challenges of the detachment’s size and available workspace, HSC can only succeed to the extent that HSC capabilities are correctly articulated to the ARG/MEU staff. This becomes apparent during R2P2, when the Composite Warfare Commanders (CWC) needs HSC representation to develop effective operational COAs. If HSC wants a “seat at the table” with the battle staff, we must find a better way to support and represent ourselves in the meetings where force employment decisions are made. As the ARG is developing the Lightning Carrier concept, perhaps it is time for the HSC expeditionary community to represent ourselves in a similar way to that of Carrier Strike Groups, with their associated CAG staff representative.

Currently, the HSC Wing is developing a new battle staff position on the ARG comparable to that of the Carrier Air Group (CAG). CAG staffs onboard Carrier Strike Groups “perform major functions in directing and administering the employment of embarked aviation squadrons.” Commonly, CAG staff has a HSC Level IV mission qualified representative to advocate for HSC capabilities and requirements within the strike group. This representative also flies with the assigned HSC squadron. If we staff PHIBRON with, a similar flying SWTI billet, they could properly inform the CWC of HSC capabilities, which go far beyond the limited, but vital missions of

USS Boxer ( LHD 8) in the Straits of Hormuz

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SAR and logistics. Providing a competitive flying billet for ARG staffs can revolutionize the way HSC Detachments are represented and utilized within the ARG. Increasing the representation and knowledge provided to CWC, the battle staff can advise OTC on how to best utilize the MH-60S with the most upto-date information into ARG/MEU’s standing and deliberate missions.

These recommendations come from my experience as Assistant Officer in Charge (AOIC) for HSC-21 Detachment One’s deployment with the ARGMEU on the USS Boxer. By networking with PHIBRON staffers and ACE personnel, Detachment One continues to advertise and promote the HSC community’s capabilities to our OTC. We have established ourselves as the primary aviation platform for Helicopter Visit Board Search and Seizure (HVBSS), Causality Evacuation (CASEVAC), and Defense of Amphibious Task Force (DATF). However, the representation short fall with the SOP, ACE, and, CWC reveals the struggle of the HSC Community to enter the next phase of warfare fighting capability.

In the New York Times Bestseller “The Elephant and The Dragon,” Robyn Meredith writes about the gathering global competitive storm, recommending that, “America must return to the basics. The most critical building block is education.” As an AOIC, I have taken that recommendation to heart in order to educate and fight for both squadron and community goals to be codified in the ARG/MEU’s mission. With HSC commitment to increase representation and utilization in SOPs, participation in MAWTS syllabus training, and development of the PHIBRON staff billet, it can effectively advance the community towards proper representation in a future littoral fight. For now, HSC Detachments continue to educate and showcase the MH-60S to OTCs, while playing our part to ensure the United States maintains the competitive advantage in the struggle for global sea power superiority.

Finding Big Mother

By AE2 Eric Oxendorf, USN (Ret.) HS-6/HC-7 Det 110 1969-1971

W

hen I got discharged from the Navy, I had heard of a company near Philadelphia in Perkasie, PA that refurbished H-3 / S-61’s for industry and export. I applied as an Aviation Electrician, but they just weren’t hiring. I went on to other career options.

Forward on to 2015, as a private pilot, I one day was on an instrument approach in Billings, Montana and spotted an H-3 ahead on the final approach to land. When I taxied to the ramp, I parked next to this H-3 and saw it was a new, modified S-61 from Carson Helicopters. The pilot was the ex-CO of HS-8(!), and this ramp encounter started my renewed interest in finding some of our old birds.

Months later, I found myself doing work in Philadelphia and decided to search out Carson in Perkasie.

Driving through a beautiful, rolling countryside, there were three large hangars amidst the farms, with a small sign stating: “Carson Helicopters."

I was cordially greeted

by Jeff Hill, V.P. at Carson, who listened to my brief story and H-3 experiences with HS-6, HC-7 and Det 110. He stopped me mid-story and said he had heard of HC-7, especially Det 110 and their rescues. We then walked into a busy hangar where crews were methodically transforming Danish Navy SH-3H’s into cargo and personnel carriers. I must admit my heart was racing with the prospect of what I was about to find, all topped off with the never-forgotten smell of hydraulic fluid.

Neatly lined up along a long wall were various incarnations of the Sikorsky Sea king Several were new acquisitions from Denmark and Spain and about six SH/ HH-3's from U.S. Navy’s HS and HC squadrons. Among them were two HH3s from HC-7, recently acquired from an auction at David-Monthan AFB, Tucson.

The author in an H-3 at Cubi

Jeff let me roam around them as he explained what was going to be done with them. He also mentioned that the H-3 from the USN were well maintained and cared for…a welcome comment!

Jeff explained that all wiring was inspected, glass cockpits installed, bladefold removed and Carsons own-designed main rotor blades were installed. There was a little corral of main rotor heads, and a forest of inverted tail pylons, one being from a VH-3 Presidential bird.

He also mentioned that young engineers from Sikorsky often came for day-long visits to see “how the engineers solved problems in the old days!"

Knowing that the HC-7 reunion was happening in three months, I called Jeff and asked him if they would bring our refurb’ed Big Mother to Florida for a nostalgic visit. This was not possible, but he knew that two of our HC-7 aircraft were at the State Department Hangar at Patrick AFB. It took a bit of running around, emails and phone calls, plus the help of HC-7 pilot, CAPT Bill Vivian. The final arrangements were made, and the first day of our reunion over 60 Seadevils and their spouses were cordially invited to enter the spotless hangar to visit Big Mother 70, as well as a UH-46, now serving with the USMC. Big Mother 70’s next combat duty tour: Baghdad, Iraq. It’s apparent now that Uncle Sam not only got its money worth with HC-7 saving downed pilots and personnel in Vietnam, but is serving our State Department in Iraq and Afghanistan 50 years later.

Big Mother Reborn 61

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Radio Check This issue’s Radio Check question is:

“If you could tell your command to spend their 7F Funds on anything for the squadron, what would it be and why?”

Spring Rotor Review's Radio Check question is: “What War Memorial is a must to visit to understand your service to our country?”

From CDR Robert Close, USN (Ret.)

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ack in my day (typical phrase by an old Fud) from 1949 62, things were simpler. We had a basic ‘Baker Allotment’ which covered everything from gasoline to flight suits and other consumables.

Those were days of highly reduced (poverty) budgets. When we took a det aboard ship we were expected to con the ship out of as much free stuff as possible. We went aboard carriers with old, raggedy flight suits and boondockers and were expected to return to the squadron with new stuff – and not have used our Baker allotment to get them. Further, we were usually funded for about only HH on the back of a battleship.

15-25 hours per month flight time for each pilot. When more hours were needed, we were usually able to get the fixed wing squadron to pay for our gas. Each group refueling of Corsairs or Skyraiders seemed to spill as much gas as we used in a day so it was no big deal for them. On my two cruises in Battleship Missouri, the ship supply officer ‘ate my gas expenditures’ to keep me flying.

One of the most creative uses of those Baker chits occurred around 1963 when I was skipper of HU-4. As usual, we had prepared one each of our special Day-Glo Sikorsky H-19's and Bell H-13's for the annual seven month Antarctic Cruise on a Coast Guard icebreaker. At the last minute, AirLant ordered us to provide an H-19 for a previously unscheduled short cruise on the Com2ndFlt Flagship. The Antarctic H-19 was the only one immediately available so off it went. We did a panic prep job on a machine that was in post-cruise maintenance. When finished, we sent it next door to the Lakehurst O&R for the special Day-Glo paint job. The machine looked great and off it went on time to the icebreaker.

Unfortunately, O&R had screwed up. After striping the old paint, they failed to acid-pickle the skin prior to painting first with Zinc Chromate primer and then the final Day-Glo. By the time the icebreaker pulled into Panama for a few days on its way south, great sheets of paint had peeled off. The Det O-in-C, I believe it was Corky Hedges, did a fantastic job of conning (or bulldozing) the local Air Force maintenance group into doing a complete and proper re-paint and to accept one of our Baker allowance gas-chits to pay for the job. Of course, that was an improper use of the chit and there wasn’t one-tenth enough money to cover the chit anyway. Thus, through Corky’s initiative and persuasive powers, the cruise continued successfully as scheduled.

When Corky sent me a dispatch on what he had done, I jumped into a twin Beechcraft and flew to AirLant in Norfolk with my hat in my hand. I feel forever grateful that the AirLant Supply Officer, with God-knows-what fancy footwork, did the necessary shuffling to pay the Air Force and we didn’t over-expend out Baker money.

I always felt lucky to be blessed with fine, innovative pilots and maintenance folks who kept the squadron meeting helo commitments in those early days.

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From: AWSC (NAC/AW) Christopher Clark, USN am extremely pleased that you reached out. After 21 years in a flight status and being in a non-tip of the spear command (MH53E AMCM), my desire is for big Navy to hear this money saving perspective. While I don’t endorse any particular brand, I would like the Navy to realize that the standard issue flight gear is old technology and there is far superior gear available that is NAVAIR approved for flight. My desire is to change the 2HQ instruction to require issue of the state of the art gear needed for today’s mission flexibility and diverse mission requirements, in the training pipeline, vice providing dated gear to every flyer and relying on the fleet squadrons to deplete their entire 7F budget dressing ½ of their flight crews in state of the art gear and running out of funds. Would it not make more sense in addition to being fiscally responsible to just issue the state of the art gear to every flyer from the beginning and allow fleet commands to manage their 7F to maintain serviceable flight gear for all aviators? After all isn’t that what 7F is for?

The short answer is that we just want to be cool when it’s hot, warm when it’s cold and to be mostly dry while not losing our operational effectiveness.

I

From: CAPT Al Haefner, USN (Ret.) o an internal study. What has the command used 7F Funding for over the last 5 years (each individual expenditure)?

Are there any documents listing past unfunded requests or denied purchases? Compare deployment years to home base years. What's different? Compare notes with sister squadrons. What issues didn't get covered? Get the OPNAV 3710 out and have department heads prioritize the approved list. Compare the internal study with the DH priority lists and give this project to the XO!

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From: AWRC Travis Seek, USN (Ret.) mean come on we should definitely buy more fancy flight deck pants and rainbow turtle necks. I should add the importance of the dance pants with awesome cargo pockets that we sew shut. Sorry, a touch of sarcasm.

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What is needed is better Aircrew endurance gear. We have made great improvements but there is still room for more!

From: Matt Vernon FBI Hostage Rescue Team , Tactical Helicopter Unit

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es, buy the four tube white phosphorus aviation panoramic night vision goggles (GPNVG-A) from L3 roughly $34K each). I have been flying with them as a member of the FBI's Hostage Rescue Team for four years. The 97 degree authentic 20/20 vision is a game changer for overwater flight and ship ops. It is criminal the Navy is not already using these.

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Change of Command COMHSMWINGPAC

HSC-2 Fleet Angels

CAPT Jeffrey Melody, USN relieved CAPT P. Matthew Schnappauf, USN December 5, 2019

CAPT Edward D. Johnson, USN relieved CAPT Kevin P. Zayac, USN September 20, 2019

HSM-79 Griffins

CDR Joshua Peters, USN relieved CDR Peter J. Hatcher, USN December 12, 2019

HSMWINGLANT Weapons School Talons

CDR Gregory “Knuts” Knutson, USN relieved CDR Eric “Easy” Isaacson, USN November 21, 2019.

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HT-28 Hellions

CDR Nathan Moore, USN relieved LTCol. Greg Curtis, USMC December 12, 2019

HT-18 Vigilant Eagles

HSC-8 Eightballers

CDR Brian A. Jamison, USN relieved CDR Daniel J. Thomas, USN December 2, 2019

LtCol John Beal, USMC relieved CDR Kenneth Kerr, USN December 5, 2019

HSM-71 Raptors

CDR Brandon C. Hunter, USN relieved CDR Russell H. Everitt, USN December 19, 2019 65

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Change of Command Helicopter Maritime Strike Pacific Changes Command

By LT Cassandra Vann, USN Helicopter Maritime Strike Wing PAO

C

ommander, Helicopter Maritime Strike Wing Pacific (COMHSMWINGPAC) held a change of command ceremony at Naval Air Station (NAS) North Island in Coronado, California, December 5th. CAPT Matt Schnappauf was relieved by CAPT Jeffrey Melody as Commodore.

