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Whidbey SAR Crew Trains In MountainsMarta Murvosh, Skagit Valley HeraldUkrainian VisitLTJG Justin Letwinsky, USNMH-60S First Fleet Hellfi re ShotsLT Will Kirby, USNHS-7 Dusty Dogs Rescue ShipmateHS-7 Public Affairs Offi ceRemembering Frank PiaseckiLCDR Chip Lancaster, USN(Ret)Towing In An MH-60SLCDR Timothy Burke, USN‘Air Boss’ Experiences, Discusses Future of Helicopter Aviation MC2 (SW/AW) Chris Fahey, USNHSC-22 Enhances RIVRON 3 Training in North CarolinaLCDR Brent Moore, USNTwo Decades Of Contribution To The HS Helicopter CommunityLT Allen Langston, USNMarine And Sailors Work Together In New ScenarioLCpl Melissa Tugwell, USMC

The Genesis Of The Naval Helicopter AssociationCAPT Vincent C. Secades, USN (Ret)MEDVAC’d In My Own HeloCAPT D. A. Yesensky, USN (Ret) A Rescue At Sea Circa 1950CAPT Vincent C. Secades, USN (Ret)Aviation Working Greens: A Historical MomentLT Casey Bates, USNA Squadron Looks At 60LT Jack Parker, USNEnd Of The Stingray EraLTJG Todd Vorenkamp, USCGLong Live The Sea KingLTJG Todd Vorenkamp, USCG Sea King Legacy LCDR Chip Lancaster, USN (Ret)Rotary Wing Aviation: Change, Challenge, OpportunityCAPT Jamie Hopkins, USN

FocusThe One Hundredth Issue

Number 100 /Winter ‘08Naval Helicopter Association

©2007 Naval Helicopter Association, Inc., all rights reserved

EditorLT Kristin Ohleger, USN

Design EditorGeorge Hopson

Aircrewman EditorAW1 Jason Hatfi eld, USN

HSC / HM EditorLTJG Ryan Gero, USNLTJG Sandra Kjono, USN

HS / Special Mission EditorLT Kevin Colon, USN

HSL/HSM EditorLT Ken Colman, USNLT Matt Loesch, USN

USMC EditorCapt. Vanessa Clark, USMC

Technical AdvisorLCDR Chip Lancaster, USN (Ret)

NHA Photographer CDR Lloyd Parthemer, USN (Ret)LTJG Todd Vorenkamp, USCG

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Features

Focus

Printing byDiego & Son Printing, Inc

San Diego, California

The cover features the covers of all 99 issues use to create

number “100th” to mark the One Hundredth Issue of Rotor Review.

The cover was designed by George Hopson, NHA Art Editor

Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc (NHA), a California nonprofi t 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 membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members on request. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578 , Coronado, CA 92178-0578


National Offi cersPresident...................................................CDR Pete Brennan, USNV/P Corp Mem......................... CAPT Mike Middleton, USN (Ret)V/P Awards .............................................CDR Mario Misfud, USNV/P Membership ...................................... LCDR Ron Finch, USNV/P Symposium 2008...............................CDR Greg Wilson, USNSecretary..................................................LT Cliff Uddenberg, USNTreasurer ......................................................LT David Ayotte, USN“Stuff”.......................................................LT Casey Mangine, USN LT Jen McCollough, USNExecutive Director.................Col. Howard Whitfi eld, USMC (Ret) Admin/Rotor Review Design Editor........................George HopsonMembership/Symposium ............................................. Lucy Haase

Directors at LargeChairman........................RADM Steven J. Tomaszeski, USN (Ret) CAPT Mike Baxter, USNR (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USNR (Ret) CAPT Mike Reber, USN (Ret)

Regional Offi cersRegion 1 - San Diego

Directors.……………….....................CAPT Jamie Hopkins, USN CAPT Buddy Iannone, USNR CAPT Matt Pringle, USN President..….............................................CDR Pete Brennan, USN

Region 2 - Washington D.C.Directors ..…………...………….................CAPT Glen Ives, USN CAPT Bill Lescher, USNPresident ............................................... .LCDR Bob Kenyon, USN

Region 3 - JacksonvilleDirector .................................................. CAPT Glenn Doyle, USNPresident.....................................................CDR Doug Malin, USN

Region 4 - NorfolkDirector ........................................................CAPT Paul Lluy, USN President .................................................CDR Richard Davis, USN

Region 5 - PensacolaDirectors.........................................CAPT Dave Maloney, USN CAPT Dave Callahan, USCG President ............................................CDR Kevin Kropp, USN

Far East ChapterPresident ............................................CDR David Bouvé, USN

Corporate AssociatesThe following corporations exhibit strong support of rotary

wing aviation through their sponsorship of the Naval Helicopter Association, Inc

AgustaWestland Inc. Air Center Helicopters, Inc.

BAE Systems / Electronics & Integrated SolutionsBAE Systems / Mobility and Protection Systems

Bell Helicopter Textron, Inc Boeing Aircraft and Missiles

Booz | Allen | Hamilton Breeze-Eastern

CAE Inc.Delex System, Inc

G.E. Aircraft Engines Goodrich Corporation, Fuel & Utility Systems

Harris Corporation Lockheed Martin Systems Integration-Owego

L3 Communications / D.P. Associates Inc.L3 Communications / Ocean Systems

L3 Communications / Vertex AerospaceNorthrop Grumman Integrated SystemsRaytheon Naval & Maritime Systems

Robertson Aviation LLCRockwell Collins Corporation

Rolls-Royce CorporationSikorsky Aircraft Corporation

Standard AeroTelephonics Corporation

Thomas GroupWhitney, Bradley and Brown Inc.

NHA Scholarship Fund

President..............................CAPT Jamie Hopkins, USNV/P Operations.........................................................................TBD V/P Fundraising ...............CDR Matthew Coughlin, USNV/P Scholarships ..........CDR Gregory M. Sheahan, USNV/P CFC Merit Scholarship.............LT Nate Velcio, USNTreasurer....................................LT Price Balderson, USNCorresponding Secretary..................LT John Anderson, USNFinance Committee..........CAPT Joe Denigro, USN (Ret) CDR Kron Littleton, USN (Ret)

Naval Helicopter Association, Inc.Correspondence and membership

P.O. Box 180578Coronado, CA 92178-0578

(619) 435-7139 / (619) 435-7354 (fax)

In appreciation of our advertisersLockheed Martin Systems Integration-OwegoNavy Mutual Aid AssociationSikorsky Aircraft CorporationWBB Consulting

C217C440

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Number 99 / Fall ‘07

DepartmentsEditor’s LogLT Kristin Ohleger, USN

Chairman’s Brief RADM Steve Tomaszeski, USN (Ret)

President’s Message CDR J. Curtis Shaub, USN

State of the Association Col Howard Whitfi eld, USMC (Ret)

View from the Labs, Supporting the FleetCAPT George Galdorisi, USN (Ret)

There I Was...“Presidential Airlift In Afghanistan”LT Matt Vernon, USNEdited by LTJG Ryan Gero

Industry and Technology

A Salute To Our Fallen Heroes Of The Naval Helicopter Community

In Memory

USMC Updates

Change of Command

Squadron Updates

Coast Guard Updates

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Editors Emeritus 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

Articles and news items are welcomed. from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be made to Rotor Review with documents formatted in Microsoft Word ® and photos formatted as high-resolution JPEG and/or PDF by e-mail to: [email protected] or by FEDEX / UPS on a MAC or PC formatted CD to Rotor Review / NHA, BLDG 654, Rogers Road, NASNI, San Diego, CA, 92135. Also, comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to: by email: [email protected], by mail: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 92178-0578, call (619) 435-7139 or FAX :(619) 435-7354 .

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By LT Kristin Ohleger, USN, CSFTP

Editor’s Log

Chairman BriefBy RADM Steve Tomaszeski, USN (Ret)

Our 100th copy of Rotor Review, The Centennial Edition!

Like your 1000th flight hour m i l e s t o n e y o u h a v e t o

wonder “How did that happen so fast?” Since the early 1980’s, NHA has been dedicated to publishing a quality, professional magazine featuring compelling articles of interest (technical and tactical) and entertainment for its membership. Over the past 25 years, Rotor

Review has recorded a remarkable standard of excellence recognized not only by the Naval Aviation enterprise, but also throughout the corporate world. This achievement truly has been a team effort: from our distinguished roster of volunteer editors, to our professional RR staff. However, the true champions responsible for the success of RR are

Continued on page 5

Naval Helicopter Association Rotor Review: 100th IssueNaval Helicopter Aviation:Yesterday, Today, and Tomorrow

Your Rotor Reviewstaff was kind

enough to give me column space in this 100th issue (can you believe it – 100 issues!) of our premier professional magazine. They suggested

I write a column that addressed naval helicopter history – but others far-more-qualifi ed than me – especially founding members of NHA and the Naval Helicopter Historical Society will take on that task in this and other issues.

I did want to address the theme “yesterday, today, and tomorrow” as a jumping-off point in this 100th issue. That’s easy to do since February 2008 represents an inflection point in naval helicopter aviation and is a month that lends itself to thinking about – and celebrating – our naval helicopter heritage and our unlimited future.

Early in February, HSM-41 skipper Captain Curtis Shaub and his team of amazing professionals organized a 25th anniversary of the founding of HSL-41/HSM-41 that was, by any measure, best of breed. They managed to hunt down many of HSL-41’s plank owners as well as the overwhelming majority of former skippers. It was a splendid event that marked the rite of passage from a naval helicopter fl eet featuring over a dozen types of helicopters – many of them quite old and defi nitely tired – to the fl eet of Seahawk-class helicopters we have today and will have in the future.

February 2008 also marked the passing of one of the helicopter community’s true pioneers, Frank Piasecki. Along with Igor Sikorsky and Arthur Young, Frank Piasecki was one of a handful of pioneers who started this community literally from scratch and enabled it to grow into what it is today less than seven decades after he made the fi rst fl ight in the PV-2 on April 11, 1943. Were it not for the grit and perseverance, as well as the dreams, of these early pioneers – in the face of what can only be described as seemingly

insurmountable odds – there wouldn’t bethe naval helicopter community that we know today.

Those of you reading this article who are in your fi rst or second tours in the community can be forgiven for not knowing that this success was never a forgone conclusion. “Back in the day” when Mr. Piasecki hitched his PV-2 behind his Studebaker to tow it to Washington DC to show the War Department what his helicopter could do, even that simple act fl irted with disaster as the wheels on his fl ying machine had no bearings and rapidly heated and he had to stop the car every 10 to 15 minutes to pour water on the wheels to cool them off. But he persevered.

Half a world away, an event far from the major theaters of the war would advance helicopter aviation as a major military capability. On April 25 and 26, 1944, Army Air Corps pilot Carter Harmon, fl ying a Sikorsky YR-4 Hoverfl y helicopter, lifted three wounded British soldiers and an American pilot to safety near Taro in northern Burma. But it was a very near thing.

The fi rst Hoverfl y brought into theater crashed on the fi rst test fl ight after it was assembled, killing the pilot, Burt Powell. When Carter Harmon launched on his mission to rescue the four “friendlies” the YR-4 was so underpowered he could haul only one man out at a time. Even at that, the mission was nearly a disaster as Harmon’s engine overheated and seized after he had rescued the fi rst two men. He was forced to wait until the next day, when the engine had cooled suffi ciently to attempt a restart, to rescue the two remaining men.

Fast-forward four decades to the establishment of HSL-41 in January 1983. The helicopter community was not quite “out of the woods” yet. Among that small cadre of pilots who found themselves together in San Diego that month, I don’t think there was one of us who, if he himself hadn’t had at least one naval helicopter fail out from under him and crash, then at least had one former squadronmate who had been injured – or worse – crashing a failing helicopter.

With that as our individual and collective background I vividly recall establishment commanding offi cer Mike O’Connor (Seahawk “One-One) gathering all of us together days before the establishment ceremony and telling us; “This community is on the bubble. LAMPS Mk III is a very near thing. One or two crashes, a few mission failures, and this community will be nothing but a bad memory.”

Fast-forward a quarter century and that brings us to today. As the Navy transitions from the SH-60B, SH-60F, and HH-60H helicopters to the MH-60R and MH-60S fl eet – and as the Marine Corps and Coast Guard make similar transitions – naval helicopter aviation is no longer “a very near thing,” that helicopter aviation writ large was “back in the day.” No one expects to fail. No one expects to crash. We are fl ying, safe, mature, state-of-the-art helicopters.

But as a community we can’t rest on our laurels. A massive fl eet of well over 500 MH-60Rs and MH-60Ss will be delivered to the Navy over the next decade or so. These superb helicopters won’t fail us – but we need to ensure that as we look towards the helicopters that will be delivered to the Navy over the next several decades we don’t build in mission failure by forgetting to plan for and demand a “portfolio” of helicopter assets that will ensure mission success over the spectrum of naval, joint and coalition operations in peace and in war.

You are the best. Fly the best. Mission failure is not an option.


President’s Message

By CDR J. Curtis Shaub, USN

you, our contributing general members. Without your articulate, candid fleet perspective, salted with ready room/hangar bay wit on all matters pertaining to unrestricted Naval Aviation, RR would just be another redundant “trade magazine.” Thanks to you, we’re not. “Never have been --- never will be.” My hearty congratulations to all of you who have invested considerable time, effort, and talent to each of the 100 editions of Rotor Review! Bravo Zulu.

Another centennial celebration is also right around the corner. The 100th Anniversary of Naval Aviation will feature a yearlong celebration in 2011. The air boss, VADM Kilcline, established an executive advisory group that will provide a fl ight plan insuring celebratory events that will exemplify “Naval Aviation’s heritage and honor the profession we all cherish.” More on this topic, and NHA’s part in it, in later editions.

Our annual national NHA Symposium is about to begin, returning to the Hampton Roads area for the fi rst time since 1992. Colonel Whitfi eld, Commodore Lluy and Skipper Shaub have planned a superb schedule of events

that promises another outstanding, well-attended symposium. Get the word out to “All Hands”, active duty and retired, in the NORVA/VABCH area... The NHA Symposium is April 14-17, 2008 in Norfolk, Virginia!

Final Flights:Frank Piasecki, who in 1943

was the second American to build and fl y a helicopter, passed way in February. He followed Igor Sikorsky who fl ew his fi rst fl ight in 1939. Mr. Piasecki invented the big twin-rotor helicopter and developed the Army’s Chinook and our Navy’s Sea Knight. He was a genuine aviation pioneer and a visionary, creative engineer. NHA has passed condolences to the family. (Please see his obituary, page 35)

R e a r A d m i r a l S c o t t Walker. “Scotty”, as he was known to his legions of friends, “shook the surly bonds” in December 2007. Admiral Walker’s life was fi lled with accomplishment, devotion t o d u t y , c o u n t r y and fami ly. He was instrumental in initiating and developing the Helo Master Plan. An NHA

The 2008 NHA Symposium in Norfolk, VA, rapidly

approaches and has all the makings of a stellar and “star-fi lled” extravaganza. Many of our leaders from across all Navy communities wil l gather to celebrate, commemorate, and validate the huge contributions helicopters bring to naval aviation. Be proud in all we have accomplished while answering the demand signals from the Fleets all across the world.