COMHSMWINGPAC is responsible for overseeing the operation of 10 Helicopter Maritime Strike (HSM) squadrons, a Fleet Replacement Squadron, and Wing Weapons and Tactics School. These squadrons are located across the Pacific at NAS North Island, Marine Corps Air Station Kaneohe Bay, HI, and Naval Air Facility Atsugi, Japan. COMHSMWINGPAC manages the administrative, operational, and training requirements of over 2,500 military personnel and maintenance requirements for 156 aircraft to provide operational commanders with combat-ready HSM forces.

Captain Matt Schnappauf is a 1996 graduate of the United States Naval Academy and he holds a master’s degree in International Relations from the Naval War College in Newport, RI. He was the U.S. Navy Hudson Fellow to St Antony’s College, Oxford University during Academic Year 2015-2016. Operational assignments include tours in both HSL-44 and HSL-46, including missions flown during the initial response to the attacks of September 11, 2001. He was the fifth Commanding Officer of HSM-70 from December 2013 to April 2015. Captain Schnappauf has served in numerous staff commands, to include: U.S. Navy’s Office of Legislative Executive Affairs, Senate Liaison; U.S. Second Fleet/NATO Striking Fleet Atlantic; U.S. Pacific Command; Commander, U.S. Pacific Fleet; and the Navy Personnel Command. He has over 3,000 total flight hours. CAPT Schnappauf will continue to serve in his new role as the Director of the Navy’s Liaison Office to the U.S. House of Representatives in Washington, DC. Captain Jeffrey A. Melody of Youngstown, Ohio graduated from the U.S. Naval Academy in 1996, and was designated a Naval Aviator in August 1998. His sea assignments included HSL-45 June 1999-2002, USS Tarawa (LHA 1) 20052007, HSL-47 April 2007-- October 2009. Captain Melody’s command tour was with HSM-75, July 2013-March 2016, assuming command in December 2014. Shore assignments included include the U.S. Naval Academy, the HSM Pacific Fleet Replacement Squadron, HSM-41; United States Africa Command, and the Joint Chiefs (JCS) of Staff J5-DirectorateStrategic Plans and Policy. Captain Melody assumed the role of Deputy Commander, Helicopter Maritime Strike Wing Pacific in May 2018. His education includes a Bachelor of Science Degree in Ocean Engineering from the Naval Academy and a Master’s of Science in Engineering Management from the George Washington University.

VADM DeWolfe Miller presents CAPT Matt Schnappauf with his Meritorious Service Medal.

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“Fleet Angels” Welcome New Commander

By CDR Jennifer Cragg, USN

Change of Command

T

he “Fleet Angels” of Helicopter Sea Combat Squadron Two (HSC-2) conducted a change of command ceremony Sept. 30 and welcomed aboard their new Commanding Officer, CAPT Edward D. Johnson, USN. At the same time, they bid farewell to their former boss, CAPT Kevin P. Zayac, USN who is reporting aboard the Amphibious Assault Ship USS Wasp (LHD 1).

CAPT Zayac completed flight training in Corpus Christi, Texas and Pensacola, Florida and was awarded his Naval Aviator Wings of Gold in 2000.

He then went on to serve in numerous aviation commands as a department head, executive officer, and commanding officer while flying the MH-60S Seahawk helicopter.

CAPT Johnson graduated from the United States Naval Academy in 1997 and was designated a Naval Aviator in May, 1999. After completing Fleet Replacement Pilot Training in the UH-3H “Sea King” he reported to Helicopter Combat Support Squadron Two (HC-2) at Naval Station Norfolk, Virginia, for his initial sea tour. He also served as Executive Officer Incoming Skipper's remarks and Commanding Officer of HSC-28. Before his selection as commanding officer of HSC-2, Johnson was the Executive Assistant to the Director of Air Warfare on the staff of the Chief of Naval Operations.

HSC-2 is are the East Coast MH-60S Seahawk Fleet Replacement Squadron (FRS). As such, the squadron’s 452 men and women are responsible for training about 1,500 pilots and Naval Air Crewmen annually while operating 33 MH-60S Sikorsky Seahawk helicopters.

In addition to their routine crew training mission the squadron is often tasked with performing fleet logistics support, search and rescue operations, medical evacuations, special warfare support, anti-surface warfare and humanitarian assistance and disaster relief.

HSCWINGLANT Commodore Shawn Bailey presents CAPT Kevin Zayak with the Meritorious Service Medal.

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Helicopter Firsts Rotors in Space

By LCDR Chip Lancaster, USN (Ret.)

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ojave Airport is labeled the Mojave Air and Space Port now, note a rocket symbol there on the LA Sectional. So what’s this have to do with helicopters? Maybe nothing or maybe I’m just stretching a point too far or maybe you were just curious Perhaps the organization closest to putting people into space on a routine basis is Virgin Galactic (VG) headquartered at the Mojave Air and Space Port. The vehicle to do this is a two-parter built by VG subsidiary The Spaceship Company.

SpaceShipTwo (SS2) gets you there after being carried aloft by the WhiteKnight2 (WK2). The WK2 is a four engine double fuselage aircraft designed to carry the SS2 between its fuselages. The whole affair is launched from the space port and taken to 50,000 feet where the SS2 is launched. SS2 is characterized as a suborbital space plane, a 21,000 lb rocket with 60,000 lb of thrust taking it to Mach 3 and a 55 – 60 mile altitude (outer space officially starts at 50 miles) where passengers can see into outer space or satellite packages could be launched. The nexus comes on the reentry profile.

The SS2 is equipped with a twin tail boom vertical and horizontal stabilizer which is used to brake the reentry speed. The tail assembly is programmed to raise up to become a feathering speed brake. Not a speed brake in the sense of that on an atmospheric high performance fixed-wing aircraft but rather one in the sense of a feathering device. In fact, it’s compared to in VG’s PR videos (highly recommended to Google) as feathers on a shuttlecock (aka a badminton birdie), slowing the SS2 down to the point where the tail feathers can program back to normal position for a power-off glide landing at the Mojave Spaceport.

SS2 is a derivative of SpaceShipOne (SS1). SS1 won the X-Prize in 2004 for the first non-government funded company that successfully put a person in space and returned them on repeated attempts over a two week period. The X-Prize was a $10M award for the first company to do this, which still exists today in other technological areas. SS1 was a product of Burt Rutan’s company Scaled Composites. The twin tail boom feathering empennage was also part of the SS1 design. Thus, with the SS1 and SS2, an alternate reentry mechanism to the ablative heat shield technology used by NASA, was researched, built and proven as a viable concept to slow spacecraft reentering the atmosphere.

There were 26 competitors for this first X-Prize in seven nations around the globe. Another of the competitors was the Rotary Rocket Company (RRC) which was also located at Mojave Airport. The RRC design was a single stage to orbit (SSTO) vehicle called the C-9 Roton Rocket. The Roton design was characterized by a unique rotating rocket main propulsion system and a rotary-wing reentry and landing system. The Roton main propulsion was to be 72 mini LOX and kerosene rockets rotating at 720 RPM for a total thrust of about 500,000 lb which would lift the vehicle from the surface to a suborbital apogee of 60 miles (100 km). Total vehicle weight at time of lift off was to be 400,000 lb with most of that fuel, about 93 percent. The idea was to make a totally reusable vehicle without the need of a booster rocket or carry-aircraft launch assistance. Would it

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work? Who knows? The company went bankrupt before it could build the final C-9 Roton. But, this is where my article comes in and that is on the rotary-wing reentry system.

The reentry system concept was to be a rotary-wing design which would work in both autorotative and powered flight.

The four rotor blades would be folded into the side of the ship for Roton launch to apogee. The blades would unfold at

"The idea was to make a totally reusable vehicle without the need of a booster rocket or carryaircraft launch assistance.

Would it work? "

with a circular canopy conforming to the side of the ATV fuselage. The whole affair looked like a traffic cone with a rotor system on the top. The transmission, head and blades were off a Sikorsky S-58T (a turbine powered H-34). The blades were reworked with a rocket nozzle in the tip cap and tubing down the blade length for the hydrogen peroxide fuel. Two additional rockets were mounted on the back of the fuselage behind the cockpit for yaw control. The vehicle fuselage was built by Scaled Composites and the two pilots, who were ex-navy test pilots, also worked for Burt Rutan’s company.

They flew the ATV at Mojave up and down the runway three times before the company finally ran out of funding. So

the concept was proven that you could safely fly a helicopter that looked like a traffic cone.

Even though the Roton was never built, certain new space flight concepts were proven. Atmospheric reentry without an ablative heat shield using a programmable feathering slow down system was proven by the SS1 and SS2.

Additionally, the rotary-wing helicopter landing system was proven by the ATV. In the future, someone may combine these features into a new type of spaceship vehicle. Buck Rogers, Flash Gordon, Luke Skywalker and Han Solo watch out. Incidentally, for $250K you can book a ticket on the SS2!

apogee to a high angle coning position much like a shuttlecock. As the Roton came into the atmosphere, the blades would start turning in autorotation.

This action would slow the vehicle down just like the feathering empennage on the SS1 and SS2. The rotors would continue to fold down as the Roton descended deeper into the atmosphere until finally locking into place with the craft now in full autorotation. At a predetermined altitude of about three minutes to earth contact the rotor wing propulsion system would be initiated for powered flight. Each blade tip had a hydrogen peroxide rocket motor with an additional two rocket motors on the back of the ship for yaw control. The Roton carried enough blade rocket fuel for five minutes of powered flight.

The rotary-wing landing system would allow the Roton to land anywhere with a sufficiently large flat surface without the need of a runway like other returnfrom-space vehicles.

Although the final C-9 Roton was never built, the rotary-wing landing system was. The RRC built an Air Test Vehicle (ATV) to test the concept. The ATV measured 65 feet tall by 25 feet across at the base and weighed in at 9000 pounds. There was a two man cockpit sitting 25 feet off the ground

Rotor ATV Sitting on Mohave Launch Pad 69

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History Helicopter Minesweeping

By LCDR Chip Lancaster, USN (Ret.)

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lthough documented use of naval mines is as old as the 14th Century, ship minesweeping did not start until the mid-19th Century and the use of airborne assets not until the mid-20th Century. It wasn’t until 80 years ago that aircraft were first used for Mine Countermeasures (MCM) and 70 years ago that helicopters made their appearance for this purpose and 60 years ago for the establishment of Airborne Mine Countermeasures (AMCM) as a mission.

The first use of aircraft for spotting and destroying naval mines was during WWII with the British Wellington Mk.I DWI twin-engine patrol bomber and the German Junkers JU52 and Blohm & Voss BV138. The Wellington used a magnetic induction loop to trigger magnetic mines and was successful in this regard for shallow water mines in the U.S. Navy Minesweepers: (from left to right) English Channel, Mediterranean HO3S, RH-3A, RH-53A/D, MH-53E, MH-60S, CH-53K. Sea and the Suez canal. In the U.S. Navy, it started during the Korean War. In 1950, the Sikorsky HO3S-1 (S-51/H-5) and Martin PBM Patrol Bomber were used to spot mines to be cleared for the Wonsan Harbor amphibious assault in North Korean.

Following the Korean War the Bell HSL Tandem (see RR #142 p.51 Bell’s First and Last Tandem Helicopter) was used to research mine sweeping sled towing from 1952 to 1960. In 1962, the CNO directed helicopters to be converted for AMCM. In 1964 the first Sikorsky SH-3A Sea King twin-engine gas turbine helicopters were converted, entering service as the RH-3A AMCM Helicopter in 1966. The RH-3 was underpowered for the AMCM towing mission, so the newly introduced USMC Sikorsky CH-53A Sea Stallion was converted and introduced to the fleet as the RH-53A in 1971. The RH-53A was upgraded to the RH-53D in 1973.

The newly built RH-53Ds along with remaining RH-53As were used for Operation End Sweep to remove mines from Haiphong Harbor at the end of the Vietnam War in 1973. The RH-53s were pulling the Mk-105 hydrofoil sled and were augmented by USMC CH-53s and CH-46 Sea Knights, with the CH-53s pulling MOPs (Magnetic Orange Pipes. The next operational use of the AMCM 53s was in 1974 to sweep the Suez Canal following the Yom Kippur War for Operation Nimbus Star. This was followed in 1984 by Operation Intense Look to sweep the Red Sea after mines were deployed there by Jihad terrorists. Finally, the RH-53Ds were replaced by MH-53E Sea Dragons in 1986 and used in the Persian Gulf starting in 1991 to present day.