I’d like to introduce our new NHA President, CAPT Pete Brennan, who I turned over with in early March. He is currently the Commanding Offi cer of HSC-3, the President of NHA Region One, and stands a mighty 6’5”, so you can’t mistake him. He’ll lead this year’s Symposium and guide our association to great heights. Welcome aboard!!

It has been a pleasure to serve with all, especially RADM Tomaszeski, Colonel Whitfield, Lucy, George and the dedicated NHA revolving, if not “rotating,” staff of volunteers. Thanks for all you contribute. Enjoy(ing) the journey!!!

Vr, CAPT J. Curtis Shaub

Continued on page 4Lifetime Achievement Award honoree, RADM Walker was an inspiring leader and mentor. NHA has sent heart felt condolences to the Walker family. (Please see his obituary, page 39)

As noted in RR1, the challenges we face in Naval Aviation are many. Whatever the future may bring, our Rotary Wing community -- “those helo guys” -- will always be a part of the warfi ghting solution. Who knew, those many years ago, what an important part of our Navy we would become. Till RR 101 and our next Brief, fl y well and... Keep your turns up!

New NHA President: CDR Pete Brennan


State of the Association

By Col. Howard M. Whitfi eld, USMC (Ret)

NAVAL HELICOPTER ASSOCIATION, INCThe Navy Helicopter Association, Inc was founded on 2 November 1971 by the twelve rotary wing pioneers listed below. The bylaws were later formally written and the organization was established as a nonprofi t association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to refl ect the close relationship of the rotary wing community in the Coast Guard, Marine Corps and Navy, from initial training to operating many similar aircraft. NHA is a 501 ( C ) (7) nonprofi t association.

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical fl ight community.

Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

CDR D.J. HayesCAPT C.B. SmileyCAPT J.M. PurtellCDR H.V. Pepper

CDR H.F. McLindenCDR W. StraightMr. R. WallochCDR P.W. Nicholas

CAPT A.E. MonahanCAPT M.R. StarrCAPT A.F. EmigMr. H. Nachlin

NHA Founding Members

Centennial!

As you can see, George Hopson, Rotor Review Design Editor, has done a great job with the

100th issue cover. George takes a particular pride in coming up with innovative eye-catching covers, along with putting together the rest of the magazine, and it shows. As some of you have visited our offi ces know, George’s section of the NHA offi ce is “wall papered” with framed copies of previous covers from Rotor Review. I also want to recognize LT Kristin Ohleger for her outstanding editorial leadership. Kristin and the community editors are what make Rotor Review magazine unique and noteworthy- the articles and perspective of the junior unrestricted Naval Aviators. In fact, when I joined NHA over 20 years ago I was struck by the involvement of the junior offi cers in the organization. Junior offi cers write most of our squadron articles. In addition we have a cadre of writers like

CAPT (Ret) George Galdorisi who has been writing a regular column for many years. LCDR (Ret) Chip Lancaster, our technical advisor, writes an article in almost every issue. Anniversaries are also a time to reminisce and CAPT (Ret) Vince Secades’s article in this issue highlights the NHA founders. Without their collective initiative, there would be no Naval Helicopter Association.

As noted on previous pages, CAPT Curtis Shaub has turned over the NHA President to CDR Peter Brennan, Commanding Offi cer HSC-3. Curtis was also previously NHA Region 1 President and brought great energy, enthusiasm, and leadership to NHA . Best wishes to Curtis in his new command as PHIBRON Commodore, and welcome aboard to Pete.

By the time you receive this issue the Symposium will be upon us. I’m excited about holding it in Norfolk at the Marriott, our fi rst time there. The city of Norfolk has accomplished a lot cleaning up and revitalizing the down town area. HSCWLNT at NS Norfolk is the largest helicopter wing in the Navy and it is growing with squadrons moving from NAS Jacksonville and new construction to house them. I want to thank CDR Greg Wilson and LT Paula Langille in advance for their Symposium Committee leadership and all the members of the Symposium Committee.

Consolidated Membership Report

Year Mar 2007 Mar 20081 year 922 9132 year “nugget” 550 5543 year 671 7115 year 429 456Other* 22 116Total 2,594 2,750* Commands and corporate

Military Membership Mar 2007 Mar 2008 Active Duty & Reserve 1,969 1,912 Retired 349 414


A View From The Labs... Supporting The Fleet

By CAPT George Galdorisi, USN (Ret)

Naval Helicopter Association Rotor Review: 100th IssueNaval Helicopter Aviation:

Yesterday, Today, and Tomorrow

Your Rotor Review staff was kind enough to give me column space in this 100th

issue (can you believe it – 100 issues!) of our premier professional magazine. They suggested I write a column that addressed naval helicopter history – but others far-more-qualifi ed than me – especially founding members of NHA and the Naval Helicopter Historical Society will take on that task in this and other issues.

I did want to address the theme “yesterday, today, and tomorrow” as a jumping-off point in this 100th issue. That’s easy to do since February 2008 represents an infl ection point in naval helicopter aviation and is a month that lends itself to thinking about – and celebrating – our naval helicopter heritage and our unlimited future.

Early in February, HSM-41 skipper Captain Curtis Shaub and his team of amazing professionals organized a 25th anniversary of the founding of HSL-41/HSM-41 that was, by any measure, best of breed. They managed to hunt down many of HSL-41’s plank owners as well as the overwhelming majority of former skippers. It was a splendid event that marked the rite of passage from a naval helicopter fl eet featuring over a dozen types of helicopters – many of them quite old and defi nitely tired – to the fl eet of Seahawk-class helicopters we have today and will have in the future.

February 2008 a lso marked the passing of one of the helicopter community’s true pioneers, Frank Piasecki. Along with Igor Sikorsky and Arthur Young, Frank Piasecki was one of a handful of pioneers who started this community literally from scratch and enabled it to grow into what it is today less than seven decades after he made the fi rst fl ight in the PV-2 on April 11, 1943. Were it not for the grit and

perseverance, as well as the dreams, of these early pioneers – in the face of what can only be described as seemingly insurmountable odds – there wouldn’t bethe naval helicopter community that we know today.

Those of you reading this article who are in your fi rst or second tours in the community can be forgiven for not knowing that this success was never a forgone conclusion. “Back in the day” when Mr. Piasecki hitched his PV-2 behind his Studebaker to tow it to Washington DC to show the War Department what his helicopter could do, even that simple act fl irted with disaster as the wheels on his fl ying machine had no bearings and rapidly heated and he had to stop the car every 10 to 15 minutes to pour water on the wheels to cool them off. But he persevered.

Half a world away, an event far from the major theaters of the war would advance helicopter aviation as a major military capability. On April 25 and 26, 1944, Army Air Corps pilot Carter Harmon, fl ying a Sikorsky YR-4 Hoverfl yhelicopter, lifted three wounded British soldiers and an American pilot to safety near Taro in northern Burma. But it was a very near thing.

The fi rst Hoverfl y brought into theater crashed on the fi rst test fl ight after it was assembled, killing the pilot, Burt Powell. When Carter Harmon launched on his mission to rescue the four “friendlies” the YR-4 was so underpowered he could haul only one man out at a time. Even at that, the mission was nearly a disaster as Harmon’s engine overheated and seized after he had rescued the fi rst two men. He was forced to wait until the next day, when the engine had cooled suffi ciently to attempt a restart, to rescue the two remaining men.

Fast-forward four decades to the establishment of HSL-41 in January 1983. The helicopter community was not

quite “out of the woods” yet. Among that small cadre of pilots who found themselves together in San Diego that month, I don’t think there was one of us who, if he himself hadn’t had at least one naval helicopter fail out from under him and crash, then at least had one former squadronmate who had been injured – or worse – crashing a failing helicopter.

With that as our individual and collective background I vividly recall establishment commanding officer Mike O’Connor (Seahawk “One-One) gathering all of us together days before the establishment ceremony and telling us; “This community is on the bubble. LAMPS Mk III is a very near thing. One or two crashes, a few mission failures, and this community will be nothing but a bad memory.”

Fast-forward a quarter century and that brings us to today. As the Navy transitions from the SH-60B, SH-60F, and HH-60H helicopters to the MH-60R and MH-60S fl eet – and as the Marine Corps and Coast Guard make similar transitions – naval helicopter aviation is no longer “a very near thing,” that helicopter aviation writ large was “back in the day.” No one expects to fail. No one expects to crash. We are fl ying, safe, mature, state-of-the-art helicopters.

But as a community we can’t rest on our laurels. A massive fl eet of well over 500 MH-60Rs and MH-60Ss will be delivered to the Navy over the next decade or so. These superb helicopters won’t fail us – but we need to ensure that as we look towards the helicopters that will be delivered to the Navy over the next several decades we don’t build in mission failure by forgetting to plan for and demand a “portfolio” of helicopter assets that will ensure mission success over the spectrum of naval, joint and coalition operations in peace and in war.

You are the best. Fly the best. Mission failure is not an option.


Fo

cu

s The Genesis Of The Naval Helicopter AssociationArticle By CAPT Vincent C. Secades, USN (Ret.)Photos courtesy of the NHHS Archives

The best way to be ready for the future is to create it. John Sculley

This apothegm, attributed to the former CEO of APPLE Computers, could not be more fi ttingly applied than to the twelve pioneers

who created the Naval Helicopter Association. This is their story.

The concept of rotary-wing vertical fl ight is as old as the famous Leonardo da Vince notebooks and

drawings originated in the early sixteenth century. However, the development of fixed-wing aircraft has preceded and greatly outpaced that of helicopters. To a young naval aviator, beginning a career fl ying the modern, powerful, sophisticated, multi-mission capable helicopters we have today, it must be very diffi cult to envision the time, just half a century ago, when the gap between fi xed-wing and rotary-wing aviation was truly astronomical. At a time when airplanes, propelled by powerful turbojet engines, were breaking the sound barrier and fl ying to the very edge of space, helicopters, in contrast, were rudimentary machines, very fragile, poorly instrumented, day-VFR-only capable, grossly underpowered by piston engines sometimes adapted from other applications, like Army tanks.

This chasm between airplane and helicopter capabilities permeated the naval aviation community like water suffusing through a sponge. Career paths, job assignments, command and promotion opportunities, all reflected the abyss that existed in the tactical applications of airplanes and helicopters. This state of affairs was also refl ected in the naval aviation advocacy organizations. The fi xed-wing community enjoyed the support of several such organizations. The Tailhook Association, with its very popular annual Las Vegas conventions, and the Association of Naval Aviation (ANA), with a signifi cant lobbying presence in Washington, were the two most infl uential organizations performing a very important job educating the public and our national leaders on the importance of naval aviation to our national defense, and promoting its technical development. In contrast, the naval helicopter community lacked any such advocacy organization. In the summer of 1971, a group of twelve rotary-wing professionals, one civilian and eleven naval offi cers, four in active duty and seven retired, embarked in a quest to correct that defi ciency.

Until that year, the reunions of naval helicopter professionals had been very informal. The helicopter pilots serving with the squadrons based at the then Naval Auxiliary Air Station (NAAS) Ream Field and in local staffs had been holding annual informal gatherings, which were mainly social events, opportunities to fraternize and exchange stories and ideas. Since the fi rst West Coast Navy helicopter squadron was established in 1948, this group arbitrarily numbered

its reunions starting with number one that year. Thus, their 1971 reunion, held on 29 January at the recently redesignated NAS Imperial Beach, was their “24th Reunion.” This reunion was a bigger affair than usual. A group of helicopter pilots working in Washington, D.C., came to inform local pilots on ongoing projects. They addressed a spellbound audience in the station’s auditorium. In one of the hangars, corporate participants constructed display booths. They manned the booths and offered suitable handouts. Static displays of helos and equipment were set up. They drew a good crowd.

Later that year, a small group of offi cers, lead by Mark Starr and Al Monahan, discussed the idea of creating an organization and formalizing their reunions into annual conventions. They invited a number of other offi cers in the helo community to join in the effort. Of the many invited, a few responded. Twelve men, our twelve pioneers, met at their fi rst formal meeting on 2 November 1971 in the West Room of the Offi cers Club at NAS Imperial Beach. This meeting was the seminal event in the creation of the Navy Helicopter Association.

Who were these twelve farsighted pioneers who, moved by the force of a vision, took upon themselves the task of creating a Navy Helicopter advocacy organization that would be as prestigious and infl uential as those organizations supporting the fi xed-wing community, if not more?

CAPT Alfred E. Monahan was born and raised in Northern Idaho. During the buildup that followed the Japanese attack on Pearl Harbor, he volunteered for naval service. He joined the Navy in July 1942. He completed fl ight training and received his commission in September 1943 at NAS Corpus Christi, Texas. He served in the Pacifi c theater while attached

to VC-84, fl ying the F6F Hellcat. He covered the Allied landings in Northern Philippines, Iwo Jima, and Okinawa. During his service in the Pacifi c, he earned two Distinguished Flying Crosses, seven Air Medals, and numerous other citations. After the war, he qualifi ed as Landing Signal Offi cer (LSO) and served with several air groups in the Pacifi c. A tour as fl ight instructor in Pensacola followed. There he trained students on carrier landings. In 1950 he received helicopter fl ight training at the Army/Air Force Helicopter Training Unit, Waco, Texas. His Navy Helicopter Pilot designation is # 250. He saw action in Korea while serving with HU-2, embarked aboard

Continued on page 9

the naval aviation advocacy organizations. The fi xed-wing community enjoyed the support of several such organizations. The Tailhook Association, with its very popular annual Las Vegas conventions, and the Association of Naval Aviation (ANA), with a signifi cant lobbying presence in Washington, were the two most infl uential organizations performing a very important job educating the public and our national leaders on the importance of naval aviation to our national defense, and promoting its technical development. In contrast, the naval helicopter community lacked any such advocacy organization.

born and raised in Northern Idaho. During the buildup that followed the Japanese attack on Pearl Harbor, he volunteered for naval service. He joined the Navy in July 1942. He completed fl ight training and received his commission in September 1943 at NAS Corpus Christi, Texas. He served in the Pacifi c theater while attached

to VC-84, fl ying the F6F Hellcat. He covered the Allied


Continued on page 10

Focus: The Genesis Of The Naval Helicopter Association

USS Leyte (CV-32). He commanded HS-4, HS-10, and Antisubmarine Carrier Air Group 51. He was COMFAIR San Diego Staff Operations Offi cer, USS Bennington (CVS-20) Operations Offi cer, and ASWG-3 Staff Operations Offi cer. He retired in February 1971. A distinguished looking man with a sharp, at times wry sense of humor, a sagacious thinker whose carefully chosen words always carry great weight, he was the natural leader of this group.