In all of those operations, the RH/MH-53s were deployed from both land bases and LPD, LPH, LHA and LHD amphibious assault ships. Future AMCM is looking at using the MH-60S Seahawk deployed from LCS (Littoral Combat Ships). Is an MH-53K variation of the CH-53K King Stallion in the future AMCM picture? We can only wait and see.

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True Story

Photo credit: Antarctica NZ Digital Asset Manager

Planning Your Career – Or Not

By CAPT Gene Pellerin, USN (Ret.)

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right direction. At HHG it got complicated. First, the woman told me she would have to make another contract for the move. After some discussion, she spoke to her supervisor and they decided to call the contracted mover and ask if they could change the destination of my shipment. They said they could.

She then asked me where HU-2 was located because her book showed two locations, one in Lakehurst, NJ and the other in Norfolk, VA. I guessed Lakehurst so she was able to redirect our meager belongings.

hile in flight training, it was made clear that you should plan your career to be successful. As I moved through the training command (T-34, T-28 etc.), there were a couple of times to make decisions or so we were told. The first time came during training at Saufley Field in the T-34. A large group was called into the theater and informed that the Navy was moving to an all jet syllabus and if you were interested put a number in the hat. I put my number in the hat. My number was not called so I completed T-34 training and moved on to Whiting Field and the T-28.

We drove to Lakehurst and missed the turnoff, so we ended up in Toms River, NJ, well east of Lakehurst. At that point I turned around and headed back looking for the city of Lakehurst. In those days Lakehurst was really small and believe it or not you could not see it from the highway. As we went over an overpass, I spotted the top of a large hangar over the pine trees. After some maneuvering, I located the base, then the squadron hangar. As luck would have it, Ensign Tom Steckler was in the parking lot talking to his wife. Tom and I had been roommates in Preflight and I was in his wedding. He explained how things were and where to go to look for housing.

Toward the end of T-28 training, we were asked what community (fleet aircraft type) we wanted, and that jet and VP were not available as the classes were full. I had one choice, helicopters. From that point on, I went to Sherman Field for SNB (C-45) training. Following that, I started helicopter training in HT-8 at Ellyson Field. At some point, I was asked what fleet type flying I wanted. I chose HS since I was told that was the best career choice. That decision led to my being assigned to the H-19 training pipeline.

Just as I was completing the H-19 training, I received orders to HS-7 in Norfolk VA. Ok, I’m on my way. After the Naval Aviator Designation Ceremony, my wife and I went home and started packing. The movers showed up to pack our few belongings. The phone rang (I forgot to have it disconnected) and when I answered Ensign Sam Rocray told me we both had a change of orders. I know a prankster when I hear one, so I dismissed the call. Another phone call from another helicopter pilot followed and again I dismissed the call as a prank.

Within two months I was on an icebreaker headed to the Antarctic with LTJGs Jack Bolton and Bill Jones with a Sikorsky H-19 and a Bell HUL Helicopter onboard. How had my career planning gone wrong? I learned the answer from the squadron Operations Officer after checking in. The requirement for two detachments to go to the Antarctic was a pop-up so the squadron CO called BUPERS and requested two additional pilots with H-19 training to fill the needed billets. Sam Rocray and I had flown the H-19, and both of us had completed training. So guess who got last minute orders?

Next came a call from a Commander on the Chief of Naval Air Basic Training Staff informing me that it was true, I had a change of orders and that I should come see him right away. I told the movers to hold up and went to see the Commander.

He produced a set of orders to HU-2 and told me to go to Household Goods (HHG) to get our belongs headed in the

You should always plan your career while being mindful that the needs of the Navy may dictate the outcome of your career.

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True Story We Are Going To Die

By LCDR Tom Phillips, USN (Ret.) "The most critical situation for developing spatial disorientation is night or weather formation flights. Formation flying can present special problems to the pilot in maintaining spatial orientation. First and most important, the pilot flying wing cannot maintain visual dominance during orientation-information processing and is deprived of any reliable visual information concerning aircraft attitude related to the earth’s surface. The pilot cannot see the true horizon and has little or no time to scan the aircraft instruments. Under these conditions, it becomes difficult to suppress information provided by unreliable sources such as the inner ear. Illusions are almost inevitable. Lack of confidence in the lead will increase tension and anxiety. An inexperienced, rough flight lead will most certainly aggravate the situation.

Poor inflight communications and the lack of specific procedures (properly briefed) to recover a disoriented wingman will increase the potential for an aircraft mishap."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual team leader, the ground under him, and around them. The fire team leader, for his part, need not worry whether the trail aircraft would be in the way of any of his tactical maneuvers. The trail was in position to easily support any action the fire team leader chose to make with gunfire, or follow any attack, adding his rocket fire to the fire team leader’s. It was flexible and loose, the prerequisite for any viable combat tactical formation.

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f you ever run into Bob Turunen, you may recognize him. He’s the dead guy. He may not look it, although he’s pushing fifty, but he and I died together 25 years ago, one night in early 1971.

While I was still a newbie Seawolf on Det Nine of HA(L)-3, I was crewed with LTJG Bob Turunen, nicknamed "Trunnion" (for no good reason that I ever heard other than the fact that it is an aviation helicopter term and a near homonym for his last name). Whatever, it stuck with him, or he was stuck with it, ever since. Trunnion and I were flying trail position in a two-plane fire team led by the fire team leader (FTL), "Norris the Perpetual Newbie,"on a dark and moonless night. Really. It WAS a dark and moonless night. And hazy.

Now the trail position in a two-plane fire team was a step up about 100 feet and astern about 1000 feet. From this position, in daytime, the trail was not overly occupied trying to maintain formation, was free to roam around a little back there, and can easily devote most of his time to scanning the fire Rotor Review #147 Winter '20

At night, tactical form was a little more challenging. A fire team had two options for holding a formation; tucked in at parade, or in tactical trail same as daytime. Since the same prerequisite still applied for tactical formations at night as in daylight, night tactical trail was the accepted tactical formation, although it was a little harder to maintain that tactical position at night. Parade kept you snugged safely together. It is a familiar position to any Navy pilot; no problem judging distance, relative rates, or getting "lost." But tactically, it left the fire team needing to change formation to execute almost any useful combat tactic, and it was a strain on the entire fire team, more so on the trail pilots than the leader, but a drain on him too, without question. It also removed three sets of eyes from the tactical scan where the eyes were the only sensors available.

Finally, the telling argument; the trail aircraft in parade could not cover the leader which was the foundation of the fire team concept. It was NOT flexible and loose.

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Parade was not really a valid option unless poor visibility prevailed. The problem came with the perception of "poor visibility." On a dark and moonless night you could see lights a long way off, but judging their distance was quite another thing. And the lighting left a little to be desired. Combat helicopters which fly in the small arms envelope do not like to advertise their exact position to an unseen enemy by being conspicuously lighted.

A Seawolf fire team’s lighting was configured like this; the lower anti-collision light was off, the upper anticollision light was taped so that it could only be seen from above or behind, and the navigation lights were off except the stern white light. Glowing formation panels were an innovation of the distant future.

So you had the one little white light and the partial red rotating anti-collision light to use for holding tactical formation on a dark night. The helicopter itself was black-green, unrelieved by color except for three small white tail numbers, maybe three inches high, up by the tail gear box on the fin, and by the word NAVY, also in white, and about five inches in height, on the tail boom. Neither of which were visible from tactical trail a thousand feet away.

"Visual Autokinesis - A stationary light stared at for several seconds in the dark will appear to move. This phenomenon can cause considerable confusion in pilots flying formation at night."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual

It was not as tension filled and exhausting as a parade type of formation with its constant fine tuning and incessant cross referencing of various cues to judge distance and angle and relative motion. The trail kept formation by a combination of careful concentration by the pilot and mandatory radio calls by the leader. Any speed change, altitude change, or turn was to be called without fail.

Nobody in the peacetime helicopter community ever flew such formations and it certainly wasn’t taught in the training command. The nearest thing to it was the one night daisy chain grope from Whiting to the radio towers at Crestview under a full moon and severely clear conditions. How did we develop the skill? Just like all the other combat skills of the helicopter war in Vietnam, we worked up to it from the trail copilot seat, to the lead copilot seat, to the trail AHAC, to the FTL; positions of increasing complexity, responsibility, and skill.

Only in this situation, the trail copilot was positioned to work harder and under more responsibility for the safety of the fire team than the lead copilot, a reversal of the intended roles. The lead had his normal navigation duties. The trail, whose duties were to be in the learning seat for navigation (and everything else), was not normally occupied with safety of flight concern except for the normal copilot duties in that area. But in this environment, he should be exercising a critical responsibility of backing up the trail AHAC in position keeping in a potentially devastating environment; a helicopter midair is usually the least survivable of all aviation mishaps.

As I was saying, it was a dark and MOONLESS night... there I was... three feet to the left of Trunnion, going everywhere he was going, and getting there an instant before the two gunners faithfully riding behind us. There WE were, a thousand feet behind Norris the Newbie (and a hundred feet step up).

It had been an uneventful patrol, and Trunnion had me getting the lay of the night landscape by trying to follow our movements over the clueless ground. All

there was down there, a thousand feet below, was pinpricks of light scattered randomly, with a suggestion of lines of light, perhaps along a canal or road. Too dark to see fields, water reflection, brigades of VC marching down the roads, flotillas of VC sampams filing along the canals, and god knows what else there might be. I was lost, lost, lost, thinking I should not be, and smarting under the amused questions of my HAC, who was enjoying my initiation into night navigation over a trackless void.

"Confusion of Ground Lights With Stars is a common problem associated with night flying. Incidents have been recorded where pilots have put their aircraft into very unusual attitudes to keep some ground lights above because they believe the lights were stars.

Sometimes pilots confuse unlighted areas of the earth with an overcast night sky."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual Meanwhile, ahead of us, Norris the Newbie was getting a little slack; he was not holding heading and airspeed with the precision and consistency whose importance I was yet to learn. The hop was nearly complete, we were on the homeward leg (although you couldn’t prove it by me), and it was about two in the morning. When we got home, we would refuel and be back out to greet the predawn grey.

"There are two essential requirements for safe formation flight in night or weather. First, the flightleader must be experienced, competent, and smooth. Secondly, the wingman must be proficient in formation flying. The wingman must have total confidence in lead and concentrate solely on maintaining a proper wing position."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual Norris let a drop of a couple of knots go uncorrected and unreported (no point in advertising your own sloppiness, eh?) and he was in an imperceptible turn to the right. The decrease in speed was the result of a little nose creep 73

which also let his bird "float" a little, up a few feet per minute. Nothing that would even be noticed by him for a couple of minutes of tired scanning.

"Flight lead should encourage his wingman to help him form a mental picture of his position to help minimize disorientation at night or in weather."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual Trunnion was also feeling the fatigue. Not tired enough to recognize it as a concern, just tired enough to slow down. Radios and ICS silent, no visual attractions, a little fixation on the white light, a loss of depth perception, always shakey anyway in night tactical form.

Silently fighting off the auto-kinesis, he was keeping the leader off his nose, which resulted in a rate of closure of about 300 feet per minute when combining the speed difference and cutting the corner on the turn. I was head down with my nose either in the map trying to read it under the red grimes pinlight, or out the door looking down into the stygian blackness hoping for a clue.

"The coriolis illusion is perhaps the most dangerous of the inner ear illusions because it causes an overwhelming disorientation of the pilot.

When the body is in a prolonged turn, the fluid in those canals that were stimulated by the onset of the turn eventually come up to speed with the canal walls. Abrupt head movements may cause false sensations of angular motion and erroneous perceptions of attitude. An attempt to correct for this is likely to result in a loss of aircraft control."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual "Tom, I think you’d better take over for a while, I’m think I’m getting a whiff of vertigo," was Trunnion’s first venture that all was not well. I looked up from the map and over at him, then back at the instrument panel, to start picking up my scan while reaching for the controls.

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True Story WARNING! Extreme care should be taken to limit rapid head movements during descents and turns, particularly at low altitudes. Cockpit duties should be subordinate to maintaining aircraft control. If possible these duties should be delegated to other crewmembers so that sufficient attention can be given to the attitude indicator and other flight instruments.

Over the instrument panel glare shield, illuminated by red light, was the fuselage of Norris the Newbie’s helicopter, bathed in red light, with the words "NAVY" clearly readable. It filled the windscreen. Unlit letters five inches high clearly visible in the dead of night without benefit of a searchlight. . . . . . .

We were about to die. There was no way out.

It was ugly. Four dead in our helicopter, and four in the lead helicopter; the usual and inevitable result of two helicopters experiencing a midair. Two piles of junk aluminum falling without rotors or tail booms into the muck below without even time for a mayday call to punctuate the tragedy. This was the only conclusion I could imagine. It had to happen. There was neither room nor time to avoid the collision....

I don’t know how we missed; we couldn’t miss. The Guardian Angel must have done it, or more likely, given the situation as I saw it, we crashed and died, and God hit the Master Clear button because we were such good guys. I did reach for the controls to shove the stick to the left and bottom the collective, but I knew it was too late. Did it anyway. Might as well; it was too wet to plow. We tipped left and slid down in a sickening skid, since my feet weren’t yet on the rudders. The ball flew out, the nose yawed back and forth. I was now desperately trying to focus my eyes, which were caged, on the gauges. I had a death grip on the controls and my feet finally shot out to the rudders where they met resistance from the lock Trunnion’s feet now had on them.

Rotor Review #147 Winter '20

"Nystagmus often accompanies coriolis illusion. During and immediately after maneuvers resulting from particularly violent angular accelerations such as spins and rapid aileron rolls, the eyes can exhibit an uncontrollable oscillatory movement called nystagmus. Normally, nystagmus ceases several seconds after termination of angular acceleration, but under conditions of inner ear dominance and high task loading, nystagmus and blurring of vision can persist much longer."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual "I got it! I got it!" "Oh sh**. "Back me up!" "Oh sh**. Oh sh**." "Call the altitude, the ALTITUDE! Feet off the rudders!" "Oh sh**. Oh sh**. O sh**. " Grimly I locked on to the VGI. Bring the nose to the horizon, flick to the VSI, level the wings, keep cool, ball in the center, check altitude, get a grip, ease the collective up, but not too much. Try not to crush the cyclic control with your grip.

"Four hundred feet, Tom. Yaw left.

Still descending... three fifty." Trunnion sounded calm. We more or less cooperated in leveling the helo, bottoming out and establishing a balanced flight slow climb wings level. Lucky for us the whole damned Delta is flat as a table with nothing but trees sticking up.

It was very quiet in the back.

"Inversion illusion can occur from an abrupt aircraft attitude change during a pushover, and consequent negative G-force acting on the otolith organs causing a sensation of being inverted. Reflex action can cause the pilot to correct for this illusion by pushing the nose of the aircraft abruptly downward, thus intensifying the illusion."

- NAVAIR 00-80T-112, NATOPS Instrument Flight Manual "How in the hell did we get boresighted on Norris? Hell, we were about to hit him from the side! That stupid sonofabitch turned without telling us!" I was starting to shake and tremble and need74

ed to vent. I looked over at Trunnionwho was looking at the gauges.

"You all right Bob?" "I’m still screwed up, but I’m starting to come around. Geez that was close.

But don’t be so quick to put the whole blame on the Newbie. Our crew coordination stunk, and I didn’t ‘fess up soon enough. We were all to blame. We got lucky this time."

It took us a while to rejoin with Norris the Newbie. He didn’t even miss us for a while there. Never even had a clue how close we came. I have no idea what his gunners were looking at but they never saw us either. Boy would they have been surprised.

"Some general suggestions for overcoming an episode of spatial disorientation include: 1. Get on instruments.

2. Believe the instrument indications.

3. Make the instruments read correctly by controlling the aircraft.

4. Minimize head movements.

5. Fly straight and level to allow the sensations to dissipate (not always an option).

6. Seek help if severe disorientation persists.

7. Transfer control until disorientation is overcome.

8. Egress.

(Oh well, it’s written with jet jocks in mind) - NAVAIR 00-80T-112, NATOPS Instrument Flight Manual That NATOPS Instrument Flight Manual is a pretty good manual. It’s about staying alive. Especially Part II, Chapters 6 through 11. Full of good stuff that we all got taught once somewhere along the way. But it’s good to crack those old books now and then.

They have something to say to YOU. I don’t get to see ole Trunnion much any more, but every time we meet, we smile at each other, share a big bear hug, and have a drink when we can. It’s always good to see him. He still is a sight for sore eyes. Looks good for a dead guy.

We Are Going to Die Playing Football

By LCDR Tom Phillips, USN (Ret.)

Mines? Did you say mines?

Another mini-episode about a half dozen ways to die in Vietnam not by hostile force.

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n country recreation. Football season. One of our (HA(L) 3 Det Nine pilots was LTJG Bob Mangene, famous football player for the Boilermakers. His claim to fame? He was on the cover of Sports Illustrated. A celebrity?

Well not exactly. It was a great picture of him getting beat by one of the Notre Dame Fighting Irish in the crucial matchup of the 1967 season.

We craved football and decided to get up a game and play on a hard sand flat a couple of miles from where the YRBM-21 was anchored. Set it up and went for it. Having a great game on a beautiful day, beer flowing.

While huddled up, we noticed an LCM-8 "Mike boat" approaching our little field with the crew waving and yelling. We couldn’t hear what they were saying over the unmuffled noise of the big diesel as they roared up and beached. The ramp stayed up as we all watched the newcomers. Maybe they wanted to play?

"Freeze where you are fellas!" shouted one of the sailors from the boat. "We’re Seabees from the Tan Chau LSB. We’re scheduled to sweep this area for mines tomorrow!"

What did he say? Knees weak. Looking around. Feeling a little light headed. Around us, footprint tracks crisscrossed the area in a seemingly dense pattern.

"You’re kidding, right?"

"Nope. The VN Army mined this area after observing it being used by boat traffic at night coming down the river from Cambodia. Somebody decided to clear the mines since there has been no activity since the river boats arrived.

Before someone got hurt by accident. Wait right where you are and we’ll go get our gear and get you out of there."

We decide to wait. We stood in our tracks looking over at the beer piled nearby miles away. Suddenly the sun was very hot, the breeze ceased, and the game ceased to be an attraction. It took those guys forever to get back.

Meanwhile we felt like staked goats as we imagined VC creeping up on our terribly exposed group. Funny, the possibility of VC being around didn’t seem to be even a remote threat as long as we were free to move.

Imagine the hometown headlines; "Local boy killed in Vietnam running buttonhook pattern." Or "Local high school star has his leg blown off catching game-winning touchdown pass in intramural football game." Or even: "Tan An province, South Vietnam. Good morning Vietnam! Navy team blitzed by VN Army defense in Cambodian border football game." Or: "NFL studies methods to liven up playoff games in upcoming season."

Once we got out of there it was funny. Very funny!

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Off Duty Chicken Hawk by Robert Mason

Reviewed by CDR Jennifer Evanko, USN (Ret.)

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f you’re a military helicopter pilot, this book is required reading. Period. Written by an Army Warrant Officer Robert Mason, this is an autobiographical account of a year he spent flying Hueys in Vietnam. His chronological accounts of flight school, deployment as a new guy in Vietnam, and specific insert/extract missions in Vietnam make it a fascinating read. He goes into detail describing how a helicopter works and how to pilot it. It’s fun to compare our flight school experience with his, and when you read his story, you may be surprised by how similar his experience was to your own.

Mason offers technical advice that we can all apply. My favorite is the detail he uses to describe how to get out of a tight LZ while overloaded. Right turns are better than left turns! By reading this book, you’ll learn other critical skills as well, such as how to use aviation fuel to heat water for coffee while loitering in a field waiting to be called for your next mission.

It’s easy to lose track of the dozen or so missions he describes and the many characters (pilots and aircrewmen) in the book, but the main gist is that they’re all brothers who love to banter and give each other a hard time – just as it is in our Navy squadrons. However, life on the ground in the warzone is much different from life on our Navy ships. On one page, Mason describes the laughter and banter of camp life. The very next page contains Quentin Tarantino-esque graphic and gruesome descriptions of hauling body parts out of the jungle. This dichotomy will keep you on the edge of your seat.

Robert Mason is no joke. And neither was flying in Vietnam. The combination of humor and sincere stress (not to mention the Harrison Ford cameo appearance at the end) makes this a compelling read. Aside from the multiple references to crazy nights with Vietnamese prostitutes, I really liked this book. An aviation classic.

Chip's List of Best 10 Aviation Movies

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e know you probably had your own plans for vegging out at home during the holidays. Maybe the trip to Disneyland took up all your movie time. But, in case you are still hungry for movie-fare, here’s our top ten aviation flicks: 1. Midway (2019) We haven’t seen this yet, but think there’s lots of flying action.

2. Planes: Fire and Rescue (2014 from Pixar) Seriously, you’ll love this one, the boss is a helo.

3. Red Tails (2012) WWII Tuskegee Airmen with plenty of aerial combat action.

4. Flyboys (2006) Great WWI aerial combat, amazing special effects and a zeppelin.

5. The Aviator (2004) Howard Hughes, great flying and the Spruce Goose.

6. Black Hawk Down (2001) More Army helo action, this time in Somalia.

7. Pearl Harbor (2001) Great flying combat action before and during WWII. 9. Air America (1990) Vietnam aviation dramedy from another point of view.

10. Always (1989) Firebombers in great aerial action dramedy.

So there’s ten for you or maybe you have your own list. Whatever the case, grab some popcorn and your favorite beverage and take a break with a good flick. Have a good one from all of us at Rotor Review.

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Dive Bomber

Reviewed by LCDR Chip Lancaster, USN (Ret.)

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chose this flick for a number of reasons. For one thing, it was filmed entirely at NAS North Island, in and around San Diego and aboard an aircraft carrier (USS Enterprise (CV-6)) off the coast with the full cooperation and active involvement of the Navy. For another thing, it highlights aviation issues the Navy is still actively struggling with today including: pilot training, safety and retention, instrument training and aeromedical issues of hypoxia, fatigue and excess g’s. Additionally, the movie is based on a book by legendary naval aviator CDR Frank “Spig” Wead, USN.

used a very similar suit to fly to 50,000 feet in 1934.

A wide variety of aircraft are used which you can check out at Wikipedia and IMDb Sites, most of which were obsolete by mid-WWII. The movie suffers a little from age being 80 years old, but that is overcome by other aspects of the film. If you can get over the antiquity and the smoking as they light up in every scene, you will be genuinely intrigued by everything else taking place from flight training techniques to instrument training to flight physicals. All of the locations and aircraft are absolutely accurate and liberally used with no shortage of airplanes in crisp colorful cinematography. Locations from the aircraft carrier ready room and flight deck to the flight line and cockpit to the medical labs and North Island O-Club are genuine and not sets except for some inflight cockpit and cabin scenes. The cast is truly an all-star group of seasoned actors in MacMurray, Flynn and Bellamy. Fred MacMurray was an underrated but powerful actor in over 100 acting appearances such as Double Indemnity, The Caine Mutiny and The Apartment whose competent work resulted in his being the highest paid Hollywood actor of that era. Errol Flynn, although an adventurer and playboy, was an accomplished actor in such films as Captain Blood, Robin Hood and The Dawn Patrol. Flynn was one of the top three box-office stars of his day. Ralph Bellamy was a veteran character actor in such films as Rosemary’s Baby and The Professionals with 114 films over a 62 year career. The movie production was brought together by Academy Award winning director Michael Curtiz of Casablanca fame and many other notable films such as The Sea Wolf, White Christmas and The Comancheros.

The three main characters are LCDR Joe Blake played

by Fred MacMurray, LCDR Lance Rogers played by Ralph Bellamy and LT Doug Lee played by Errol Flynn. The time and place is 1940 Hawaii on Ford Island, where Blake is a squadron CO who has just lost one of his most experienced pilots as the result of a crash from aeromedical issues. The unfortunate aviator doesn’t die from the crash but rather on the operating table afterwards while being operated on by surgeon Lee. The event results in considerable animosity between Blake representing operational aviation and Lee representing medical safety. Everyone is coming up for orders with Joe being sent to a fleet training squadron in San Diego and Doug to be an aircraft carrier medical officer.

Through the medical chain, Doug’s orders are amended sending him to the NAS North Island Medical Department in San Diego. Doug is a general doctor and surgeon but wants to work on aeromedical research as a flight surgeon.

This necessitates training him to be a pilot, thus sending him as a student to the training squadron. The first person he runs into of course is Joe who immediately makes him a special project intending to wash him out. Doug hangs in there and manages to get his wings. In between training events, he gets heavily involved with aeromedical research under the guidance of Chief Medical Officer Rogers. Lance sees him as an upstart wise guy newbie but relents in that he does have some worthwhile ideas. Lance and Doug become a team working on hypoxia and excess g issues.