CAPT Mark R Starr was born in Boston, Massachusetts, on 05 November 1923. He enlisted in the Navy in 1942, and entered fl ight training in 1943 as an aviation cadet. He was commissioned and designated a Naval Aviator in October 1945. Next, he served tours with VC-4 and VF-14. In 1948 Mark underwent helicopter

training with USAF Training Group 3585 at San Marcos AFB, Texas. His Navy Helicopter Pilot designation number is 121. Here is a pioneer among pioneers! Subsequently, he served in HU-2, Lakehurst, N.J., HTU-1, Ellyson Field, FL., and HS-4 at Ream Field, CA. He is a graduate of the General Line School at Monterey, CA., the University of Southern California, and the Naval War College. He reported to HS-6 in March 1962 and served as Operations Offi cer, Executive Offi cer, and Commanding Offi cer. He assumed command of HS-10 in January 1965. He was Commander of Antisubmarine Carrier Air Group 51, and Flag Secretary to COMCARDIV-15. He served as Operations Offi cer and Executive Offi cer of USS Yorktown (CVS-10). A tour in the Offi ce of the Chief Of Naval Operations, OP-3, followed. He returned to San Diego in 1971 to serve with the Staff, COMASWWINGPAC. A very dynamic individual, unafraid to make decisions and bestir their implementation, he was the driving force in the creation of NHA.

CAPT Alvin F. Emig was born on 4 October 1920 in Shepard, Ohio. He grew up in Gahanna, Ohio. He attended Ohio State University before joining the Navy shortly after the Japanese attack on Pearl Harbor. After completing fl ight training he was assigned to VB-19 embarked on USS Lexington (CV-16). He was awarded

the Navy Cross, the second highest sea service award, for his extraordinary heroism while fl ying dive bombers on 5 November 1944 against enemy shipping over Manila Bay, Philippines. After a tour at NAS Patuxent River, MD, he received helicopter training in Pensacola in 1952. Service in the Korean Theater followed. He is a graduate of the Naval War College. He reported to HS-8 in January 1958 as the XO, and assumed command in January 1959. He served tours at NAS Glenview, Illinois, the Philadelphia Naval Base, and Washington, D.C. He was Commander of Antisubmarine Carrier Air Group 51. His last tour was in the Staff of COMNAVAIRPAC. He retired in 1973, after 30 years of military service.

Mr. Harold Nachlin was born in the Bronx, New York, on 25 October 1918. He grew up, completed high school, and attended college in New York City. He studied aircraft maintenance at the Roosevelt Aviation School, and earned his Aircraft & Engine Mechanic license in September 1943. In November of that year he went to work for

Sikorsky Aircraft as crew chief in R-4 helicopters being built for the U.S. Army. He worked in the early military and civilian applications of the R-5A, HO3S, and HO4S helos. In October 1949 he began service with the Field Service Department. He served in Venezuela, training Venezuelan Air Force personnel to maintain their R-5 helos. In July 1950 he was assigned to VMO-6, the observation squadron attached to the First Marine Brigade, fi ghting in Korea. In November 1950 he was transferred to COMFAIR Japan, making him available to all Navy and Marine helo units in the WESTPAC Theater. In November 1951 he was assigned to O&R North Island. In March 1954 he was temporarily assigned to the Indian Air Force, supporting their H-19 acquisition. In April 1955, back in San Diego, he was designated Western Area Supervisor, with ten fi eld technical representatives under his supervision. At the height of the Vietnam War he had 35 men working with Navy, Marine, Air Force, and Allied Air Forces in the Pacifi c. In 1971, in recognition of his vast knowledge and experience in helicopter engineering and maintenance, he was invited to join the NHA founding committee.

CDR Hugh F McLinden, Jr., was born in Maspeth, Long Island, N.Y., on March 22, 1920. He joined the Navy in September 1941 in the V-5 aviation cadet program. He completed fl ight training and was commissioned in October 1942. He fl ew dive bombers with VC-24, based in the Solomon Islands. A veteran of 26 combat missions, he received the Distinguished Flying Cross, six Air Medals, and numerous

other citations. After the war, he qualifi ed as Landing Signal Offi cer and performed LSO duties at sea until July 1950. Next, he completed helicopter fl ight training at Connolly AFB, Waco, Texas (Navy Helicopter Pilot designation number 312). Hugh then reported to HU-2, Lakehurst, NJ. From there he went to VX-1, Key West, FL., as senior pilot in the OPDEVFOR program to develop dipping sonar capabilities in the HO4S-1.

was born in Maspeth, Long Island, N.Y., on March 22, 1920. He joined the Navy in September 1941 in the V-5 aviation cadet program. He completed fl ight training and was commissioned in October 1942. He fl ew dive bombers with VC-24, based in the Solomon Islands. A veteran of 26 combat missions, he received the Distinguished Flying Cross, six Air Medals, and numerous

Continued from page 8


Focus: The Genesis Of The Naval Helicopter AssociationContinued on page 9


A tour with HS-3 followed. There he was the prime mover in putting the fi rst ASW helicopters on an ASW carrier for an operational exercise. He was also instrumental in putting the fi rst ASW helo detachment aboard an ASW carrier for deployment. He was Executive Offi cer of HS-6 in 1956, followed by duty with CARDIV-15, embarked on USS Princeton (CVS-37). After a tour as BUWEPS Representative at Boeing Vertol, Philadelphia, he went back to sea in the Staff of CARDIV-19 aboard USS Yorktown (CVS-10). His last tour was as Assistant Head of the Rotary Wing Section, BUWEPS, Washington, D.C. He retired in July 1965. After going back to school and obtaining a Masters and a Teaching Credential, Hugh launched his second career as a high school mathematics teacher in Chula Vista, CA. Yet, he remained very closely associated with the helo community for the rest of his life.

CDR Walter “Smoky” Staight was born in Fort Wayne, Indiana on 8 February 1921. He joined the Navy in1942. After completing fl ight training he served as a ferry pilot in the Naval Air Ferry Command until 1945. He was a fl ight instructor in Pensacola in the early 1950s. During his tour in Pensacola he received helicopter fl ight training. It was there that he was nicknamed “Smoky.”

Upon returning from a forest fi re observation fl ight, his squadron mates detected the smoky aroma about him. They began to call him “Smoky.” He liked the sobriquet, and it stuck with him for the rest of his life. After Pensacola he moved to NAS Agana, Guam, where he fl ew search and rescue. Next came a tour with HU-1. He deployed to the Antarctic aboard the icebreaker USS Staten Island (AGB-5). A shore tour at NAS Grosse Ile, Michigan, followed. He was the Offi cer in Charge of the Naval Recruiting Center in Western New York, and the CO of the Naval Reserve Training Center in Houston, Texas. His last tour was with the Staff of the Commandant, Eleventh Naval District, San Diego. He retired from active duty in 1969. A very gregarious person, with an open, friendly visage and a full head of white hair, he was loved by all who knew him. He remained actively involved with the naval helicopter community, as attested by his role in the creation of NHA.

Richard Walloch was born in Tomahawk, Wisconsin. He grew up in the Milwaukee area. After his High School graduation in 1942, he enlisted in the Navy’s V-5 aviation cadet program. After completing that program and subsequent training in the PV-2 Harpoon medium bomber, he was assigned to Kaneohe, Hawaii in May 1945. The day he was scheduled to be

transferred to Okinawa for combat duty, 15 August 1945, the Japanese capitulated. In November 1945 he was released from active duty and transferred to the ready reserve. He was recalled into active service in January 1952, and sent

to Pensacola as a fl ight instructor. Assigned to Ellyson Field, Richard completed helicopter training in June 1953 (designation number 1631). In May 1954 he reported to HU-1 at Ream Field. His fi rst assignment was aboard the icebreaker USS Burton Island (AGB-1) deployed to the North Pole. His next assignment was as Offi cer in Charge of the helo detachment embarked on USS Hancock (CVA-19) deployed to WESTPAC. The 5th of December 1955, while flying near the carrier, his HUP suffered a control failure and crashed into the sea. Richard suffered a serious back injury. After surgery and a long convalescence, being unable to remain in fl ying status, the Navy discharged him in May 1957. Although he was a LCDR, he had not accrued the 20 years of active duty required to be able to retire with pay. It is a measure of the man that, although he had every reason to feel bitter about his lot in the Navy, he remained engaged with the helo community and continued to participate in its social gatherings and other activities, including the founding of NHA.

CDR Philip W. Nicholasis a native of Southeastern Kansas, where he was raised in a dairy farm. From an early age aircraft fascinated him. A very gregarious young man, he enlisted in the Navy’s V-5 aviation cadet program on 3 June 1942. He completed Lighter-than-Air training and received his commission in July 1943. Two years fl ying blimp ASW patrols off the West Coast followed. He went back to flight training in July 1945,

and completed the multiengine pipeline in March 1947. His next assignment was with VP-7 fl ying the P2V Neptune. In 1950 he returned to Pensacola as a fl ight instructor. There he transitioned to helicopters. He then served with HS-3 at NAF Weeksville, N.C., fl ying the HO4S in the ASW role. After a staff tour in Norfolk, General Line School in Monterey, and Armed Forces Staff College back in Norfolk, he was assigned to the Naval Ordnance Test Station at NAF China Lake, CA. He assumed command of HS-4 in August 1960. Under his leadership, HS-4 demonstrated the HSS1-N night sonar dipping operational capabilities, becoming the fi rst HS squadron to become 24-hours mission ready. After a tour in the staff of

in Tomahawk, Wisconsin. He grew up in the Milwaukee area. After his High School graduation in 1942, he enlisted in the Navy’s V-5 aviation cadet program. After completing that program and subsequent training in the PV-2 assigned to Kaneohe, Hawaii in May 1945. The day he was scheduled to be

transferred to Okinawa for combat duty, 15 August 1945, the

program and subsequent training in the

CDR Walter “Smoky” Staightborn in Fort Wayne, Indiana on 8 February 1921. He joined the Navy in1942. After completing fl ight training he served as a ferry pilot in the Naval Air Ferry Command until 1945. He was a fl ight instructor in Pensacola in the early 1950s. During his tour in Pensacola he received helicopter fl ight training. It was there that he was nicknamed “Smoky.”

Upon returning from a forest fi re observation fl ight, his

CDR Walter “Smoky” StaightCDR Walter “Smoky” Staightborn in Fort Wayne, Indiana on 8 February 1921. He joined the Navy in1942. After completing fl ight training he served as a ferry pilot in the Naval Air Ferry Command until 1945. He was a fl ight instructor in Pensacola in the early 1950s. During his tour in Pensacola he received helicopter fl ight training. It was there that he was nicknamed “Smoky.”

is a native of Southeastern Kansas, where he was raised in a dairy farm. From an early age aircraft fascinated him. A very gregarious young man, he enlisted in the Navy’s V-5 aviation cadet program on 3 June 1942. He completed Lighter-than-Air training and received his commission in July 1943. Two years fl ying blimp ASW patrols off the West Coast followed. He went back to flight training in July 1945,

CAPT Monahan presenting the 1972 Pilot of the Year award to LT Steve Milner with Mrs. Milner at his side.



Continued to page 12

the Naval Postgraduate School, Monterey, CA., he retired in August 1966. One of the very few members of the rare breed of naval aviators who had ASW operational tours in blimps, airplanes, and helicopters, he has remained actively engaged with the helo community in the San Diego area.

CDR Donald J. Hayes was born in Brooklyn, New York on 8 February 1924. A slim, quiet man with a steeled character behind an easy smile, he started his naval career in December1942. He completed fl ight training in October 1945. By then the war had ended. He was transferred to the reserves. In 1952 he was recalled to active duty. After refresher fl ight training, he was assigned to VU-2, NAS

Quonset Point, R.I., fl ying various fi xed-wing aircraft. After tours with the Bureau of Aeronautics and NAS Guantanamo Bay, in early 1961 he transitioned to helicopters. After a short stint with NASA, he served with HS-4, was XO and CO of HS-2, and CO of HS-10. During his HS-2 tour, he pioneered helo in-fl ight refueling from destroyers at sea, and the use of cabin-mounted fuel tanks to extend the range and endurance of search and rescue missions. Under his leadership, HS-2 earned the Navy Unit Citation for its performance while conducting combat search and rescue operations over enemy territory in Vietnam. He was Operations Offi cer and XO of USS Iwo Jima(LPH-2). While serving on the staff of COMFAIR San Diego, the worsening of an old back injury forced him to retire in June 1971. His helicopter experience included the H-13, H-19, H-34, and H-3.

CAPT Charles B. Smiley is a native of Oklahoma City, OK. He entered the naval service in 1952. After completing fl ight training, he served a tour in VP-19 fl ying the P2V Neptune. In 1960 he received helicopter training. A tour with HS-8 followed. He participated in the development of helicopter ASW tactics, including night operations. In

1962 he was selected as the initial Helicopter Exchange Pilot with the Royal Australian Navy. There, he assisted in the introduction of the fi rst turbine powered helicopters operated by the RAN. He assumed command of HS-4 in September 1969. During his HS-4 tour the squadron performed the at-sea recovery of the spacecraft crews in the fi rst fi ve Apollo Lunar missions, with Chuck as Prime Recovery Pilot for the Apollo 10 and 13 missions. In 1971 the Commander, Naval Air Forces Pacifi c nominated him for the Harmon Trophy, the international trophy awarded annually to world’s outstanding aviators. In January 1972 he became CO of HS-10. A soft-spoken, unassuming individual of average height and build, nothing else is average in this extraordinarily capable organizer and inspiring leader.

CAPT Joseph M. Purtell is a native of Brooklyn, New York. A physically powerful man with a bright mind and a commanding presence, he completed the NROTC program at Holy Cross College and was commissioned in 1954. After completing fl ight training he served a tour with VX-6 during Operation Deep Freeze in the Antarctic. He was sent to Ellyson

Field, Pensacola, for helicopter fl ight training. Back at VX-6, based at Little America V, the U.S. Antarctic outpost, he fl ew the HRS-1 and HUS-1L helos, and the UC-1 Otter airplane. Next, he served with VU-4 fl ying the HUS helo, and JD-1 (B-26) and F9F-8 airplanes. He earned a Masters degree in Financial Management at the Naval Postgraduate School, Monterey, California. His fi rst payback tour was with the Bureau of Naval Weapons, Washington, D.C., in the Budget and Plans Division. He returned to sea duty with HS-5, fl ying the SH-3A off several aircraft carriers operating in the Atlantic and the Mediterranean. He moved up to be Operations Offi cer with Carrier Air Group 54. After attending the Naval War College, Newport, R.I., he came to the West Coast. He was XO and then CO of HS-2, and became CO of HS-10 in January 1971.