Another thing to consider with this film is the historical context. The movie was released just a few months before Pearl Harbor. The pilots, ships and airplanes in the movie are all too real and less than a year later would be locked in deadly combat in the battles of Coral Sea and Midway. Many of the young aviators in training at North Island would not survive the conflict. That thought sort of puts things in perspective.

In spite of some corny lines, situations and special effects, the movie portends a doubtful future. Dive Bomber is a compact, well-acted and entertaining movie that will give some insight on the roots of Naval Aviation training and aircraft carrier operations. You can watch the whole thing on YouTube or iTunes, but get the DVD and watch it on a big screen for the best experience (we have it in the NHA library).

Enter Joe who begrudgingly relents to be a test pilot for Lance and Doug’s medical research program. Testing commences and goes on in spite of continuing friction between Joe and Doug. Friction which takes place both on the flight line, in the cockpit and lab and in civies at the club with Lance being an intermediary smoothing things out. Other factors play into the situation with all things coming together and the aviators and docs working together.

Eventually the trio solve the hypoxia and excess g problems.

You can find out how they do that by watching the movie.

I will say though that the pressure chamber and Schneider Index are authentic USN while the belt and suit are authentic tech representative of the era. Famous aviator Wiley Post 77

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Around the Regions Rotorhead Rumble Reunion in Jacksonville Attention on Deck!

All HS Pilots who served at NAS JAX in the 70's, 80's and 90's The Rotorhead Rumble Reunion will be at NAS JAX, April 18-19, 2020 For more information, visit the website: www.rotorheadrumble.myevent.com.

Golden Gater Reunion in Alameda HS-85 Reunion is scheduled for August, 2020 aboard the USS Hornet Museum in Alameda, California. Make your plans now. Join the HS-85 Facebook Group for more information.

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REGION 2

CDR Pat Jeck, USN (Ret.), 2019 OPNAV Junior Civilian of the Year Admiral Michael Gilday, USN, Chief of Naval Operations presented CDR Pat Jeck, USN (Ret.) the 2019 OPNAV Junior Civilian of the Year Award on Friday, December 6, 2019 in the Pentagon.

Pat Jeck works within OPNAV 98 as the Deputy Rotary Branch Head. He is a Naval Aviator who served with the Marine Corps flying H-46 Sea Knight Helicopters in the HMM Community before he transferred to the Navy and flew SH-60B Seahawk Helicopters in the HSL Community.

He retired from the Navy as Executive Officer of NAS Meridian, MS. He has been the Naval Helicopter Association (NHA) Region Two Co-President for the last five years. Hearty congratulations and a huge BZ to CDR Pat Jeck, USN (Ret.)!

From left to right: ADM Michael Gilday – CNO, Mr. Pat Jeck – Deputy Rotary Branch Head, & Ms. Steffanie Easter – Director, Navy Staff.

Joint NHA and Tailhook Holiday Party at Sine’s Irish Pub in Pentagon City

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Command Updates Firehawks Pivot to the Pacific

By AWS1 Adrian Jarrin, USN

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his last July, 65 members of HSC-85 Detachment One boarded two C-5M Super Galaxy transports with four MH-60S helicopters and support equipment in order to deploy to the INDOPACOM Area of Operations. Heading first to Australia to participate in exercise Talisman Saber as part of Special Operations Command Pacific, this detachment is HSC-85’s first MH-60S overseas deployment following an airframe transition from the venerable HH-60H to the MH60S Block 3B. Maintenance personnel had worked tirelessly to ensure the four aircraft were fully combat-ready from the moment Detachment ONE stepped foot onto Australian soil and for the rest of the deployment in INDOPACOM. “The maintenance efforts were unbelievable and the Det came together in preparation for the deployment with all hands pitching in to prepare the aircraft and gear,” said Detachment 1's Officer-In-Charge, CDR Joel Voss, of the squadron’s effort to get the detachment mission-capable and underway.

HSC-85 was first tasked to participate in the Joint Chiefs of Staff Exercise Talisman Saber in order to enhance bilateral interoperability between special operations partner units. Aircrews from HSC-85 worked hand-in-hand planning and executing with aircrew and ground forces from the Australian Army, Royal Australian Navy, Royal Australian Air Force, United States Marine Corps, and the United States Air Force. With large scale integration afforded by the exercise construct, Detachment ONE was able to hone tactical proficiency in large-force exercises consisting of upwards of 20 aircraft supporting Joint Forces Special Operations Component Commander mission objectives. Flying both assault support and escort roles, Detachment ONE Pilots and Aircrew were able to validate the MH-60S’ capabilities in a variety of scenarios ranging from long-range urban assault to rotary wing escort and close air support in conjunction with Australian S-70s, USMC AH/UH-1s and USAF MC-130s. LCDR Nick Ryan, Detachment ONE Assistant Officer-in-Charge, stated that “the integration and training value was unparalleled, with countless elements from services in both countries demonstrating very effective interoperability and validating the remarkable capabilities enabled by our alliance.”

Following the successful conclusion of the exercise, HSC-85 sailors worked to re-load aircraft and cargo in order to shift to Kadena Air Base, located in Okinawa, Japan, to continue dedicated support to SOCPAC and INDOPACOM. Staging out of the pivotal base in the Pacific with its well-developed training areas and USAF support facilities presents an appropriate hub for HSC-85 Detachment ONE to maintain its relationships with other SOF assets in theater while enhancing its readiness for crisis response.

Whether in San Diego, or forward deployed in Okinawa, the HSC-85 Firehawks are always trained and ready to execute the missions assigned to them and are capable of providing a highly capable force package in support of combatant commander priorities.

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Proud Warriors Join Navy League for Wine Under Wings

By LT Andrew “Burner” Ledford, USN

The crew of Big Chief 707 enjoy premier parking at the Naval Aviation Orientation Day, hosted by the Memphis Navy League at the Memphis International Airport.

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n October 2nd, LCDR Jenkins, LT Herron, AM2 Russell, AE2 St Amand, and AWR3 Anderson departed NAS Jacksonville, FL with Big Chief 707 to represent the Proud Warriors of Helicopter Maritime Strike Squadron 72 (HSM72) in the “Naval Air Orientation Day & Wine Under Wings” Airshow hosted by the Memphis Navy League. This year’s event was held at the Wilson Air Center FBO located at Memphis International Airport. The airfield was filled with multiple Type / Model / Series aircraft, to include another MH-60R from HSM-40, an MH-60S from HSC-11, one VP-26 P-8 and VFA-106 F/A-18F, a VAW-120 E-2D, a TH-57, HC-144, MH-65 and two T-6Bs. The airshow kicked off with Naval Air Orientation during the morning of Thursday October 3rd with the Fleet aircrews supporting static displays for nearly 750 students from the Memphis area. The majority of the students in attendance are enrolled in Science/Technology/Engineering/Math (S.T.E.M.) curricula, J.R.O.T.C education programs, post high school Vocational Technical training, members of Sea Cadet units, or participate in the greater Memphis R.O.T.C. consortium. This event had increased significance for LT Herron, as a 2013 graduate of the University of Memphis Navy R.O.T.C. program, he was able to connect with the current generation of Midshipmen and share his career experiences which began in the same unit. Each group had a wide variety of questions ranging from deployment experiences, opportunities to serve in the military, components/missions of the helicopter, and how to become a pilot. The three Seahawk helicopters were the most popular aircraft amongst the young visitors as they were the only platform to offer full access to the cockpit and cabin. This gave each student the opportunity to imagine themselves as future naval aviators, maintainers or aircrewmen. The second half of the airshow was Wine Under Wings, a gala sponsored by the Memphis Chapter of the Navy League, which allowed aircrews and personnel from Naval Station Millington to socialize with corporate executives, philanthropists and local government leaders.

The event helped raise $60,000 for Navy League sponsored scholarships as well as additional community outreach programs.

Both events offered a rare glimpse of the Navy’s premier aircraft to the Mid-South.

The Proud Warrior crew returned to Jacksonville completing the 1,100 nm roundtrip cross-country. The event was extremely valuable and served as a unique opportunity for CVW-1 Aircrews of HSM-72 and HSC-11 to engage in a major civilian outreach while also preparing for their upcoming deployment. HSM-72 is grateful for the hospitality of the Memphis Navy League and looks forward to future community engagements!

LT Herron & AWR3 Anderson explain the primary missions and capabilities of the MH-60R to Memphis area JROTC students.

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Middle-school students from a Memphis STEM Program are excited to experience life as an aircrewman in a MH-60R.

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Photo taken by Garrett Lukaset "Reaching the Pinnacle"

Command Updates Busy Season for Whidbey Island SAR

By Michael T Welding

Naval Air Station Whidbey Island SAR has conducted 40 total missions throughout Washington State this year including twelve searches, sixteen rescues and twelve medical evacuations.

NAS Whidbey SAR Conducts Rescue over Veterans Day Weekend

A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island conducted a rescue southeast of Arlington, Washington on November 9, 2019.

The SAR crew responded to a call to transport a 49-year-old male suffering from injuries related to an ATV accident the night prior.

The SAR crew arrived at the patient’s location at approximately 7:45 a.m. where local fire and sheriff personnel were on scene.

The patient was litter hoisted aboard the SAR helicopter and transported to Harborview Medical Center where they landed at approximately 9 a.m.

NAS Whidbey SAR Conducts MEDEVAC from Orcas Island

A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island conducted a medical evacuation (MEDEVAC) from Orcas Island, Wash. in the early morning hours of November 6, 2019.

The SAR crew responded to a call to transport a 47-year-old male suffering from head injuries from Orcas Island Airport to Harborview Medical Center in Seattle.

The SAR crew arrived at Orcas Island Airport at approximately 1:45 a.m. where they picked up the patient. The patient was transported to Harborview Medical Center, where they landed at approximately 2:20 a.m.

NAS Whidbey SAR Conducts MEDEVAC on Olympic Peninsula

A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island conducted a medical evacuation (MEDEVAC) from Forks, Washington in the early morning hours of October 3, 2019.

The SAR crew responded to a call to transport a 59-year-old female heart attack victim from Forks Community Hospital to Harrison Medical Center in Bremerton, Washington.

The SAR crew arrived at Forks Community Hospital at approximately 1:15 a.m. where they picked up the patient. As weather conditions worsened, the SAR crew was able to pick their way through low ceilings and icy conditions before landing at Bremerton National Airport at 3 a.m. where they transferred the patient into an ambulance.

NAS Whidbey SAR Rescues Hiker in Olympic National Park

A Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island rescued a 70-year-old woman in the Olympic National Park on Wednesday, September 25, 2019.

The SAR crew took off from NAS Whidbey Island at approximately 11:30 a.m. to rescue the woman who had fallen and sustained a back injury in the Elwha Valley area southwest of Port Angeles. Once on location the SAR crew landed in an open area next to a river and near the patient. Three SAR crewmembers crossed the river to the patient’s location and readied her for transport. Because of her injuries, the SAR crew elected to hoist the patient aboard the helicopter rather than move her further.

The SAR crew transported the patient to Harborview Medical Center in Seattle where they landed at about 12:40 p.m.

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The Island Knights Lead the Way in Integrating the MH-60S into Mine Warfare (MIW)

By LCDR Victor "Pebbles" Duenow, USN

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multiple successful sorties against both exercise and real world mines. HSC-28 used AMNS to assist in the classification and identification of multiple WWII-era bottom mines in the Baltic Sea, which were later detonated by EOD personnel. Additionally, HSC-28 used AMNS to prosecute multiple exercise mines that were initially detected by MK 18 Mod 2 UUV deployed by EOD personnel. This level of integration is the first of its kind and is a groundbreaking achievement for the HSC Community as it prepares for its first AMCM deployments on the Freedom-variant littoral combat ship (LCS) in the near future.

une marked the first participation by the HSC Community in an Airborne Mine Countermeasures role in BALTOPS 2019, the premier NATO maritime-focused annual exercise located in the Baltic region. Under the leadership of the newly established U.S. 2nd Fleet (C2F), HSC-28 received MIW tasking from the BALTOPS Mine Warfare Task Group (CTG.60). CTG.60 is comprised of 15 MCM ships, 15 unmanned undersea vehicles (UUV), 5 drone ships, and more than 70 explosive ordnance demolition (EOD) divers.