CDR H. Vernon Pepperwas born in San Diego, California, in 1922. A big young man with a stern countenance, in 1942 he enlisted in the Navy’s V-5 aviation cadet program. He completed his fl ight training in March 1945. His fi rst assignment was fl ying the F4F Wildcat with VC-92, based at NAF Point Mugu, Oxnard,

CA. He saw action in Korea, fl ying 67 combat missions in F9F Panthers while attached to VF-781, embarked aboard USS Bon Homme Richard (CV-31). During this tour, he earned the Distinguished Flying Cross and three Air Medals. In 1954 he received helicopter fl ight training at Ellyson fi eld, Pensacola. A tour with HU-1, at NAAS Ream Field followed. His next tour was as Assistant Operations Offi cer on the Staff of Utility Wing Service Force, Pacifi c. He was then assigned to HS-5, NAS Quonset Point, R.I. He deployed aboard USS Lake Champlain (CVS-39) fl ying the SH-34J. He reported to HS-11, Ream Field, in 1961 as XO, and assumed command in July of 1962. During his command, the squadron deployed aboard USS Wasp (CVS-18). He became CO of HS-10 in August of 1963. A tour as Operations Offi cer, USS Valley Forge (LPH-8) followed. His next tour was with the Staff, Chief of Naval Air Technical Training, Memphis, Tennessee. He was assigned next to OPNAV (OP-56) in Washington, D.C. His last tour was in NAVAIRSYSCOM as Project Offi cer in the X22 Program. He retired in April 1968. He went to work for Sikorsky Aircraft in Stratford, Connecticut. He kept in close contact with the helicopter community in San Diego. When invited to participate in the creation of NHA, he eagerly accepted and frequently commuted to San Diego to participate in the meetings and to

Brooklyn, New York on 8 February 1924. A slim, quiet man with a steeled character behind an easy smile, he started his naval career in December1942. He completed fl ight training in October 1945. By then the war had ended. He was transferred to the reserves. In 1952 he was recalled to active duty. After refresher fl ight training, he was assigned to VU-2, NAS

Quonset Point, R.I., fl ying various fi xed-wing aircraft. After tours with the Bureau of Aeronautics and NAS Guantanamo

is a native of Oklahoma City, OK. He entered the naval service in 1952. After completing fl ight training, he served a tour in VP-19 fl ying the P2V 1960 he received helicopter training. A tour with HS-8 followed. He participated in the development of helicopter ASW tactics, including night operations. In

1962 he was selected as the initial Helicopter Exchange Pilot

was born in San Diego, California, in 1922. A big young man with a stern countenance, in 1942 he enlisted in the Navy’s V-5 aviation cadet program. He completed his fl ight training in March 1945. His fi rst assignment was fl ying the F4F based at NAF Point Mugu, Oxnard,

CA. He saw action in Korea, fl ying 67 combat missions in Panthers while attached to VF-781, embarked aboard USS

and became CO of HS-10 in January 1971.

Navy’s V-5 aviation cadet program.

based at NAF Point Mugu, Oxnard,

a native of Brooklyn, New York. A physically powerful man with a bright mind and a commanding presence, he completed the NROTC program at Holy Cross College and was commissioned in 1954. After completing fl ight training he served a tour with VX-6 during Operation Deep Freeze in the Antarctic. He was sent to Ellyson

Field, Pensacola, for helicopter fl ight training. Back at VX-6, based at Little America V

physically powerful man with a bright mind





contribute all he could. These twelve men came together at that

historic November meeting and decided to do something about the failure of the Navy’s officer corps in general, and the aviation community in particular, to recognize the untapped potential of the helicopter in naval operations. They decided that an association should be established to carry out their objectives, with membership opened to all persons willing to support those objectives. They envisioned this association to be an active duty organization, with the retired members providing support and assistance.

The twelve founders created a Board of Trustees for the emerging association, with themselves as the initial members. They approved the set of by-laws previously drafted. These by-laws established the classifications of membership. Membership would be by registration, with an accompanying fee of one dollar, this figure subject to future adjustments by the Board of Trustees. Furthermore, this registration was for life. The grumbles from the early members when this provision was later changed to an annual membership fee can still be heard! CAPT Alfred Monahan was elected the first National President of the Association.

CAPT Mark Starr wrote the first NHA Mission Statement, to wit: “The Navy Helicopter Association is a nonprofit Navy-wide professional and social organization whose purpose is to provide recognition and to enhance the prestige of the U. S. Navy helicopter community, promote the use of helicopters in the U. S. Navy, keep the members informed of new developments and accomplishments, and to meet socially with members of the Association.” Here lay the challenge. These men were convinced to the core of their souls that helicopters had capabilities far beyond what had been recognized by the Navy hierarchy. And they had the prophetic vision to foresee the tremendous potential of helicopters in naval warfare. But, how could they convey this knowledge and this vision to a skeptical and even inimical Navy hierarchy?

They agreed that their annual reunions needed to be elevated to full-fledged professional conventions, not just occasions to socialize and have fun. Professionalism would be the core of their conventions. They would be “Symposiums” where industry and professional organizations would have the opportunity to display exhibits and present professional papers on their products and advances in technology. An effort would be made to gain the attention of the Navy’s power structure and attract the participation of its members. Additionally, the involvement of wives and other female members would be solicited and encouraged, and events promoted for their participation.

They decided to establish a set of awards to provide recognition for the professional accomplishments and superior performance of the officers and enlisted of the naval helicopter forces.

They decided to schedule the 25th reunion, which would be the First NHA Annual Symposium, for the week

of 11 March 1972. Each of the twelve founders contributed twenty-five dollars to establish the initial working capital for the Association. They established a committee to plan, organize, and manage the Symposium. CDR Don Hayes was named Committee Chairman. Don and his committee immediately started the Symposium planning. They mailed out 200 survey questionnaires to members of the helo community to solicit their ideas and subjections. They also sent a call for professional papers in trade journals and in company newspapers. The response from the aerospace industry was overwhelming. Although the Symposium was held at the Town and Country Hotel Convention Hall, Don Hayes ran out of wall space to accommodate the panoply of industry exhibits to be displayed. Frank Piasecki, founder of the Piasecki Aircraft Corporation, and one of the great pioneers in the design and development of helicopters, was the principal guest speaker. Two other great helicopter design pioneers, Charles Kaman, and Sergei Sikorsky, the son of the legendary Igor Sikorsky, also attended the Symposium. All the helicopter squadrons in the area held a general stand down to allow their personnel to attend the Safety Symposium. About 500 people attended the event. VADM Paul H. Ramsey USN (Ret.) presented the first NHA Lifetime Service Award to CAPT Frank Erickson, USCG (Ret.) before a capacity crowd. NHA was on its way!

CAPT Mark Starr succeeded CAPT Alfred Monahan as National President in 1973. Don Hayes assembled a staff of volunteers. They helped him and his committee to organize and run the Symposium in 1973 and in following years. With each passing year, the Symposiums became bigger and better. The exhibits were moved to a huge room for which the contractors paid enough to offset some of the overall cost of the Symposium.

The rest is history. NHA was incorporated as a nonprofit professional organization in California in 1978. Its activities grew and multiplied. Its prestige continuously increased. Congressman Bob Wilson, the powerful Chairman of the House Armed Forces Committee, a most important man in the affairs of the Department of Defense, was the guest speaker at the 1978 Symposium. His appearance captured the attention of the Navy hierarchy. NHA was realizing the dream


The first NHA Membership Card



of its founders. Their message was being heard.The Marine Corps and Coast Guard rotary wing

communities were included under the NHA umbrella from its beginning. Changing the Association’s name from “Navy Helicopter” to “Naval Helicopter” in 1987 formally recognized this fact.

Many of the founders continued to serve the Association and the helicopter community in various capacities. Don Hayes chaired the Symposiums in 1977 and 1978. After incorporation, he was elected to the Board of Directors. In 1980 he was elected Chairman of the Board. He is a recipient of the NHA Distinguished Service Award. He is a member of the Board of Directors and the Treasurer of the Naval Helicopter Historical Society (NHHS).

Al Monahan received the NHA Lifetime Service Award in 1973.

Mark Starr took command of FASOTRAGRUPAC in June 1974. He retired from active duty in 1976 after 34 years of service. After his retirement he served in the Board of Directors of the San Diego Aerospace Museum. In 1977 he became President of the Museum. When the Museum was destroyed by fi re in 1978, Mark Starr provided the leadership needed to rebuild a bigger and better Museum. He continued to serve in the Museum Board until 1985.

Chuck Smiley’s last active duty assignment was as Chief of Staff, COMASWWINGPAC. He was the NHA National President in 1975. He received the NHA Lifetime Service Award in 2003. He was the Founding President of NHHS. He is also a Member of the Founders Circle and Board of Directors of the San Diego Aircraft Carrier Museum (USS Midway).

Joe Purtell, after tours with USS New Orleans (LPH-11) and COMFAIRSD, went to NAVAIRSYSCOM as head of the Rotary Wing Design Branch. There he played a vital role in the design of the CH-53E, H-46 fi berglass rotor blades, SH-3H weight reduction program, AH-1T and Hellfi re missile integration, and perhaps the most portentous helicopter program of our era, the LAMPS MK-III weapons system. After a tour as CO of NAS Jacksonville, CAPT Purtell returned to NAVAIR as LAMPS MK-III Program Manager. He retired from the Navy the same day the entire LAMPS MK-III system was declared operational, 30 June 1984.

Hugh McLinden served in the Board of Trustees of NHA and was Vice President of its Scholarship Fund. He also served as Director and Historian of NHHS.

Harry Nachlin remained in his job as Sikorsky Aircraft Western Area Supervisor until his retirement in June 1977. He served in the Board of Trustees of NHA. He also served as a member of the Board of Directors of NHHS.

Phil Nicholas served as NHA Secretary and Treasurer until he left San Diego temporarily in 1973.

Where have these remarkable men gone? Eight of the twelve are still with us. Of those eight, Joe Purtell retired in Jacksonville, Florida. The other seven are retired in the San


Diego metropolitan area. Four have passed away. Mark Starr died on 01 January 1995. He and his

wife Pat, who from the beginning was an ardent supporter of NHA, are buried at Fort Rosecrans National Cemetery, Point Loma, San Diego, CA. To honor the memory of this legendary leader in the naval helicopter community, NHHS created the ‘Mark Starr Pioneer Award,’ which is presented annually to the individual, organization, or group that makes a major contribution to naval helicopter history.

Walter “Smoky” Staight died on 28 June 1998. He and Anna Mary, his wife of more than fi fty years, are also buried at Fort Rosecrans National Cemetery.

Al Emig died on 28 September 2001. He is buried in the Miffl in Township Cemetery, Franklin County, Ohio.

Hugh McLinden died on 30 August 2002. He is buried at Fort Rosecrans National Cemetery.

The naval helicopter community has come a long way since its humble beginnings. Modern helicopters are formidable fi ghting machines that play vital offensive and defensive roles in war at sea and on land. Today, helicopter pilots command aircraft carriers and naval task forces. The ranks of helicopter pilots who achieve fl ag rank continue to swell. We may not have achieved parity with the “Go Fast” c o m m u n i t y yet, but we are heading in the right direction. NHA has played, and will continue to play an important role promoting these advances. The present generation of naval aviators walks on the shoulders of the generations that preceded it, fi rst and foremost the early pioneers. The NHA founders, the twelve visionaries who endeavored to create a better future for our community shall always occupy a niche of honor in the rolls of those pioneers.

(The photo above) CDR McLinden fl ying the Hiller Flying Platform on April 6, 1955 during one of its operational tests.


Focus

When a sea story is retold by those who were not the primary participants the story often takes on mythical proportions.

Through the 1970’s and early ‘80’s I heard my story told by others at NHA, Fly Navy West conventions and even in the “I” Bar. I thought it had finally died from its, from my view, un-inspirational events. Just a few months ago I overheard an advisor for Rotor Review, re-tell the story and before thinking I blurted out that was me. Maybe there is a story, so I will tell our story and mine.

Our story started in the early 1960’s in South Vietnam with sending U.S. Army advisors to train the South Vietnam’s Army. 1968 was a tumultuous year with the assassination of Dr. Martin Luther King, the perceived U. S. failure during North Vietnam’s Te t O f f e n s i v e , Robert Kennedy’s assassination, U.S. a n d w o r l d w i d e boisterous public opinion against the war, the on again off again Paris Peace Talks and I got my Army draft notice. President Johnson’s failures regarding the war and the riotous anti-war demonstrations during the Chicago Democratic Convention caused Johnson to withdraw from the Democratic ticket. Richard Nixon became president based on promises of withdrawing from Vietnam and changing the draft from one of deferments to a lottery system.

In May of 1969 President Nixon and South Vietnam’s President Nguyen Van Thieu met on Midway Island and agreed to U.S. troop removals and the South becoming responsible for their security. President Nixon established the lottery draft system in December 1969. Now, by merely going to college you, were no longer granted a deferment from the draft. Lower numbered lottery draws were being drafted. The President appointed National Security Advisor Henry Kissinger to head our Paris Peace Talk delegation. U.S. troop withdrawals began and the U. S. air war campaign focused primarily on South Vietnam and supply routes into the South.

In March 1972 the peace talks were stuck and at a standoff. Both nations were brokering for a better deal. With young draftable men chanting “Hell no I won’t go,” and U.S. and worldwide public opinion demanding, “Get out,” the media

was having a field day with the Nixon’s failures. American troop reductions had been on going and South Vietnam’s army had taken a greater responsibility for their security, albeit, not a reliableone. With North Vietnam embolden, the Peoples Army of Vietnam invaded the South. This invasion was the biggest invasion since the Chinese crossed the Yalu into Korea. The North would push this invasion south through October 1972. This full-scale invasion was a radical departure from previous North Vietnamese offensives. The North upped the ante and President Nixon was forced to raise the bid.

President Nixon’s administration realized that the South was in serious trouble, and we were at risk of

losing the war and our troops in the South. He and Kissinger had to force the North back to the peace table in Paris. The National Command Authority and DoD realized the center of gravity was truly North Vietnam and an aerial bombing campaign of the North began in ea rnes t reaching a high point with the Christmas bombings (Operation Linebacker II). We on station realized that finally the “junk yard

dogs were being turned lose.” The Navy responded by sending more carriers and the Air Force increased their numbers in Thailand and Guam. During the summer of 1972 I remember five CVA’s on Yankee station (Tonkin Gulf Yacht Club): USS Kitty Hawk, Constellation, America, Midway and Oriskany. Air strikes in North Vietnam were ratcheted up to an unprecedented level.

This is where my part of the story starts. I was a LTJG, embarked in USS Kitty Hawk with HC-1 DET-1. We were a four SH-3G Sea King detachment supporting the “Hawk” with PG, PMC, utility missions and all Navy helos were tasked with over water SAR. Each of the CVA’s had HC-1 or HC-2 detachments on them, the support ships had CH-46’s and the newly established HSL community had SH-2’s on some of the destroyers. HC-7, the “Big Mothers” flying HH-3’s, tasked with North SAR along the near shore and overland. The “Big Mother’s” were embarked on whatever ships they fit on that were north of the DMZ.

LTJG Yesensky and his Sea King aboard the USS Kitty Hawk.