In the first phase of the exercise, HSC-28 used Airborne Laser Mine Detection System (ALMDS) to detect near-surface mines. ALMDS is a laser-based system designed to provide wide-area mine threat detection. ALMDS uses pulsed laser light and streak tube receivers housed in an external equipment pod to image the near-surface volume to detect mines.

Upon the detection of mines by ALMDS, HSC-28 transferred the mine locations to CTG.60 for prosecution. ALMDS operated within its designed parameters in the first missions flown in the Baltic Sea, which presented multiple challenges and unique environmental considerations.

Once complete with BALTOPS 2019, HSC-28 continued to exercise their AMCM expertise in the Commander, Helicopter Sea Combat Wing Atlantic (CHSCWL) sponsored exercise, Savage Ice 19-04, in August 2019. Savage Ice is a CHSCWL directed exercise run by Helicopter Sea Combat Weapons School Atlantic (HSCWSL) that occurs on a quarterly basis off the coast of Virginia. HSC-28 integrated with Helicopter Mine Countermeasures Squadron 14 and 15 (HM-14 and HM-15) to complete a mine warfare exercise during Savage Ice 19-04. HSC-28 used ALMDS to successfully detect 5 out of 5 exercise mines in their assigned sector of the MIW exercise. HM-14 and HM-15 used the AN/AQS24B system to detect exercise mines in their assigned sectors.

HM-14 and HM-15 then transferred the mine contacts found

by AN/AQS-24B to HSC-28 for prosecution with AMNS. This marked the first integration between the HSC and HM Communities to leverage their strengths to solve a complicated MIW problem.

HSC-28 displayed the ability to integrate into a complicated battle problem with multiple MCM assets. Multiple groundbreaking tactics, techniques, and procedures (TTPs) were introduced during BALTOPS to increase the efficiency of ALMDS operations. Notably, LT John Carter developed a novel search pattern due to constraints caused by live fire naval gunnery in the adjacent range, which prevented the use of standard AMCM search patterns. “Range restrictions, surface foulers, environmental data, and search area geometry make each ALMDS mission a unique battle problem. AMCM crews must be ready to adapt their tactics by both innovative mission planning and real-time analysis,� said LT John Carter.

There is no doubt that HSC-28 will continue to lead the charge as the HSC Community takes on the MIW battle.

The MIW kill chain will not be conducted by any single airborne, surface, or subsurface asset and HSC-28 has shown the initiative to seek integration to solve a common problem by combining the strengths of multiple assets. Expect this level of integration and expertise to continue to grow as HSC-28 leads the charge into the future of MIW.

In the second phase of the exercise, HSC-28 used Airborne Mine Neutralization System (AMNS) to prosecute mine threats and complete the MCM kill chain. Equipped with MK 65 ArcherFish inert destructors, HSC-28 completed

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Command Updates Joint Interoperability Training Comes to HSMWSL Talons

By LT Colin Price, USN

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his fall, Helicopter Maritime Strike Weapons School Atlantic (HSMWSL) hosted instructors from the U.S. Army’s Joint Interoperability Division (JID) at Naval Station Mayport, FL. The JID offered a weeklong course of instruction on Tactical Data Links (TDLs), with a focus on Link 16 to a joint class comprised of 25 members of the U.S. Navy, U.S. Army, and the U.S. Air Force. Navy participants included Sailors from HSMWSL, HSM-40, HSM-46, HSM-48, HSM-70, VP-30 and the MPRA Weapons School (MPRWS).

The JID’s mission is to “develop and train the warfighter in networked datalink interoperability concepts and procedures for the Chairman, Joint Chiefs of Staff (CJCS), in order to meet Joint and Coalition Commander’s enduring and emerging mission needs.” (Source: https://home.army.mil/bragg/index.php/units-tenants/joint-interoperability-division) Comprised of active duty and government contractor subject matter experts, JID instructors teach over 20 classes a year, both at home in Fort Bragg, NC and on the road with their Mobile Training Team (MTT). At HSMWSL, JID taught a 5-day “Link Unit Manager” Course, which included 19 units of academic instruction, three hands-on labs, six platform presentations, and a written examination. Academic topics included Link 16 Architecture, Link 16 Cryptography, how to interpret an OPTASK Link and Network Design Document, and an overview of Network Enabled Weapons (NEW).

The purpose of the course is to increase interoperability not only between different communities within the same branch of the military, but also between different branches. As the geopolitical landscape expands and changes, an increase in jointinteroperability between every community and every branch will be vital to our future success as a military force. Today, the need for sharing of information and intelligence from different platforms in real-time has placed heavy emphasis on participation in courses like these from the JID. “I am very excited to have been able to learn from the JID instructors and take advantage of this valuable training opportunity for HSM and VP squadrons at NAS Jacksonville and NS Mayport. Link 16 is such an important tool, and all aircrew should know how to use it effectively. Learning how a Link 16 network functions, understanding an OPTASK LINK, building an Individual Data Load (IDL), and managing appropriate data link cryptography, are all important skills that aircrew must learn before heading out on deployment. Having several members of local HSM and VP squadrons attend this course together was a great step in building a relationship between these communities and ensuring we can operate effectively on a networked battlefield." LT Lambert from HSMWSL said.

Established in 2005, HSMWSL exists to prepare members of the HSM community to “Fight Tonight.” Comprised of dedicated Officers, Enlisted, and specialized civilian subject matter experts (SMEs), HSMWSL accomplishes their mission by conducting a wide variety of training events dedicated to providing the U.S. Navy with HSM crews ready for deployment.

About the Author LT Price is stationed at HSMWSL at Naval Station Mayport and serves as the HSMWL Night Systems Program Manager and the Helicopter Advanced Readiness Program (HARP) Officer.

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Seal Beach is Selected as Best Small Navy Installation in the Southwest

By Gregg Smith, Naval Weapons Station Seal Beach Public Affairs

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or the third time in four years, Naval Weapons Station Seal Beach has been selected as the winner of the Commander, Navy Region Southwest Installation Excellence Award for Small Installations. The award recognizes bases for superior support to the fleet, cost savings, and innovative improvements to facilities, quality of life, safety, and environmental sustainability.

“Competition this year was tough, and all of our bases have had some truly outstanding accomplishments,” said the Commander of Navy Region Southwest, RADM. Bette Bolivar. “However, the exceptional work by the Seal Beach Team really stood out.”

In recent years, base personnel have led efforts to curb the use of energy and water, build a new ammunition pier, upgrade the gym and family housing units, and improve the safety and security of base operations.

“It is a true honor and privilege to be a part of this great organization, and we would not have been selected for this recognition without everyone’s hard work and dedication," said Weapons Station Commanding Officer, CAPT Jason Sherman.

"Our efforts at constant improvement, collaboration and teamwork have really paid off, and I’m looking forward to seeing how we fare at the national level."

The Weapons Station will next represent the Southwest Region in the competition for the best small installation Navy-wide.

That contest is scheduled to be decided by January 2020. In 2012 and 2016, the base and its two detachments in Fallbrook and Norco, California went on to win honors as the best small installation in the U.S. Navy.

Commencing operations in 1944 as a Naval Ammunition and Net Depot, Naval Weapons Station Seal Beach provides munitions to a majority of the U.S. Pacific Fleet.

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Engaging Rotors NAS Whiting Field Milestone: 35,000th Helicopter Pilot Winged

By LT Kaila Millis, USN, Training Air Wing 5 Public Affairs Officer

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raining Air Wing (TRAWING) 5 celebrated a milestone in Naval Aviation when the 35,000th rotary wing student naval aviator LTJG Robert Woods, walked across the stage at Naval Air Station Whiting Field to receive his coveted "Wings of Gold" on November 22, 2019. He joined 22 other students in achieving the greatly sought after designation. While he recognizes being the milestone pilot was largely a matter of luck, it is still a hallmark he cherishes, Woods said. LTJG Woods will go on to fly the MH-60R Sea Hawk helicopter with the Airwolves of Helicopter Maritime Strike Squadron 40 at Naval Station Mayport, in Jacksonville, Florida. anti-surface warfare, humanitarian and disaster relief, medical "I feel incredibly honored and lucky to have the distinction evacuation, mine counter measures, and electromagnetic warof being the 35,000th winger," Woods said. "We all work fare, just to name a few. "I am extremely proud of the Training extremely hard to earn our Wings of Gold and this milestone Air Wing 5 team for their unrelenting drive to accomplish our is a reminder of all who have gone before us." After his wife, aviator production mission and send trained and ready rotary Nikki, pinned Woods with his wings, the guest speaker for the wing aviators to the fleet," Rosa said. ceremony, Commander, Naval Education and Training Command RADM Kyle Cozad, also congratulated him. TRAW"It's always inspiring to stand witness to the next ING 5 Commodore CAPT Doug Rosa paused the ceremony generation of naval aviators as they take a critical next step for a moment to present Woods with a plaque to celebrate the in their careers," Cozad said. "As the father of a helicopter milestone event. Exemplifying typical aviator wit, the plaque pilot on deployment today, I know first-hand that the rotary read: "Through no great effort of your own and by no selec- community has a long, proud, and storied history in Naval tion means other than being near the bottom of the alphabet Aviation. This latest production milestone is a call; a reminder during your winging class, you are hereby selected as the that as these newest aviators prepare to enter the fleet, our 35,000th rotary wing aviator. Congratulations, this number Navy is depending on them to join in as an integral part of should be easy to remember." Although humorous, the plaque the carrier air wing, or to conduct expeditionary operations relates that the true achievement in reaching this milestone forward. These newest rotary aviators will provide one of a is the 76-plus years of naval helicopter training, of which the kind capabilities that will help underpin future victory in last 46 years have been performed at Naval Air Station Whit- today's great power competition." ing Field in Milton. "Reaching this milestone, the 35,000th helicopter pilot trained right here at Naval Air Station Whiting Field in Milton, Florida, is a great achievement for rotary wing aviation and highlights the important world class training we do every day," Rosa said. "We are meeting the ever increasing need for Navy, Marine Corps, and Coast Guard helicopter aviators who TOP ROW: LtCol Gregory R. Curtis USMC, LTJG Tyler J. Brennan, USN, LTJG Edward O. Honey, USN, LTJG Tristan M. Morris, USN, 1stLt Jay C. perform a wide array of Stell USMC, LTJG Nicholas J. Yusko, USN, 1stLt Tanoy Mandal USMC, LTJG Neil E. Forsberg, USN. warfighting missions: MIDDLE ROW: LtCol John Beal USMC, XO HT-18, LTJG Connor J. Sweeney, USN, LTJG Elias P. Ney, USN, LTJG James S. Baluyut, USN, 1stLt search and rescue, an- Matthew A. Catalano USMC, LTJG Benjamin D. Goodrich, USN, 1stLt Alexander R. Witt USMC, LTJG Jessika L. Ford, USN, 1stLt Michael J. ti-submarine warfare, Sagan USMC, RADM Kyle J. Cozad, USN, Commander Naval Education and Training Command (guest speaker). vertical replenishment, BOTTOM ROW: CDR Patrick C. O’Neill, USN, Acting Commanding Officer HT-8, 1stLt Robert A. Macom USMC, LTJG Evan T. Cook, USN, LTJG

Ryan S. Ochoa, 1stLt Julia L. Arthur USMC, LTJG Robert P. Woods, USN, LTJG Phillip A. Exner, USN, LTJG John L. Jennings, USN, CAPT Douglas Rosa, USN, Commander TRAWING 5.

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U.S. Navy's First CMV-22B Osprey Pilot Winged

By LT Michelle Tucker, USN

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he U.S. Navy’s first new accession CMV-22B Osprey pilot graduated from flight school after earning his naval aviator designation at Naval Air Station (NAS) Corpus Christi on December 6, 2019.

LTJG Caleb Nicholson completed flight training with Training Air Wing (TRAWING) 4 and received his Wings of Gold during a ceremony at the Catalina Club on base. He completed Primary flight training with the “Rangers” of Training Squadron (VT) 28 at NAS Corpus Christi, after which he reported to the “Vigilant Eagles” of Helicopter Training Squadron (HT) 18 at NAS Whiting Field, Florida, for Intermediate helicopter training. He reported to Training Air Wing 4 and subsequently to the “Stingrays” of VT-35 for Advanced training.

LTJG Caleb Nicholson, USN, the very first VRM (CMV-22B) Winger.