MEDEVAC’d In My Own HeloArticle and Photo by CAPT. D. A. Yesensky, USN( Ret)


Focus: MEDEVAC’d In My Own HeloContinued from page 14

On a fall day in October my aircraft commander, LT. Norm Lang, and I were on a log run from Yankee Station to provide parts, mail and cargo to some of the surface combatants on PIRAZ (Positive Identifi cation Radar Advisory) station. This was usually a fl ight greater then 100 nm as Yankee Station was established to keep the CVA’s well south of the North’s airfi elds. Our briefi ng highlighted that there would be a lot of BLUE air activity bombing the North. Strikes coming from the carriers could exceed over 100 strike aircraft at any one time. The PIRAZ ships would be busy. Our fi rst stop was USS Long Beach (CGN-9), call sign “Red Crown,” as they were the PIRAZ ship established about 25 nm from the mouth of the Red River. PIRAZ ships were responsible for a whole plethora of missions: communications control platform, air intercept of enemy aircraft, SAM warnings, ingress and egress of strike aircraft, SAR over water/over land, border warnings, tanking and the list goes on. Norm and I listened to the war on many different nets as we fl ew north.

The HC-7 “Big Mother’s” had taken several stations just off the North Vietnamese coast and the strike birds were going in heavy and coming out “Winchester”. The rest of naval rotary wing assets were covering SAR in the remainder of the Tonkin Gulf. It was very good day for Naval Aviation.

About 60 miles north of Yankee Station we had just over fl own either Chinese or Vietnamese fi shing junks when I was suddenly shocked with an intensive pain in my lower back. At fi rst I thought one of the boats had taken a pot shot and gotten lucky. But there was no evidence of that happening. The pain increased to the level of intolerable. I was doubled over and incapacitated. Norm declared an emergency and Red Crown gave us a steer to Long Beach 40 miles away. We were fl ying into a very busy and intensive area with a casualty--me; but, it was too far back to the carriers.

By the time we got to Long Beach I was in and out of it. I do not remember the landing. I was curled into a fetal ball and it took several deck hands to remove me from the cockpit and work me down the ladder to medical. In medical the doc started the morphine, the Vietnam cure all. At fi rst it did nothing and I accused him of hitting me with a placebo. Then the morphine magic hit…wow.

While my care was going on, Norm was turning alone and fouling the one available landing spot off the coast. The nearby “Big Mother’s” were needing fuel, another helo was inbound and the scramble was on. Sending the “Big Mother’s” to other surface ships for fuel would take them too far from station and draw our SAR forces away from where they were needed, not an acceptable plan. The good day for Naval Aviation was slipping.

I could hear my helo turning on deck. Knowing that it was fouling the deck I told the Doc he was magic and I was better and ready to go fl y. The Doc kept getting phone calls and I knew that they were pressing him to do something. Red Crown wanted our helo off Long Beach’s deck. I tried to convince the Doc that we were slowing the war effort and endangering lives… “Let me go fl y Doc.” Finally someone convinced Doc

the helo had to get off the deck. They had found a non-current SH-2 helo pilot on the staff and were dressing him out in my gear. I was loaded into a stokes litter, with attached IV’s and tossed into the back of my Sea King like so much baggage. A corpsman joined us. Once airborne and during the fl ight back the air war settled down, I am told, and we got back to punishing the North. During the fl ight back the pain started its intensive attack on me again. The corpsman told me sorry I was at the max dose for morphine. After a few days recovering in Kitty Hawk’s sickbay my condition had signifi cantly improved. I was back fl ying again in a week.

For one small moment in time the war slowed for a MEDEVAC patient. Many professionals turned up that extra effort to ensure the care of one of our own. Mine was not a combat wound, nothing glorious here. A mere kidney stone felled this warrior. I have had to hear this story told by others and suffer in silence. That “Hooky Took” pilot enabled us to get out of Dodge and open the deck. As Paul Harvey would say, “and that is the rest of the story.”

The greatness of this nation, Navy and helo community was truly demonstrated to me that day. Since then every MEDEVAC has gotten my full attention.

A side note, in 1969 when I told my father, a Navy fi ghter pilot, that I had selected helos he said, “What? That is not a career path, they have few captains, you might as well go back to Idaho and raise potatoes!” Our NHA Founders had a simple vision to further the naval rotary wing community from the backwater to the crest of a formitable wave. During my 36 years as an NHA member and Trustee I have watched us successfully work to that goal. We helicopter pilots and NHA, on the anniversary of our one-hundredth copy or Rotor Review, has achieved that vision. I am told that over 40% of 1310’s are helo pilots. One of today’s active duty JO’s will be writing in the two hundredth issue of even great accomplishments for our community. Congratulations to each of us, NHA and Rotor Review.

CAPT. D. A. Yesensky, USN (Ret) was an instructor at the Naval War College and is currently a simulator and tactics instructor for the SH-60F/H and MH-60S with HS-10 and HSC-3.

for our community. Congratulations to each of us, NHA and .


Focus


Unavoidably, time erases all memory. There were times, early in the development of helicopters as military platforms, when every

mission, no matter how simple it might have appeared, was fraught with incertitude and danger. The story told here, related to me by CAPT Alfred E. Monahan, USN (Ret.), a venerable pioneer in the annals of naval helicopter aviation history, reminds us of those times. It teaches our young naval aviators how different and diffi cult was the lot of the early helicopter pilots, and how far we have come since those days. In the fall of 1950 LT Al Monahan was the Offi cer in Charge of a HU-2 Detachment embarked on USS Leyte (CV-32), steaming in the Sea of Japan. The carrier was conducting combat operations in support of the Korean War effort. Al was fl ying the Sikorsky HO3S-1. This helo carried a crew of two, the pilot centrally seated in the front, and the rescue hoist operator seated behind the pilot. With no automatic stabilization equipment of any kind, fl ying this bird demanded constant pilot attention to all four controls, cyclic, collective, pedals, and twist-grip throttle. The cyclic particularly, if let loose, would swing around following the main rotor rotation, the helo rapidly going out of control. Powered by a Pratt & Whitney R-985 radial engine rated at 450 hp, the underpowered helo cruised at about 60 knots. The 13th of October of that year, a bleak and wintry day, Al was fl ying his helo in the planeguard pattern on the starboard side of the carrier. The ship was launching an air strike targeted at some bridges in North Korea. The embarked Air Wing included a mix of jets and propeller driven aircraft, including F4U Corsairs. The jets were catapulted off the deck. But the Corsairs were deck launched, like in the old WW II days. A Corsair, fully loaded with ordnance, stalled at the end of its deck launch run. As Corsairs tended to do upon stalling, it rolled on its back and hit the water in an inverted nose-down position. Al immediately headed toward the crash site while alerting his crewman, AN Daniel G. Cherry. As the carrier glided ominously close by, Al and his crewman looked for the pilot, but could not see him. The brisk, cold wind, around 30 knots, was kicking a storm of whitecaps on the choppy metal-gray sea under a leaden sky. They had begun to fear that the pilot might not have been able to egress the fast sinking Corsair when they saw his head pop to the surface. Al came to a hover over him while Airman Cherry lowered the hoist cable with the horse collar sling attached. Looking to his left and down, Al could see the pilot in the water. He seemed in great distress. Al could see that the pilot was bleeding profusely from a big gash in his forehead. There was no energy left in him to reach for the sling and get in it correctly. It soon became obvious that he would not be able to do it without assistance.

Al was confronted with a grave dilemma. He could let the injured pilot continue to struggle until his ordeal ended, one way or another. Or he could direct his crewman to jump in the

water and assist the distressed survivor, in which case Al would have to operate the hoist from his cyclic switch while trying to maintain a steady hover over the survivor. More importantly, only one man could be hoisted back up. Therefore, Al’s crewman would have to stay in the water until he himself was rescued, and the Corsair pilot would have to hang in the sling on the left side of the helo during the ride back to the carrier. Al knew what he had to do. He had to take every action within his power to try to save the life of the man in the water. Al Monahan maneuvered his helo to a low hover and Airman Cherry jumped in the water. He assisted the Corsair pilot to get in the sling correctly. Al hoisted the pilot up to the side of the helo and pushed out a one-man raft before he broke hover. In the interim, the carrier had continued steaming into the wind launching aircraft. By then, she was more than a mile ahead of Al’s position.

While en route to the carrier Al observed that the Corsair pilot was badly shaken and wasn’t thinking clearly. Instead of keeping his arms down, he was reaching up, trying to grasp the upper part of the horse collar. This was the worst thing he could do. He could slide off the sling and fall back in the water. Again, Al faced a serious predicament. If he fl ew faster to expedite reaching the safety of the carrier, and the survivor fell back unto the sea at high speed, he might not survive the water impact. If Al fl ew slower, the survivor might not hold on to the sling long enough to make it to the ship. Furthermore, the realization that, if the Corsair pilot would fall back in the water, there was very little that Al could do to save his life, heightened the level of anxiety of the anguishing situation. Al continued inbound at about forty knots. Time seemed to slow down to a crawl. Al was getting closer to the ship’s fantail, but he could see the survivor sliding, barely able to hang on to the sling. As the helo crossed the ramp, the Corsair pilot fi nally lost his grip on the sling and dropped to the fl ight deck, very close

A Rescue At Sea Circa 1950Article By CAPT Vincent C. Secades, USN (Ret.)

HO3S Dragonfl y evacuting the wounded from the front off the coast of Korea to USS Consolation (AH 15) January 1952.


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Focus: A Rescue At Sea Circa 1950

to the edge. Medical personnel immediately rushed in, put the injured pilot in a stretcher and carried him away. When Al landed, the detachment Chief Petty Offi cer was waiting to climb aboard. They were immediately cleared to take off again and go back to recover Airman Cherry from the angry sea. Al had fi gured that the planeguard destroyer would have put the whaleboat in the water and sent it to assist Airman Cherry. But that didn’t happen. The destroyer had continued keeping station behind the carrier as if nothing had happened. The carrier and her escorts were now more than two miles from where young Daniel waited to be rescued from the clutches of a hostile and unforgiving sea. Al fl ew back to the area as fast as the old Dragonfl y could safely go. He expected to be able to spot his crewman easily, fl oating in the one-man raft. But, when he arrived in the area, he couldn’t see Daniel or the raft. Unknown to Al, when Airman Cherry had pulled the lanyard, the raft had failed to infl ate and had soon been swept away. Not only that, but his life vest had also partly failed. Only one side of it had partially infl ated.

Al and his Chief frantically scanned the area, but could only see a forlorn vastness of whitecaps in the immense expanse of forbidding water. A horrible apprehension began to grip Al’s gut. The sea was cold, and hypothermia would soon set in. The image of his young crewman, lost at sea, cold, lonely, and afraid began to carve a pernicious nest in his brain.

Airman Cherry had vanished. A dreadful thought kept invading Al’s mind. Had

he sent this young man to a slow, agonizing death in this watery grave? He kept crisscrossing the area, frantically searching for his crewman. And then he saw a head, just inches above the turbulent surface of the procellous sea. Oh…what a relief!

What followed was anticlimactic. Al and his Chief were able to pluck Airman Cherry off the water without undue difficulties. The Chief pulled the dripping wet, shivering cold, and exhausted, but unharmed air crewman into the cabin, and Al returned safely to the carrier.

He learned that the Corsair pilot, Ensign Edward J. Tuma, had suffered a severe head injury. He later had to be evacuated to Japan, where he underwent surgery to insert a metal plate in his forehead. Al was shaken by this close call and wanted to do something to lessen the danger posed by such a scenario. He was talking to his roommate about the need to be able to keep the rescue air crewman attached to the hoist cable while assisting a survivor in the water. To leave the crewman behind, especially if long distances were involved, was unacceptable. His roommate, who had served with the mine forces before becoming an aviator, told him that he could use a come-along. What is a come-along? Asked Al. They went to the Boatswain locker and found a small come-along that could grip the hoist cable and provide another point of




Focus

Aviation Working GreensA Historical Perspective

Article By LT Casey Bates, USN

This being the 100th edition of Rotor Review, and being 101 years since Paul Cornu fl ew his helicopter in France, later perfected by

Piasecki, Sikorsky or Bell depending on your personal taste, provides an excellent opportunity to look at another historical artifact that is deeply involved with the history of Naval Aviation.

Aviation Working Greens were arguably the fi rst “Flight Suit” that were originally an adaptation of Choker Whites back in the early days when aviation training was at Annapolis. Many of the early Aviators wore civilian clothing similar to what was worn by civilian pilots at the time. The Commandant of the Naval Academy, who’s command they fell under at the time, required all offi cers to wear the uniform of the day, regardless of what they were doing. The early airplanes slung grease, oil, and dirt all over the place, including on their pilots and aircrew. This sounds an awful lot like many modern helicopters to me. As the uniform of the day was nominally Dress White, you can see how this would destroy uniforms in short order. The early aviators had chokers cut from green cloth, in an attempt to hide the stains for grease and oil, while still providing a sharp appearance to keep the Commandant happy. The exact date that Aviation Greens were fi rst worn has been hard to pin down, but they were in widespread use, and offi cially adopted by September 1917, and were worn by the crew of the NC-4 on its historical Atlantic crossing.

As uniform styles changed in the post WWI era, the Aviation Working Greens lost their choker style collar in 1922, in favor of being worn with an open collar, like the Dress Blue that had been changed to a double breasted design in 1919. At this time rank was shifted from being on shoulder boards to being black sleeve stripes with a black star or applicable staff device. They were also tailored looser than the Blue and White uniforms of the era, allowing greater mobility in the cockpit. This is essentially how Aviation Working Greens have remained to this day. Beginning in 1941, Chief Petty

Offi cers were authorized to wear the uniform, but with a rating badge vice stripes on the left sleeve. From searching historical archives, it can be seen that many aviators were winged in their AWGs, and they were worn as often as, if not more than, khakis which actually came into widespread use later than the AWG uniform.

Some of you may be asking, “If this is such a historical uniform, that is essentially Aviation-only, why have I never seen them?” It is really a combination of many factors that had led to the greens being a rarely seen item, even though they still are a legal uniform. The primary reason is that since the 1970s, they have been an optional uniform. Much like LT and below not having to own Mess-Dress, nobody has to buy them. Another factor is that with the relaxing of uniform standards to allow fl ight suits to be worn for more than just fl ying duties, the common use for AWGs went away. Some squadrons have made it more of a tradition than others, but many Aviators and Aircrew have never seen the uniform outside of a museum. The fi rst time I saw the uniform in person was when the Naval Aviation Schools Command CO wore them when I was at OCS.

After that, I never saw anyone else wear them until I was almost done at HT-8 and somebody’s father, a retired Commander, wore them to his son’s winging. I found out then that they were still a legal uniform, just uncommon. Being that the NEX no longer stocks AWG specifi c uniform items on the shelf, and they have been special order at least 10 years, many do not realize you can still get them. They can be special ordered from the NEX and Abbott’s but there is a wait, normally 2-5 months, as they make them in batches.

What the future holds for Aviation Working Green is unclear. They are currently slated to be phased out when the Naval Working Uniform is fi nished being introduced, but there have been a couple requests made to keep the Aviation Working Green around, perhaps as a service uniform.

attachment for the crewman. During the carrier’s next in-port period in Sasebo, Al tested the come-along with a crewman in the water several times. The system worked fi ne. He took pictures and sent them to the squadron in Lakehurst. Soon, other detachments began to adopt the idea. Airman Daniel G. Cherry was decorated for his gallant feat that saved the life of Ensign Tuma. As Al Monahan commented at the end of his narration with a facetious smile on his jovial face, “Yeah, those were the good old days!” It wasn’t until the Navy began to adopt the HO4S (H-19) for the search and rescue role in the mid-1950s that it

fi nally had a helo that could carry a complete search and rescue fl ight crew, pilot, copilot, hoist operator, and rescue swimmer. Thenceforth the rescue at sea mission, until then laden with danger to both, rescuees and rescuers, became safer and easier to handle. danger to both, rescuees and rescuers, became safer and easier



FocusFocus


The 100th edition of Rotor Review fi nds HSC-2 looking back 60 years to the genesis of its summons. The Fleet Angels

were formed with the decommissioning of Helicopter Development Squadron THREE (VS-3) in Lakehurst, New Jersey on April 1, 1948. Helicopter Utility Squadron ONE and TWO each wore the name Fleet Angels proudly for seventeen years. In July of 1965, HU-2 was re-designated as Helicopter Combat Support Squadron TWO (HC-2) and became a squadron of noteworthy accomplishments. Before decommissioning on September 30, 1977, the Fleet Angels recorded 2,318 rescues. The Fleet Angel history is embellished by its many Navy fi rsts: fi rst MEDEVAC, fi rst blimp rescue, fi rst all-weather day/night detachment, fi rst night Doppler rescue and fi rst night full autorotation to a fl ight deck. Following the Mercury 6 mission on February 20, 1962, LtCol John Glenn was transported from the recovery ship USS Noa to USS Randolph by a Fleet Angel. Furthermore, in 1949, HC-2 developed the fi rst standardized fl ight procedures for helicopters. After nearly 10 years of living only in the memory of combat support pilots and aircrew, HC-2 was born again. April 1, 1987 saw the reemergence of a new HC-2, the Circuit Riders. The newly established squadron unifi ed the combat support elements of HM-12, HC-6 and HS-1 fl ying the SH-3A/G and soon after adopted the name Fleet Angels in tribute to their predecessors. In a quick return to excellence, HC-2 was awarded the Battle E and a Meritorious Unit Commendation after their fi rst full year of operations. These Fleet Angels would go on to serve in support of Operation Desert Storm, Desert Shield and Iraqi Freedom, providing service to the fl eet as the Detachment TWO “Desert Ducks” based in Manama, Bahrain and Detachment ONE “Ghost Riders” based in Naples, Italy. DET TWO provided COMFIFTHFLT (C5F) a forward deployed logistics and SAR element through September of 2005 eventually being replaced by the Desert Hawks of HSC-26. DET ONE provided COMSIXFLT (C6F) executive transport services and combat support ashore

from Naples, Italy and on board USS LaSalle until being replaced by the Chargers of HSC-28 in November of 2005.

The Fleet Angels acquired their current role of being a Fleet Replacement Squadron in October of 1996. This dual functioning role of operational squadron and fleet replacement squadron was an exceptional occurrence in Naval Aviation. 2005 saw HC-2 transition from the venerable SH-3 Sea King to the technologically advanced MH-60S Knight Hawk. While the ruggedness and versatility of the Sea King has been diffi cult to live without, the increased mission capabilities of the MH-60S cannot be denied.

On January 1, 2006, the squadron took its current name, Helicopter Sea Combat Squadron TWO (HSC-2), becoming the Atlantic Fleet’s largest MH-60S squadron consisting of 475 active duty personnel supporting 11 total aircraft. A merging of talents from

A Squadron Looks At 60Article by LT Jack Parker, USN

HSC-2 conducts the last VERTREP and DLQ training onboard USNS Spica before her decommissioning. Photo courtesy of HSC-2 Public Affairs.


Rotor Review # 100 Winter ‘08 20Rotor Review # 100 Winter ‘08 20

the HS, HM and HC communities, HSC-2 plays a key role in delivering both current and future warfare capabilities to the fl eet. In addition to maintaining critical mission skill sets such as Vertical Replenishment (VERTREP), beginning this year, Fleet Angels will be utilized to transition Organic Airborne Mine Countermeasure (OAMCM) mission systems from test stages to being a fl eet wide operational capability. As a result, Mine Countermeasures will soon be available to the battle group in a matter of hours where they once were forced to wait days. Along with being pioneers of MH-60S OAMCM, HSC-2 is also preparing to deliver Armed Helicopter (AH) training to the Atlantic Fleet, bringing yet another tactical dimension to the HSC community.

HC-2 transits the Suez Canal aboard USS Little Rock. Photo courtesy of HSC-2 Public Affairs.

Aircrewmen earn their wings at HSC-2 conducting SAR jumps in Willoughby Bay. Photo courtesy of HSC-2 Public Affairs.

Focus: A Squadron Looks At 60


The squadron’s role has changed many times over, but HSC-2’s high level of importance to the fl eet has remained steadfast. Being able to operate safely in an ever changing environment is the earned pride of every Fleet Angel for the last sixty years. Built on a longstanding reputation of safety and professionalism, the Fleet Angels earned the CNO’s Aviation Safety Award for calendar years 2006, 1991, 1990, 1969, 1968 and 1961. This fundamental insistence on safety and pursuit of excellence is what will enable the squadron to succeed for another sixty years of superior naval service.


Focus:

End of the Stingray EraArticle By LTJG Todd Vorenkamp, USCG

The United States Coast Guard’s return of their MH-68A Stingray helicopters to Agusta Aerospace Corporation mark the end of an era

for the USCG’s Jacksonville, FL based Helicopter Interdiction Squadron (HITRON).

The last USCG MH-68A fl ew to Wilmington, DE on 27 January 2008. The Coast Guard leased eight Agusta 109E Power helicopters from the company to spearhead the airborne use of force (AUF) mission. The Agustas were leased after a proof-of-concept period in which the Coast Guard operated the MH-90, a version of the MD Helicopter’s 900 Explorer.

Navy test pilots established shipboard landing limitations for the new aircraft and the Navy’s Surface Warfare Center certifi ed the machine gun weapons system and sniper rifl e for airborne use.

The Coast Guard’s HITRON is the country’s only law enforcement unit trained and authorized to use AUF. HITRON’s two primary missions are interception and interdiction of high-speed waterborne vessels suspected of carrying illegal contraband and narcotics as well as ports, waterways, and coastal security (PWCS).

To accomplish these missions, the leased Stingray’s mission equipment included a rescue hoist, emergency fl oats, .50-caliber sniper rifl e, M240 machine gun, night vision goggles, FLIR, Light Eye, and NightSun searchlight, a fully integrated avionics suite, HUD, and GPS moving map. The aircraft were powered by two FADEC-equipped Pratt & Whitney Canada turboshaft engines.

AUF missions had the Stingray crews intercepting the “go-fast” boats and using the machine gun to place

warning shots across the bow of the vessel. If the vessel does not stop after the warning shots have been fi red, the Coast Guard crew can use the sniper rifl e to disable the vessel by sending .50 caliber rounds into its engine compartment. Once the vessel is stopped, the aircraft will remain on-scene until a Coast Guard boarding team arrives and detains the suspects and their cargo.

The helicopter’s tour of duty with the Coast Guard has been a resounding success. In slightly more than six years, the MH-68A has completed 125 deployments resulting in the seizure of 126 “go-fast” boats. Coast Guard crews logged over 19,000 hours of fl ight time in the Stingray. These intercepts have netted 314,500 pounds of illegal narcotics bound for the United States and led to the apprehension of 465 smugglers.

The street value of the seizures is nearly $8,700,000,000. That is Billion…with a “B.”

Domestically, the MH-68A was used to conduct armed patrols over political conventions, the G8 Summit, and oil terminals in Valdez, Alaska among other operations.

HITRON is now operating the MH-65C Dolphin helicopter in the AUF and PWCS missions.

Thanks to LTJG Mark Haines, USCG and LTJG Chad Eckhardt, USCG for compiling the

information for this report.

Two HITRON's, the Coast Guard's latest drug enforcement weapon, are out on patrol aiding in port security over St. John's river. USCG photo by PA3 Dana Warr

HITRON is now operating the MH-65C helicopter in the AUF and PWCS missions.


LONG LIVE THE Sea KINGArticle by LTJG Todd Vorenkamp, USCG


Focus

It is said that the Bell UH-1 Huey is the iconic symbol of the Vietnam War. People envision a parade of dark green UH-1 Huey helicopters

assaulting a landing zone as they “whop-whop” into view from the top of a lush green forested ridgeline in the distance.

The iconic image of the “naval helicopter” is, in my opinion, undisputed. Only one image comes to mind; that of a boat-hulled, sponsor wielding, super-sized, twin-turbined helicopter called the Sea King.

The Sikorsky H-3 Sea King is the quintessential naval helicopter.

I am not a Sea King expert. In fact, the development and history of the Sea King is so diverse that it poses a challenge to any aviation historian who dares to study it. From its early days in the service of the United States Navy, to its world-record breaking performances, to its presence as a fi xture on the White House lawn, to license built versions by Westland and Agusta and Mitsubishi, to heroic missions as a “Jolly Green Giant” in the jungles of Southeast Asia, to North Sea oil rig fl ights, to daring SAR missions on the coasts of many

nations, to the Falkland Islands, to the Desert Ducks, to service in the militaries and coast guards of Argentina, Australia, Belgium, Brazil, Canada, Denmark, Egypt, Germany, India, Indonesia, Iran, Iraq, Ireland, Israel, Italy, Japan, Malaysia, Norway, Pakistan, Peru, Qatar, Saudi Arabia, Spain, Thailand, Venezuela, and the United Kingdom, to intrepid sorties in a version called the “Pelican,” to distinguished service in almost every global confl ict since the Korean War, to stealing the screen in numerous Hollywood movies, the Sea King continues to live a full life excelling in every mission it has been tasked to perform.

Very few people describe the Sea King as “beautiful” or “sexy.” Such accolades are rarely given to helicopters. Praise is usually reserved for fl ying machines such as the Concorde and the Lockheed Constellation and other craft that have universal aesthetic appeal. I proclaim that the Sea King is sexy and beautiful. Sexy and beautiful because it is purpose built with few compromises. With its boat hull,

SH-3G on a wet ramp ready to go.Photo taken by LTJG Todd Vorenkamp, USCG


Sea King LegacyArticle by LCDR Chip Lancaster, USN (Ret)

There it is again, the president stepping off

of Marine One onto the White House lawn.

My beloved fi rst fl eet aircraft, the venerable

Sikorsky H-3 Sea King, delivering yet another president safely

home. How many was that now? Kennedy to Bush-two, 9

presidents over a period of almost 50 years! I’m impressed by

the Sea King’s legacy, but there’s more, much more. Before we

can get into the rest of it, you need to know some background

about the genius behind it all.

“To invent a fl ying machine is little; to make it fl y

is everything.”, so it was said to Igor Ivanovich Sikorsky

(1889-1972) by aviation pioneers while he was visiting Paris

in 1909 to watch them demonstrate their machines in his youth. It was this philosophy coupled with a dream of fl ight that he

had had since he was a young boy that prompted him to build

his fi rst fl ying machine. He returned to his native Russia with

a 25 hp Anzani motorcycle engine that he had bought during

that trip. Those pioneers also told young Igor not to waste his

time on trying to build a helicopter, that the fi xed wing airplane

was the way to go.

Undeterred, Igor returned to his home in Kiev, Russia

to build his dream machine (see “He Had A Dream” RR

number 87 fall ‘04). A vertical fl ight vehicle was what he was

determined to build; something that would land and takeoff

straight up, hover and dart about in any direction, this was the

machine for him and he would not be put off. In the summer

of 1909, he had completed his helicopter which he designated

Focus: LONG LIVE THE Sea KING


tall cabin, stabilizing sponsons, retractable landing gear, greenhouse-like cockpit, impressive stance, and an intangible, yet unmistakable, powerful presence the Sea King looks damn good to me.

Flying the Sea King was pure pleasure. Unmatched visibility, respectable power, comfortable speed, light and precise control feel, spacious cockpit, and comfortable seats made stepping up the air stairs for a fl ight a great experience. There was something about arriving at an air show or at a school playground landing zone in this behemoth that you cannot accurately explain. The H-3 had presence! You could see the effects of this in the faces of the crowds surrounding the helicopter wherever it went.

A few years ago there was a fl ood of “last H-3 fl ight” press releases from HC-2, VC-8, HC-85, Whidbey SAR,

and others proclaiming the end of the Sea King’s service. I forwarded one to a friend who fl ew the King at HC-2. His emailed reply, “Don’t bother me until they retire Marine One.”

So, as Rotor Review remembers the United States Navy service of the Sea King we should realize that there are many Sikorsky S-61s still fl ying all over the world, doing the tough missions, transporting the President of the United States, fl ying troops into combat, searching for submarines, fi ghting fi res, landing on oil rigs, providing airborne early-warning services, landing on ships, saving lives, and doing everythingone can ask of a helicopter that has been performing brilliantly since its fi rst fl ight on March 11, 1959.

There is only one King. Long live the Sea King!

Sea Kings on the ramp at Imperial Beach, CA Photo courtesy of NHA Archives

Igor Sikorsky and his H-2 in Russia in 1910. Photo courtesy of the Sikorsky Family Archives.



the H-1. It was a coaxial machine which he cranked to life.

The motor sputtered and smoked and the blades turned but

unfortunately the little Anazani was just not powerful enough

to get his 450 lb H-1 into the air.

Disappointed, but not deterred, Igor went back to his

shop and in the spring of 1910 rolled out his H-2. Lighter and

with improved blade technology but with the same Anazani

engine, the H-2 actually managed to inch its way into the air,

but not with a pilot sitting in it. The extra weight of a pilot

was a whole new proposition and beyond the technology of the

time. His vertical fl ight dream machine would have to wait.

So it was to the fi xed-wing airplane that he went,

and with gusto. He designed a series of technology pushing

machines by the time he was 28 years old and

before getting pushed out of his homeland

by contrary political forces. Airplanes that

included the world’s fi rst multi-engine and

the fi rst four-engined aircraft and a series of

single engine to multi-engine fi ghters and

bombers that saw Russia through WWI.

In less than nine years he had produced 29

aircraft models from his H-1 and H-2 through

27 fi xed-wing models S-1 to S-27. All of

which he could fl y, having taught himself

to do so. That would be quite a feat for a

major aircraft company let alone one young

man who’s education consisted of spending

three years at, but not graduating from, the Imperial Russian

Naval Academy in general studies, studying engineering for a

year in Paris and spending two years at the Kiev Polytechnic

Institute to specialize in electrical engineering. His mechanical

and aeronautical knowledge was largely self-taught. Quite an

accomplishment indeed; and yes, that’s right, Igor Sikorsky

went to the Naval Academy.