VT-35 is one of two Advanced training squadrons for multi-engine aircraft, however it is the only squadron to train future Osprey pilots. Student naval aviators fly the T-44C Pegasus, a twin-engine, pressurized, fixed-wing monoplane. The training syllabus, which is the same for both Navy and Marine Corps pilots, focuses on advanced instrument flight, formation flying, overwater navigation, and low-level tactical formation/navigation. The squadron executes more than 14,000 flight hours each year, encompassing more than 52,000 landings and nearly 9,500 student flight-training events. Graduates report for subsequent training at their respective fleet replacement squadron according to their selected platform.

A native of New Bern, North Carolina, Nicholson grew up in a military family. His father, who joined him for the winging ceremony, is a 22-year U.S. Marine Corps combat engineer veteran. His paternal grandfather was an aviation machinist’s mate in the U.S. Navy during the Korean War and both his brothers currently serve in the U.S. Coast Guard. Nicholson graduated from Palm Beach Atlantic University in Palm Beach, Florida, with a Bachelor of Science in Mathematics and decided to pursue a career in the U.S. Navy. He commissioned through Officer Candidate School in Newport, Rhode Island.

“It is an honor to follow in the footsteps of those who have gone before me and to lead the way for those who will come after,” Nicholson said. “For this reason I am incredibly grateful and humbled to join the team of Navy pilots who will ensure the successful execution of the COD mission.”

Nicholson will begin the rigorous Osprey training curriculum with Marine Medium Lift Tiltrotor Squadron (VMMT) 204 at Marine Corps Air Station New River in Jacksonville, North Carolina. Upon successful completion, he will join the “Titans” of Fleet Logistics Multi-Mission Squadron (VRM) 30 located at NAS North Island in San Diego California, which is currently comprised of seven transition pilots from the fleet logistics support (VRC) and helicopter sea combat (HSC) communities.

The Osprey is a tilt-rotor aircraft capable of vertical take-off and landing, and horizontal flight as a turboprop aircraft. The CMV-22B is the Navy variant, which will replace the C-2A Greyhound for the carrier onboard delivery (COD) mission. It has an increased operational range, greater cargo capacity, faster cargo loading/unloading, increased survivability and enhanced beyond-line-of-sight communications compared to the Greyhound.

VRM-30 stood up December 14, 2018, and reports to Fleet Logistics Multi-Mission Wing in San Diego. The squadron is awaiting delivery of the first CMV-22B, expected to arrive concurrently with Nicholson in the summer of 2020. The CMV-22B is slated to deploy in 2021.

“The CMV-22 Osprey will provide an incredible capability and flexibility to the critical COD mission,” VRM-30 Commanding Officer CDR Trevor Hermann said. “Caleb will be joining a team of hand-selected, high performing plank owners that have built the squadron from nothing. Similar to a start-up company, our success relies on self-starters that thrive in dynamic environments. We are building the squadron infrastructure concurrently with the mastering of our craft as an operator, maintainer, or administrator. I have no doubt that the Navy got it right with the selection of Caleb. We look forward to him joining the Titan Team.

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Engaging Rotors Congratulations to TRAWING-5 Wingers

July 26, 2019 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28, LTJG George J. Coughlin USN, HT-8; 1stLt Tyler M. Abbott, USMC, HT-8; LTJG Parker L. Kahn, USN, HT-8; LTJG Parker Stinnett, USN, HT-18; LTJG George J. Swenka, USN, HT-28; CDR Frank Loforti, USN Commanding Officer HSC-25.

MIDDLE ROW: Kenneth Kerr, USN, Commanding Officer HT-18, LTJG Miranda E. Fay, USCG, HT-28; LTJG Sean M. Wilkes, USN, HT-8; LTJG Daniel J. Myers, USN, HT-8, LTJG Rylan S. Liddy, USN, HT-18; 1stLt Michael J. Prusz, USMC, HT-28; CDR Matthew Maker, USN, TRAWING-5 CSO. BOTTOM ROW: CDR Lena C. Kaman, USN, Commanding Officer HT-8, 1stLt Lawrence A. C. Williams, USMC, HT-28; LTJG Dylan W. Sewell, USN, HT-28; LTJG Abdulaziz M. Alrasheidi, RSNF, HT-8; LTJG Mason G. Arnold, USN, HT-18; LT Alexis D. Chavarria-Aguilar, USCG, HT-18.

August 9, 2019 TOP ROW: CDR Nathan K. Moore, Executive Officer HT-28, LTJG William G. Bloom, Jr., USN, HT-8; 1stLt Samuel A. Peters, USMC, HT-8; LT Pedro Ramirez-Laecina, SPN, HT-18;1stLt Eric T. Menholt, USMC, HT-18; LTJG Christopher J. Campbell, USN HT-8; LTJG Harrison W. Davis, USN, HT-18; LTJG Abdulaziz A. Alsaleh, RSNF, HT-8; 1st Lt Kricket M. Masters, HT-18; CAPT Hans E. Sholley, USN, Chief of Staff, Joint Region Marianas.

MIDDLE ROW: CDR Kenneth Kerr, USN, Commanding Officer HT-18, 1stLt Daniel J. Kochan, USMC HT-28; LTJG Lukas E. Kramer, USN, HT-18; LTJG William M. Walker, USN, HT-18; 1st Lt Patrick J. McPolin, USMC, HT-8; LTJG Christopher J. Dedo, USN HT-18; 1st Lt Urbane S. Martinez, USMC, HT-28; LTJG Travis C. Blue, USN, HT-28; LTJG John M. Hill, USN, HT-28; LTJG Connor J. Tallman, USN, HT-28; CAPT Douglas Rosa, USN, Commodore, TRAWING-5.

BOTTOM ROW: CDR Lena C. Kaman, USN, Commanding Officer HT-8; LTJG Ray J. Nilsson, USN HT-8; LTJG Brett C. Brokaw, USN, HT-8; 1st Lt Christopher G. A. Tasler, USMC, HT-28; LTJG Yongsung A. Cho, USN, HT-28; 1st Lt Jesse L. Fuentes, USMC, HT-18; LTJG Matthew C. Starr, USN, HT-18; LT Christina M. Batchelder, USCG, HT-8; LTJG Katherine M. Beine, USCG, HT-8; LTJG Ashton L. Spegal, USN, HT-18.

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Congratulations to TRAWING-5 Wingers

August 23, 2019 TOP ROW: LtCol. Gregory R. Curtis USMC, Commanding Officer HT-28, LTJG Christopher J. Bagnick, USN, HT-8; LTJG Thomas A. Trevino, USN, HT-8; LTJG Daniel G. Mullen, USN, HT-28; 1stLt Logan A. McCann USMC, HT-28; LTJG Matthew C. Millar, USN, HT-28; LTJG Jay W. Adams, USN, HT-28; LTJG Brian P. Miller, USN, HT-8; LTJG Garret W. Smart, USN, HT-28; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

MIDDLE ROW: CDR Kenneth Kerr, USN, Commanding Officer HT-18, LTJG Mac R. Low, USN, HT-18; 1stLt Stephen W. Costello USMC, HT-28; LTJG Mohammed A. Alhomadhi, RSNF, HT-18; LTJG Liam C. Otto, USCG, HT-18; 1st Lt Alfred C. Molier, USMC, HT-8; LTJG Stephen P. Brown, USN, HT-8; 1st Lt Jordan M. Q. Boyland, USMC, HT-8; LTJG Emma V. Forsyth, USN, HT-8; LtCol. John J. James, USMC, Commanding Officer VT-6.

BOTTOM ROW: CDR Lena C. Kaman, USN, Commanding Officer HT-8, LT Jacob J. Boudreau, USN, HT-28; LTJG Ian O. Rosete, USN, HT-28; 1st Lt Christopher M. Svidesskis, USMC, HT-18; 1st Lt Daniel F. Miranda-Hidalgo, USMC, HT-18; LTJG Ryan W. Mouat, USN, HT-18; 1st Lt Jordan B. Thorp, USMC, HT-18; LTJG Anna R. Raymond, USN, HT-28; 1stLt Eric H. Greene, USMC, HT-28.

September 13, 2019 TOP ROW: LtCol. Gregory R. Curtis, USMC, Commanding Officer HT-28, LTJG Connor A. Watkins, USN, HT-28; 1stLt. Benjamin R. Weisberg, USMC, HT-18; Lt. Aaron C. Black, USCG, HT-8; 1stLt Steven P. Alves, USMC, HT-8; LT Reese R. Grabowski, USN, HT-18; LtCol. Ronald J. Colyer, USMC (Ret.), Guest Speaker.

MIDDLE ROW: CDR Kenneth Kerr, USN, Commanding Officer HT-18; LTJG Christian S. Tolland, USN, HT-18; LTJG David M. Tirado Tolosa, USCG, HT-28; 1stLt Kevin M. Scheiber, USMC, HT-28; LTJG Renee R. Perry, USN, HT-28; LT Joseph K. McCarthy, USN, HT-28; CAPT Douglas Rosa, USN, Commodore, TRAWING-5.

BOTTOM ROW: CDR Lena C. Kaman, USN, Commanding Officer HT-8; LTJG Abdullah H. AlQurashi, RSNF, HT-28; LTJG Nathaniel D. Hartt, USCG, HT-18; LTJG Faith C. Neff, USCG, HT-18; 1stLt Justin E. Vega, USMC, HT-18; LTJG Hussain D. Alshahrani, RSNF, HT-28.

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Congratulations to TRAWING-5 Wingers

September 27, 2019 TOP ROW: LtCol. Gregory Curtis, USMC, Commanding Officer HT-28; LTJG Matthew E. Fendl, USN, HT-18; 1stLt. Piper R. Thaler, USMC, HT-8; LTJG Joseph M. Achesinski, USN, HT-8; 1stLt. Larry S. Minks, USMC, HT-28; LTJG Ian J. Meyer, USCG, HT-28; 1stLt David K. Kniffin, USMC, HT-28; CAPT John D. Boone, USN Commanding Officer Naval School of Aviation Safety.

MIDDLE ROW: LtCol. John Beal, USMC, Executive Officer HT-18; LTJG Nicholas J. Gizzi III, USN, HT-28; 1stLt. Jordan A. Kangwijaya, USMC, HT-8; LTJG John N. Hartsough, USN, HT-18; LTJG Ian J. Adolphe, USN, HT-18; LTJG Robyn E. Morrison, USN, HT-8; ENS Hannah B. Hjelstrom, USN, HT-8; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

BOTTOM ROW: CDR Patrick C. O’Neill, USN, Executive Officer HT-8; 1stLt. Yoshimar Candela, USMC, HT-8; LTJG Joseph A. Miller, USN, HT-18; 1stLt Annaliese J. Zlogar, USMC, HT-18; LTJG Ryan D. Seiffert, USN, HT-8; 1stLt Victor M. Macias-Angel, USMC, HT-28; LTJG Cayla M. White, USCG, HT-28

October 11, 2019 TOP ROW: CDR Patrick C. O’Neill, USN, Executive Officer HT-8; LTJG Mohammed Almutairi, RSNF, HT-8; LTJG Jana Krishna, USN, HT-18; LTJG Andrew Hein, USN, HT-28; LTJG Nayif Albarrak, RSNF, HT-18; RDML Gary A. Mayes, USN, Commander Navy Region Southeast.

BOTTOM ROW: CDR Nathan Moore, USN, Executive Officer HT-28; CDR Kenneth Kerr, USN, Commanding Officer HT-18; LT Rachel Nadell, USCG, HT-18; LTJG. Saeed Alqahtani, RSNF, HT-28; LTJG Evan Gregory, USN, HT-28; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

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Congratulations to TRAWING-5 Wingers

October 25, 2019 TOP ROW: LtCol. Gregory Curtis USMC, Commanding Officer HT-28; 1stLt. Brett Jones, USMC, HT-8; LTJG Ricky Hill, USN, HT-28; LTJG Paige Rutkoske, USN, HT-8; LTJG Alexander Brown, USN, HT-8; LTJG Sean Torres, USN, HT-8; LTJG Kaylyn Young, USN, HT-18; 1stLt. Mallory Cook ,USMC, HT-8; RADM Alvin Holsey, USN, Commander, Strike Group One. BOTTOM ROW: CDR Patrick C. O’Neill, USN, Executive Officer HT-8; CDR Kenneth Kerr, USN, Commanding Officer, HT-18; LTJG Emily Tucker, USN, HT-8; LTJG Nicole Mautino, USN, HT-28; LTJG Ryan Daniels, USN, HT-28; 1stLt. Samantha Jones, USMC, HT-28; LTJG Kiyomi Powell, USN, HT-18; LTJG Mary Stammer, USN, HT-18; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

November 8, 2019 TOP ROW: CDR Kenneth Kerr, USN, Commanding Officer HT-18; LtCol. Gregory Curtis, USMC, Commanding Officer HT-28; LTJG Brady W. Kuzmick, USN, HT-18; 1stLt. James P. Wright, USMC, HT-18; LTJG David C. Bristol, USN, HT-28; LTJG John F. Dunigan, USN, HT-8; LTJG Steven R. Hetherson, USN, HT-18; LtCol. Jonathan E. Curtis, USMC, Guest Speaker.