In 1918, 28 year old Igor Sikorsky took his aviation

expertise and his dream to a new country to escape persecution

and certain death. He arrived one year later in New York City

with little more than a suit of clothes, $600, no friends or

business connections and virtually no ability in English. His

dream, however, was still intact and burning. A rough four

years later, following stints as an engineer for the Army Air

Service and as a math teacher in NYC, he sank his aviation

roots into American soil. With the encouragement of fellow

immigrants and especially the encouragement and help of

Russian Naval Aviator Lt. Victor Utgoff, Igor founded Sikorsky

Aero Engineering Corporation on a chicken farm in Roosevelt,

New York.

Igor Sikorsky, it turned out, was an innovator and

motivator of burning genius and not in the least dissuaded by

adverse situations or less than ideal conditions. With just $800

in capital and a crew of émigré talent from the old country

they went to work. Literally scavenging local junk yards and

dumps and working outside in the elements, they built his fi rst

aircraft in America. Just four years after arriving in a new

land, he rolled his S-29A over to nearby Roosevelt fi eld; S for

Sikorsky, 29 for his 29th fi xed-wing design and A for America.

This fi rst Sikorsky aircraft in America was not just some little

single engine pleasure craft, it was a twin

engine 14 passenger airliner.

The S-29 was a success earning him

the necessary funds and investor attention

to continue. Following relocation to

Stratford, Connecticut, Sikorsky Aviation

became a subsidiary of the United Aircraft

and Transport Corporation along with

Boeing Aircraft, Northrop, Stearman,

Chance Vought, Pratt & Whitney and the

Hamilton Standard Propeller Company.

In such company, Igor Sikorsky’s aviation

business and genius fl ourished. Specializing

in amphibious seaplanes, he designed the

twin engine S-30 seaplane light bomber through production of

the giant 4-engine S-42 boat-hulled airliner and larger still S

and VS-44 boat-hulled airliner and long range patrol bomber.

He built his aircraft for the military, the airmail and transport

service and was instrumental in the overseas and transoceanic

operations of Pan American Airways. Sikorsky fl ying boats

were literally all over the world.

The end of the 1930’s saw war spreading across the

globe and the end of the fl ying boat era. Now a subsidiary

of United Aircraft Corporation, it was 1938 and corporation

management was about to shut down Sikorsky Aviation. With

amazing foresight, the genius of Igor Sikorsky shined through to

overcome adversity yet again. Following the progress of rotary

wing technological advances in Europe, Igor convinced UAC

management that the era of the helicopter was fast approaching

and he and his design team were ready. If fact, he further stated

Focus: Sea King Legacy



engine 14 passenger airliner.

The S-29 was a success earning him

the necessary funds and investor attention

to continue. Following relocation to

Stratford, Connecticut, Sikorsky Aviation

became a subsidiary of the United Aircraft

and Transport Corporation along with

Boeing Aircraft, Northrop, Stearman,

Chance Vought, Pratt & Whitney and the Igor Sikorsky 1929 patent application for a boat-hulled autogyro Diagram courtesy of

Sikorsky Family Archives


that he and his team could build a prototype for about $30,000;

the profi ts from potential military contracts and opening a

new civil market would be enormous. Management liked the

sounds of that and so retained Sikorsky Aviation, funding Igor

Sikorsky’s dream of vertical fl ight.

With this approval and funding, Igor felt like a new

man. At age 49 he was literally starting over again, going into

a project that in his own words was, “to design a new type of

fl ying machine without knowing how to design it, then build

it without really knowing how to build it and then … test fl y it

without ever having fl own a helicopter before.” By the spring

of 1939, he had fi nalized his initial design for the VS-300; VS

for Vought-Sikorsky. His crew, already busy collecting the

necessary materials and tooling, was ready to go to work. By the

end of the summer the VS-300 was assembled. On September

14, 1939 it took to the air with 50 year old Igor Sikorsky at the

controls.

Over the next year and a half he and his team perfected

the design, control system and fl ight techniques to the point

where he was demonstrating it to both the public and the

military. The VS-300 was perfected, but not yet fi nalized, to the

point where Igor felt confi dent enough to teach others to fl y it,

including Charles Lindbergh, two Army Air Corps pilots and his

own company test pilot. It was perfected to the point where in

the summer of 1941 the company received its fi rst government

contract for the XR-4 which would be the Sikorsky S-48.

So it went, through WWII and Korea, the helicopter

concept was proven and improved. From Sikorsky models

S-48/R-4/HNS in 1943 to the S-55/HO4S/H-19 in 1951, the

helicopter continued to improve. In less than10 years it had

grown from a 200 hp, 2500 lb fabric covered machine barely

able to carry 2 people or 200 lb of cargo at 70 kt to a relative

behemoth 600 hp, 7200 lb all metal machine able to carry

12 people or 2000 lb of cargo at 90 kt. This growth would

accommodate new helicopter uses that were on the horizon

and fast approaching.

Following Korea, a new major threat arose with the

Cold War; the submarine. Submarines had become faster and

harder to fi nd. The need arose to detect this increasingly lethal

weapons system before it could get within effective striking

distance. Ships didn’t have the maneuverability or speed and

while fi xed-wing aircraft could strike at a great distance, they

lacked the loiter and detection ability afforded by a SONAR

device.

The helicopter seemed perfect for this warfare niche.

The S-55 had the cargo capacity to hold a dipping SONAR but

lacked the power and stabilization equipment necessary for the

mission. Sikorsky Aircraft, however, already had the answer

on the drawing board; its model S-58. A Navy contract was

let in 1952, the result of which was the HSS-1. With a fl eet

introduction in 1954, the HSS-1/H-34 was a 1500 hp, 14,000

lb machine able to carry 18 people or 3000 lb of cargo at 108

kt. Although twice the horse power of the HO4S, it was also

twice the weight and thus still power limited. The big plus of

the new airframe was increased cabin space for the dipping

SONAR, winch equipment, avionics and operators, as well

as fuselage hard points for torpedoes and better stabilization

equipment. However, still being power limited, it could only do

one aspect of the new ASW mission at a time; either detection

or attack but not both together.

During the mid-1950’s light weight, reliable gas

turbine engines became available offering the same power

output at a third of the weight of a comparable piston engine.

Coupling the helicopter with this new engine technology was

a natural progression. The new gas turbine engines greatly

excited Igor Sikorsky, still at the helm of Sikorsky Aviation.

He had his design staff couple the new engines together with

state of the art materials, aerodynamics and avionics and, I’m

sure to his great joy, his previous expertise in aircraft boat-

hull design. This new design would more than meet the Navy




Igor Sikorsky holding an early helicoper model. Photo courtesy of Sikorsky Family

Archives.


specifi cations for an ASW helicopter to replace the HSS-1: a

long range, high endurance gas turbine powered detect and

destroy vehicle with coupled approach and hover capability.

Additionally the helicopter had to have automatic blade fold.

As to whether the Navy requirement was for the helicopter to

be water landing, taxi and takeoff capable, I don’t know for

sure but I’m sure that Igor felt that ability would be a defi nite

plus for the mission. There is evidence of his desire to do this

from a patent that he applied for in 1929 coupling a rotary wing

system to one of his fl ying boat designs.

A Navy contract was let in 1957, with Sikorsky model

S-61 being rolled out to the test line for its fi rst fl ight in May of

1958. The S-61 was the world’s fi rst amphibious boat-hulled

helicopter, recalling the era of the great fl ying boats. The Navy

accepted it as the HSS-2 (changing to H-3 in 1962) in March of

1959, with fl eet introduction in June of 1961. The HSS-2/H-3

Sea King represented a new generation of rotary-wing vehicle.

With two jet engine inlets ominously perched atop the cockpit

and its high gloss sleek and futuristic looking all metal semi-

monocoque boat-hulled fuselage and sponsons with retractable

main mounts, it was indeed a beautiful machine. This beautiful

machine, however, meant business and was truly able to carry

out its ASW mission.

The Sea King’s two General Electric T-58’s, nominally

rated at 1250 hp each, gave it 2500 hp, representing about a 22%

increase in power to weight ratio over the H-34. Additionally,

its two engines gave it the increased reliability benefi t of

being able to return to the ship following an engine failure. Its

increased power and cabin capacity gave it the ability to carry 22

people or 6000 lb of cargo at speeds up to 140 kt. This allowed

for a single H-3 to more than meet its service requirement

of both detection and destruction of enemy submarines; and

with up to 5 hours worth of fuel, the necessary range and/or

endurance to complete the mission. An additional benefi t was

that in a stripped out version it was a superb SAR and logistics

aircraft, being able to conduct night or instrument over water

hoists or carry up to18 passengers or literally tons of mail and

cargo internally.

In addition to ASW, SAR and logistics, the H-3 was

used for many other jobs. In 1962 an RH variant was confi gured

for Aerial minesweeping, carrying out this mission until

replaced by the H-53. H-3s took part in astronaut recoveries

for Mercury, Gemini, Apollo and Skylab missions. CH variants

were equipped with rear cargo ramps for logistic support and

also performed in-fl ight drone recoveries. HH variants were

armed and armored and equipped with aerial refueling probes

and rear cargo ramps for combat SAR. In all of its missions,

the H-3 was combat tested and proven in confl icts world wide

including Vietnam, Granada, Falklands, Afghanistan, Iran and

Iraq.

The Navy was understandably proud of its new Sea

King and wasted no time in demonstrating it to the world and

any potential adversaries. In the 1960’s it broke all of the

helicopter world speed records from 192.9 mph in 1961 to

210.6 mph in 1962, being the fi rst helicopter to exceed 200

mph. It also established several time and distance records from

crossing the U. S. in 17 hours fl ight time in 1961 to 15 hours

51 minutes in 1964 to fl ying nonstop and unrefueled from San

Diego to Jacksonville, a distance of 2105 miles in 1965. These

record breaking events culminated in 1967 when two HH-3s

fl ew nonstop from New York City to Paris, a distance of 4271

miles in 31 hours with four aerial refuelings from KC-130s.

Other branches of the U. S. Military, foreign armed

forces and commercial civil helicopter operators world wide

took notice and were impressed. Sikorsky Aircraft was quick

to take advantage and fi ll the bill for all customers foreign




Sea King personnel hoist to the bow of a smallboy. Photo courtesy of NHA Archives.


An H-3 fl ying over the Golden Gate Bridge in San Francisco. Photo courtesy of NHA Archives.

and domestic. They insured that the S-61 was FAA civil

commercial certifi ed in 1960 and instrument certifi ed in 1964.

They produced S-61 variants to satisfy everyone’s needs both

civil and military.

S-61 models ranged from the CH and HH series for

the Air Force and Coast Guard to the UH, SH, RH and VH

series for the USN and USMC to the L and N series for the civil

market. Military users across the world included Argentina,

Australia, Brazil, Canada, Denmark, England, Germany, India,

Iran, Italy, Japan, Malaysia, Norway, Spain, and Venezuela.

Civil helicopter airline and transport services were established

in Chicago, Los Angeles, New York and San Francisco in the

United States as well as Australia, England, Greenland, Italy

and Pakistan overseas. S-61s were also built under license by

Augusta in Italy, Mitsubishi in Japan and Westland in England.

All together more than 1430 S-61 airframes were made and

used by more than 30 countries world wide, many hundreds of

which are still fl ying today, more than 50 years after the initial

design came off of the drafting table.

It was also used as a research platform to investigate

high speed helicopter fl ight. As the S-61F, it was equipped

with two 2750 pound thrust Pratt & Whitney turbojets on stub

wings in place of the sponsons. In 1965 it reached a speed of

242 mph. For all of you trivia buffs out there, variants of the

S-61 performed in more than 16 fi lms such as Top Gun, Apollo

13 and Titanic. Additionally it has been in numerous television

series, most recently The Unit and every episode of The West

Wing from 1999 to 2006.

Lessons learned from the S-61 programs were

instrumental in development of the contemporary S-65/H-53

Sea Stallion and later the S-70/H-60 Black/Sea/Jay/Pave and

Knighthawks as well as the R&D aircraft the S-67 Blackhawk

gunship and the S-69/XH-59 coaxial ABC (Advancing Blade

Concept) and into the future for the X-2 coaxial technology

demonstrator. In every sense, our beloved Sea King represents

at the very least a signifi cant stepping stone in a distinguished

lineage for the 21st century. One can only imagine what the

next 50 years will bring in terms of helicopter development,

but one can know that its roots were in the Sea King.

There’s one last thing to mention. Although the S-61

was initially built to meet military specifi cations, which is

not what Igor Sikorsky had envisioned for the helicopter, he

would be pleased to know that it has been used to rescue and

MEDEVAC many tens and perhaps even hundreds of thousands

of people over its life span. That is what he envisioned and

every aviator and aircrew who ever strapped on a Sea King is

part of that vision and that legacy.



Research Material:

The Sikorsky Legacy by Sergei SikorskyWhirlybirds by Jay SpenserUnited States Naval Aviation 1910-1995 by Roy Gross-nickThe Illustrated Encyclopedia of Helicopters by Giorgio ApostoloThe Aviation Fact File, Helicopters by Robert Jacksonwww.sikorskyarchives.com, website of Sikorsky Aircraft Corporationwww.fi .edu, website of The Franklin Institutewww.saratogamuseum.org, website of The USS Saratoga Museum Foundationwww.aviastar.org, website of All The World’s Rotorcraft by Maksimwww.uswarplanes.net, website of U. S. Warplanes by Simon Beck

The feature articles will continue on page 30


“Th

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Presidential Airlift In AfghanistanArticle by LT Matt Vernon, USN

Edited by LTJG Ryan M. Gero, USN


US Army/Navy Signs Five-Year Production Contract For UH-60 Helicopter, Potentially Worth $11.5 Billion

The message below was sent by HSC-3 Instructor Pilot LT Matt Vernon to fellow squadron mate and Instructor Pilot LT Nicolas Leclerc:

Nick,

What’s going on? Things here are very busy right now. I have two more fl ights with the MOI Dyncorp contractors to fi nish my local area familiarization fl ights and then next Monday or Tuesday I am going to

go through the Afghan Rotary Squadron’s training syllabus as a student so I can evaluate their current system. After that, I will have the required hours in model to be designated an MI-17 Instructor Pilot. At that point I will be putting them [the Afghan pilots] through my syllabus that looks remarkably like the HSC-3 training syllabus. It is a daunting task to teach guys with 6000 hours how to change their practices to have standards, CRM and ORM. The goal is to reestablish the derailed Presidential Airlift Squadron. So, in addition to all the fl ying I also spend many hours in meetings with the President’s personal protective service guys. It is exciting. I have learned to fl y an aircraft with almost no instruments lower to the ground than I would have thought I’d be comfortable doing. No more glass cockpit and ILS for me. I’ve gotten to shoot 7 NDBs in the Ukraine with the last three no kidding breaking out of the goo lower than I would feel safe doing back in the states. Let me know what else you need. Oh yeah the Navy team of 14 maintainers have made an awesome reputation for themselves as the guys that get things done quickly.

Thanks,

Matt

The U.S. Government and Sikorsky Aircraft Corp., on December 12, 2007, signed a fi ve-year, multi-service contract for 537

H-60 HAWK ™ helicopters to be delivered to the U.S. Army and U.S. Navy. Sikorsky is a United Technologies Corp. company.