BOTTOM ROW: CDR Patrick C. O’Neill, USN, Executive Officer HT-8; LTJG Matthew J. Devlin, USN HT-28; LTJG Steven A. Harris, USN, HT-8; LTJG Trevor W. Smith, USN, HT-18; LTJG Nathan J. Pearson, USN, HT-18; 1stLt. Larissa C. Clarke, USMC, HT-28; LTJG Tuirki S. AlHajri, RSNF, HT-8; CAPT Douglas Rosa, USN, Commodore TRAWING-5.

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Congratulations to HSC-3 Fleet Replacement Aircrew Class Graduates

September 9, 2019 From left to right: AWS3(NAC) Keith Carpenter, USN, AWS3(NAC) John Skelly, USN, AWS3(NAC) Sandon Steidley, USN.

Congratulations to HSC-3 Fleet Replacement Aircrew Class Graduates

October 5, 2019

From left to right: AWS3(NAC) Zachary Bearb,USN, AWS3(NAC) Ryan Horn,USN , AWS3(NAC) Daniel Jernagan, USN, AWS3(NAC) Matthew Stiffler, USN

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Congratulations to HSC-3 Fleet Replacement Aircrew Class Graduates

November 9, 2019

From left to right: AWS3(NAC)Joseph Marshall,USN, AWS3(NAC) Ryan Newman,USN, AWS3(NAC) James Ruvalcaba,USN, AWS3(NAC) Lance R. Asbill, USN

Congratulations to HSM-40 Fleet Replacement Aircrew Class Graduates

December 2019 In December of 2019, HSM-40 graduated four students.

Class 1905 caught up to 1904 and instead of doing another graduation each week, we did a combined class graduation.

In the picture from left to right is: Class 1905: AWR3(NAC) Christopher Cabrera, USN (HSM-72); Class 1905: AWR3 Jesse Johnston, USN, (Honor Man, HSM-74); Class 1904: AWR3(NAC) Bryant Felix, USN, (HSM-74); Class 1904: AWR3 (NAC)Nieko Williams, USN (HSM-46) 93

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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.

CAPT John Maye Quarterman Jr., USN (Ret.)

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aptain John Maye Quarterman Jr.,USN (Ret.) passed peacefully at his home in Waverly, Georgia Friday, October 11, 2019, surrounded by family. Memorial services were conducted Friday, October 18, 2019 in the chapel of Edo Miller and Sons Funeral Home.

Captain Quarterman was born in Brunswick, Georgia on June 5, 1939 to his loving parents John Maye Quarterman Sr. and Lettie Kinsey Quarterman. John graduated from Glynn Academy in 1957, and was named to the 1956 Georgia All-State football team.

He then received an appointment to the US Naval Academy where he played in the Orange and Sugar bowls with Heisman Trophy winner Joe Bellino. John also played on two National Championship Lacrosse teams at the Naval Academy in 1960 & 1961. CAPT Quarterman received his wings in HT-8, NAS Ellyson Field, Pensacola, Fl on November 16, 1962. His Navy Helicopter Designation Number was #6249 .

Among his 31 career valor medals were the Silver Star, Bronze star, and Distinguished Flying Cross which he received from President Nixon during the Vietnam conflict. CAPT Quarterman flew 768 combat missions in 18 months during the Vietnam War as a Sea Wolf pilot in support of the Navy Seals.

Captain Quarterman was then named to the Apollo pick up crew where he retrieved the capsule for Apollo 15 in 1971 and the actual astronauts on Apollo 17 in 1972. John was commanding officer of helicopter squadrons HS-3 and HM-12, and was commanding officer of USS Guam (LPH-9) where he commanded the invasion of Grenada and the extraction of US Marines from Beirut. His carrier was home base to the Christmas of 1983 USO show where John started his lifelong friendship with Bob and Delores Hope. John then went to Washington DC and received his master’s degree in Public Administration. Captain Quarterman became commanding officer of Naval Air Station Pax River in 1988 before his final deployment to the Pentagon as Chief of Naval Readiness.

John retired in 1990 and returned to his beloved home and family in Glynn County. In addition to his parents, he was preceded in death by a brother, James Quarterman. Survivors include his wife, Sandy Phillips of Waverly, four children, Lee Ann Allen (Ford) of Hilton Head, SC, Jack Quarterman of Mooresville, NC, Elizabeth Henderson (Neal) of Brunswick, GA, and Carrie Wayne of Brunswick, six grandchildren, Chelsea Allen, Patrick O’Brien, Shelby Allen, Case Allen, Hannah Wayne, and Haley Wayne, one brother, Harry Quarterman of Brunswick, three sisters, Ione Parsons of Hiawassee, GA, Margaret Mills of Brunswick, and Harriet Miller of Brunswick, many nieces and nephews.

Memorials may be made to Wounded Warrior Project, P.O. Box 758516, Topeka, Kansas 66675-8516, https://www.woundedwarriorproject.org/donate FAIR WINDS AND FOLLOWING SEAS CAPTAIN QUARTERMAN!

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Sailors Killed at NAS Pensacola Posthumously Awarded Wings of Gold

By Caitlin M. Kenney Originally published: in Stars and Stripes

WASHINGTON — The three sailors killed Friday December 6, 2019 during a shooting at Naval Air Station Pensacola in Florida have been posthumously awarded Wings of Gold pins in recognition of their naval aviation careers, the Navy announced on December 10.

“It is my honor today to present the Wings of Gold to the families of these three American heroes who were among the first to respond to horrific attacks upon our own naval family and tragically were also our sailors who made the ultimate sacrifice in protecting their brothers and sisters in arms,” acting Navy Secretary Thomas Modly said Tuesday in a prepared statement.

Modly awarded Ensign Joshua Watson, 23, his naval aviator wings, and Airman Mohammed Haitham, 19, and Airman Apprentice Cameron Walters, 21, their naval aircrewmen wings. The sailors would have received the wings upon completion of their aviation training. Although this authorization pales in comparison to their immense bravery in the line of fire, this winging represents the symbolic achievement of the coveted goal that all three came to Pensacola to accomplish: to join the long line of naval aviators, flight officers, and aircrewmen who have served the cause of freedom so valiantly for over a century,” Modly said.

Airboss requested that Schools Command patch be worn to honor the three men.

The sailors were killed by Saudi air force 2nd Lt. Mohammed Alshamrani, 21, who was in the United States for naval aviation training. Alshamrani injured eight others before a Escambia County sheriff’s deputy shot and killed him.

RADM Daniel Dwyer, the chief of naval air training who oversees all undergraduate naval aviation training, said the “selfless acts of heroism” by the sailors during the shooting “are nothing short of incredible.”

“They each embody the warrior ethos we expect and require of all wingmen,” he said in the Navy statement. “There is no doubt in my mind they each would have led the charge in their respective naval aviation careers. We are deeply saddened by this tragedy and our hearts are truly with the families and friends of our shipmates.”

Ensign Joshua Watson, USN

Airman Mohammed Haitham, USN

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Airman Apprentice Cameron Walters, USN

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Triple Option Membership By the National VP of Membership, CDR Michael Short, USN According to NCAA statistics, the number one rushing offense through December 7, 2019 was Navy with 3,969 total yards of rushing offense and 48 rushing touchdowns. A close second was Army, with 3,740 total yards of rushing offense and 44 rushing touchdowns. You might ask why I bring up these facts? Both schools run the Triple Option Offense. As the new VP for Membership, NHA is rolling out the Triple Option Membership.

Option 1: Annual $40 Officer or $15 Enlisted Memberships. This is by far the most popular option. You could say the Malcom Perry of payment plans as number sixth in the nation with 1,500 total rushing yards. Great plan, but after a couple of years, it gets old paying $40 a year. And like Malcom Perry and Keenan Reynolds, after a few years, you need other options – possibly a pitch to the back or a dive up the middle for more success. Or maybe, a run / pass option. The Annual Membership Option comes with the classic NHA patch, sticker, and digital or hard copy Rotor Review.

Option 2: Three and Five Year Memberships (previously, your only other option). Choose the Three Year Membership at $110 (save $10) or Five Year Membership at $175 (save $25). The Three Year Membership comes with NHA patch, sticker, pen, and magazine. The Five Year Membership comes with NHA patch, sticker, pen, license plate frame, lapel pin, and magazine.

This option might not be for everyone, but it offers members the convenience of not having to renew every year and covers time frames when you are active in NHA. Option 3: The newest of all is the LIFETIME OPTION, recently approved for rollout starting February 15, 2020. With this plan, there are different payment structures based on whether you are a Nugget, Active Duty Officer, Active Duty / Retired Enlisted, Retired Officer / Veteran, or Civilian. Much like scripting out your first 15 plays of the game, considerable thought went into the different pricing options. Your membership will serve as an investment in NHA’s long term viability. Along with items mentioned above, you will also receive a serialized Lifetime Membership Coin. We have five different membership categories. From February 15 to May 15, during our launch window, we will discount Active Duty Officer Membership $100.00 to encourage Lifetime Membership. Forward Deployed Naval Forces (FDNF) will also receive a $100.00 discount while attached to FDNF Squadrons. The roll out discount window will close at the end of the 2020 NHA Symposium with several ways to pay. Pass down field and pay all up front for a quick touchdown. Run the ball and pay once a quarter for four equal payments. Last option is to call in and talk to the NHA Staff about a workable payment plan. Either way, complete your payments in full within one year from committing to the Lifetime Option.

Please call in if you currently have a 3 or 5 year membership plan as your discount may be more by using the prorated amount.

Summary: Yes, the price points are different for each category. The goal is to offer options and encourage individuals to sign-up for Lifetime Memberships – which provide long term stability and reduce administrative costs for the organization. Enlisted personnel are the backbone of our helicopter fleet. Since we have so few enlisted members, the price point is set to encourage their membership. Nugget membership is the best deal and would allow NHA to invest the cost of their membership over a longer period. Retired or civilian memberships are priced with the realization that they have probably paid the One, Three, or Five Year Memberships several times over. The Lifetime Option is a one-time shot without ever having to renew your membership again. NHA is your professional organization. We want to be with you from cradle to grave. Lifelong camaraderie, professional networking, transition assistance, mentorship programs, scholarships, Symposium, and Gulf Coast Fleet Fly-In make up the value proposition. I am proud to have been asked to help move the ball forward regarding membership, so I welcome your feedback. I can be reached at michael.m.short@navy.mil.

Remember: Go Navy, Beat Army!

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Now YO is anU exciting tim to E b eR c oS mH e aI NHA e mLb P e r !S R ME Me B P HME

BU I L D O N

EXCELLENCE!

YO U R M E M B E R S H I P H E L P S

U S BU I L D O N

EXCELLENCE!

JOIN US Join on line:

https://www.navalhelicopterassn.org/new-member

Now is an exciting time to become a NHA Member!

Naval Helicopter Association P.O BOX 180578 CORONADO, CA 92178-0578

Naval Helicopter Association Membership Application (circle selection)

Name ________________________________________ Rank / Grade _____________ Branch of Service:

USN

USMC

Profession: Pilot

Aircrewman

USCG

Maintenance

Active Duty Civilian

Retired Other

Aircraft Flown:___________________________________________________________ Mailing Address: ___________________________________________________________________ City: ________________________________________________ State_____ Zip Code____________ Unit / Squadron ____________________ Current Assignment____________ Ship / Station_________ Warfare Community (i.e. HSC / HSM / HM / VMM / CG) _____________________________________ Primary Phone Number: ______________________________________ Home

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Secondary Phone Number (optional) : ____________________________Home

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Email Address:______________________________________________________________________ Level of Membership: 1 year - $40.00

3 years - $110.00

2 year-Nugget (O-1 / O-2 on first tour) - $40.00

5 years - 175.00

2 year Retired - $65

1 year Enlisted Membership - $15.00