The “Multi-Year VII” contract is a multi-service, multi-year contract with the U.S. Army and U.S. Navy for UH-60M Black Hawk, HH-60M MEDVAC, MH-60S Knighthawk and MH-60R Seahawk aircraft. It is the seventh contract for Sikorsky and the U.S. Government. The contract value for expected deliveries is approximately $7.4 billion

Press released by www.rotorhub.com

and includes options for an additional 263 aircraft, spares, and kits, with the total contract value potentially reaching $11.6 billion. Actual production quantities will be determined year-by-year over the life of the program based on funding allocations set by Congress and Pentagon acquisition priorities.

“The UH-60M and HH-60M helicopters will give the U.S. Army survivable, supportable Black Hawk helicopters with the latest rotor, propulsion, and cockpit technologies to enhance performance. Our MH-60S Knighthawk and MH-60R Seahawk helicopters give the U.S. Navy available, supportable



platforms that are ready for new mission systems,” said Sikorsky President Jeffrey Pino. “ This combination of proven, battle-worthy helicopters will provide our military with safe, rugged aircraft.” Under the terms of the contract, Sikorsky will provide technical guidance and on-site training to Army and Navy maintenance personnel.

With a new airframe, avionics and propulsion system, the UH-60M is the latest and most modern in a series of Black Hawk variants. The UH-60M provides additional payload and range, advance digital avionics, better handling qualities and situational awareness, active vibration control, improved survivability, and improved producibility.

The MH-60R was designed to support the U.S. Navy’s helicopter master plan and meet mission requirements for maritime dominance. The MH-60S compliments the mission

capabilities of the MH-60R by performing troop transport, airborne mine countermeasures, armed helicopter and naval special warfare support missions. The MH-60R and MH-60S helicopters share the common multi-function digital glass cockpit. The airframe and cockpit commonality between the two aircraft provide exceptional fl exibility of support, maintenance and training, yielding signifi cant savings.

Sikorsky Aircraft Corp., based in Stratford, CT., USA, is a world leader in helicopter design, manufacturing, and service. The company’s mission statement refl ects its long commitment to safety and innovation: “We pioneer fl ight solutions that bring people home everywhere…every time ™.” United Technologies Corp., based in Hartford, CT, USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.



CH-53K Initial Engine Parts MachinedPress Released by NAVAIR

First chips from newly machined parts of the Marine Corps’ new CH-53K heavy lift helicopter engine, the GE38-1B, were recently

showcased at an informal ceremony here.“First chips collected from the initial machining

operations to manufacture a GE38-1B power turbine disk for our fi rst CH-53K development test engine represent a tremendous achievement,” said Capt. Rick Muldoon, H-53 Heavy Lift Helicopters program manager. “Seeing actual metal from machined engine parts for the CH-53K is very exciting.”

In December 2006, Sikorsky Aircraft Corporation selected General Electric Aviation to provide the GE38-1B engine for the CH-53K.

Since contract award, the GE38 Engine Team, including members from GE, Sikorsky and Naval Air Systems Command have been designing parts and preparing to manufacture fi ve ground test engines and 20 fl ight test engines.

With 60 percent fewer parts than the T64 engine, which is currently being used on legacy H-53 helicopters, the GE38-1B will provide the CH-53K with increased fuel effi ciency.

The GE38-1B engine architecture, while similar to the T700 engine, is based on the GE27 technology demonstrator engine, the CFE738 commercial turbofan engine, and the T407

turboprop engine. The GE38-1B has a five-stage axial compressor

coupled with a single-stage centrifugal compressor, annular combustor, two-stage gas generator turbine, and three-stage power turbine with dual-channel full authority digital electronic control system with advanced health monitoring functions.

Approximately 6,000 hours of engine ground testing will begin in 2009 on the CH-53K’s GE38 engine. Engine ground testing is a critical element in the process to obtain fl ight clearance and approval for production

The CH-53K is in Systems Development and Demonstration with a program of record calling for 156 aircraft.

Press released by NAVAIR

provides a broad range of high technology products and support services to the aerospace and building systems industries.

CH-53K doing heavy lift operation with MH-60S Photo courtesy of NAVAIR


Fe

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Whidbey SAR Crew Trains In Mountains

Skiers and mountaineers would rise before dawn to enjoy this kind of view.

On a snowy mountaintop in the North Cascades foothills, white-frocked evergreens ascended rugged slopes. Drifting clouds obscured a gray-blue sky. The terrain was etched in dark and light forms.

The men in the Navy MH-60S Knighthawk helicopter that settled on the mountain weren’t there for the scenery. For Whidbey Island Naval Air Station’s Search and Rescue unit, the backcountry landing was all business. The trip into the mountains Wednesday was to help the sailors sharpen the skills needed to pluck injured hikers off mountaintops and to land in tight spots.

“You go places no one’s ever touched,” said Petty Offi cer 1st Class Lance Tanner, crew chief for the training. “You get out there on top of a mountain where no one’s ever been.”

The main job of Whidbey’s Search and Rescue unit, called SAR, is to stand ready when the air station’s EA-6B Prowlers are fl ying. The unit’s two helicopters and its 22 crew members — including pilots, rescue swimmers and medical technicians — also have other duties. They rescue injured people in the backcountry, help out during natural disasters or fi ll in for civilian air ambulances that are grounded by bad weather. The crews in the Navy SAR unit train about three times a week.

On Wednesday, a crew of six trained for several possible rescue scenarios. First, they fl ew a few miles east of Clear Lake to the area of Cultus and Haystack mountains, which are about 4,000 feet in elevation, and then back to Whidbey Island to continue refi ning their skills.

Near Lake Hancock, a large tidal lagoon on south Whidbey Island, Navy pilot Lt. James Udall used his radio to tell other crew members about two bald eagles perched in a tree and an otter swimming in the water.

To the right of Udall in the cockpit, Lt. James Thompson, the commander for Wednesday’s training mission, joshed: “Yeah, this is a tough job, but someone’s got to do it.”

Mountain landingsOn the mountaintop, the air was sharp and crisp with

the cold. By comparison, the 35-degree cabin temperature seemed, as Udall quipped, “balmy.” The crew wore heavy-duty fl eece, face masks and gloves, and seemed accustomed to working in the cold and a windchill driven by helicopter rotors.

While a Knighthawk helicopter seems as nimble as a cat compared to the Navy’s larger aircraft, it takes skill and teamwork to land a 10-ton aircraft on a ship’s deck or in a tree-lined canyon. “During a rescue landing, it’s the crew chief who calls the shots,” Thompson said.

On Wednesday, crew chief Tanner kept an eye on the right side of the helicopter, looking for obstacles behind and under the aircraft. Petty Offi cer 2nd Class Nicholas Tookenay, a rescue swimmer, and Petty Offi cer 1st Class Seth Von Borstel, a medical technician, took turns checking the left side.

Speaking through his helmet’s radio microphone, Tanner directed the pilot, telling him to fl y forward, descend or hold position above their landing site, or above the sailor who was to be “rescued.” When a crew member rappelled, Tanner

Article by Marta Murvosh and Photos by Scott TerrellSkagit Valley Herald


Hospital Corpsman Petty Offi cer 1st Class Seth Von Borstel prepares to rappel to the ground from the belly of a Knighthawk helicopter January 16, 2008 during a training exercise over south Whidbey

Island.

Mountain landings


Features: Whidbey SAR Crew Trains In Mountains


relayed to the pilot the sailor’s position on the rope, when the man was down, and his condition, “rappeller is OK.” Those measured directions and observations prevent accidents, sailors say.

Snow offers a n o t h e r l a n d i n g challenge. Spindrift fl ies away in the rotor-driven wind, sometimes obscuring the view. The snowpack can hide stumps and rocks that could smash into the helicopter’s belly. As the Knighthawk landed, Tanner and Von Borstel leaned out its open side doors to keep an eye on the compressing snow.

O v e r t h e i r radios, the men described

what they saw for the pilot. The aircraft settled a few inches, then another inch and another, before it fi nally dropped about half a foot.

“That’s a good one,” said one sailor over the radio.

Fast responseThe Navy’s SAR unit at Whidbey and the U.S. Coast

Guard’s helicopters at Port Angeles are the only helicopter Search-And-Rescue units in Western Washington. Generally, the Coast Guard responds to rescues at sea and the Navy to calls on land, such as at Mount Baker, said Ed Kaetzel, a Coast Guard spokesman.

The Navy’s 64-foot-long Knighthawk, with a 53-foot rotor diameter, was derived from the Navy’s Seahawk and U.S. Army’s Black Hawk. Like the Seahawk, the Knighthawk was designed to land in smaller areas, such as on ships and in rugged terrain, making it well-suited for search-and-rescue operations. The Navy also uses its helicopters fl eetwide for anti-submarine and anti-ship warfare, drug interdiction, and lifting cargo. Whidbey is one of the few Navy bases that fl ies the modifi ed Knighthawks.

The Whidbey air station helps with searches or rescues several times annually in Island and Skagit counties. The Island County Sheriff’s Offi ce usually calls between one and fi ve times a year, typically to fi nd missing or endangered persons, Undersheriff Kelly Mauck said. In Skagit, where the terrain is more mountainous,

Skagit deputies call in the Navy between eight and 10 times each year.

Neither of the sheriff’s offi ces could duplicate the service the Navy offers without costing taxpayers a great deal of money, offi cials in each county said.

“They can respond literally within minutes, and they can have their helicopter in the air and heading our way,” said Skagit sheriff’s Chief Criminal Deputy Will Reichardt. “They can pick people off a mountain without actually having to land.”

The Coast Guard asked the Navy SAR team for help this winter when fl ooding in southwestern Washington stranded people on their roofs. When the call came, one of the air station’s two Knighthawks was undergoing routine maintenance. One aircraft was sent south, while the maintenance crew reassembled the other helicopter’s parts in 25 minutes, Thompson said with obvious pride in the unit’s quick response.

“Really, it is a partnership that we have with the Navy,” said Kaetzel, who also is a retired Coast Guard helicopter pilot. “We’re working pretty cooperatively with them to see who is best suited to take these SAR cases.”

Improving skillsOn Wednesday, Von Borstel rappelled from the

helicopter into “the crack,” a rugged rock formation in the Cascade foothills. Von Borstel, the senior of the two medical technicians on board, then hunkered in the snow to play “patient” and give Petty Offi cer 3rd Class Richmond Roy, the second medical technician, experience rescuing injured people. The Navy’s medical technicians can administer the same drugs and perform the same procedures as civilian paramedics.

Generally, a Navy SAR crew consists of two pilots, a crew chief, a rescue swimmer and a medical technician. On Wednesday, two medical technicians undertook the training mission to give Roy, who joined the SAR unit in May, an opportunity to develop his skills.


Whibey SAR aircrewman rappelling with litter.

A Whidbey Knighthawk cabin loaded for SAR.

Fast response

Improving skills


Features; Whidbey SAR Crew Trains In The Mountains

Continued from page 31In the helicopter above the crack, Tanner used a cable

attached to a cargo lift to lower the younger petty offi cer, along with a streamlined stretcher, to Von Borstel’s position in the slot between the large rocks. Roy then loaded his taller and heavier “patient” onto the litter constructed of orange red nylon stretched on a lightweight metal frame.

As he prepared to lift the “patient” and himself into the helicopter, Roy rigged the litter, clipped himself to the cable and crouched over Von Borstel. From this seemingly precarious position, Roy could monitor his patient and signal to Tanner.

After the men were hauled back inside the Knighthawk, Von Borstel briefl y discussed what went right and where Roy can improve.

“He’s got to give better signals,” Von Borstel said. “He said 20 feet when it was 50 feet. I’ve got to get it through his head that it’s not yards. Feet are the only thing we use.”

Back on the ground at the air station in Oak Harbor, Tanner said he found the Navy SAR program through Hollywood. Like many sailors of his generation, the 1986 fi lm “Top Gun” inspired the now-35-year-old man.

But Tanner’s attention was captured by the Search-And-Rescue scene after one of the jets crashed, rather than the fi ghter pilots’ aerial antics. He joined the Navy after spending a year in college not being able to focus. He said he wanted the discipline and benefi ts of being in the military.

“I didn’t want to shoot and kill somebody,” Tanner said. “The other side of that is SAR.”

Whidbey Knighthawk up to its belly in snow pack.

Ukrainian VisitArticle By LTJG Justin Letwinsky, USN

“Offi cers are responsible for the big picture and enlisted are responsible for the details… NCOs are responsible for it all.” -Sgt. William S. Frisbee Jr., USMC

The successful integration of the United States’ non-commissioned officer (NCO) program is largely due to the fact that the U.S.

military recognizes the leadership qualities, distinct roles, and relationship needed between both offi cer cadre and NCOs to make up the crucial formula for the team’s success. NCOs have always served as essential training and administrative personnel, with the indispensable position as advisors to the offi cer corps. They are sometimes referred to as the very “backbone” of the U.S. military, as they serve as the primary link between offi cer and enlisted. Many other countries have already incorporated a successful NCO program within their military, while others still consider doing so.

The Ukrainian Navy paid a visit to the HSL-43 Battlecats, NAS North Island in San Diego, California from 15-16 January 2008 to become more familiar with the program. With sponsor CDR Paul J. Menner, USN, from “Commander, Naval Forces Europe – Commander Sixth Fleet, Maritime

Partnership Program Detachment 0513” (CNE-C6F MPP Det 0513), and CS2 Dmitry Dran, on loan from COMTHIRDFLEET as acting interpreter, this bilateral event was facilitated with great success. The Ukrainian Navy had the opportunity to take part in the seventh event, in a series of eight, for the 2008 “International Security Operations, Foreign Military Financing/Foreign Military Sales” (ISO FMF/FMS) case UP-B-OAE non-commissioned officer development and assistance in the interoperability between the U.S. and Ukrainian Navies. Specifi cally in this week long event, the Ukrainian Navy spent a few days with the HSL-43 Battlecats where Commanding Offi cer, CDR Matthew F. Coughlin, and Command Master Chief, CMDCM (AW/SW) Samuel T. Riebel III, shared with them the roles and responsibilities of western style Navy NCOs, while also instilling some enthusiastic “Battlecat Pride.”

Currently the Ukrainian Navy does not have the position of Command Master Chief within their rank structure, but hopes to integrate this role into their Navy. In supporting Ukrainian efforts to transform and restructure the Ukrainian military into a modern, joint, and professional force, the HSL-43 Battlecats served to aid in familiarizing the Ukrainian Navy staff, their Sergeant’s School curriculum developers, and new Ukrainian NCOs with U.S. military programs. The


“I didn’t want to shoot and kill somebody,” Tanner


United States has consistently shown initiatives in supporting the Ukraine in building its national military by engaging it in peacetime military-to-military contacts. Using these opportunities to improve their defense and international prestige, the Ukraine aims to share the honor of being a strong, constant, and independent partner in Eastern Europe, as they prepare for entrance into the NATO Membership Action Plan.

Participating in this specific occasion, from the Ukrainian Navy were, the Commanding Offi cer of the Ukrainian Navy Corvette Ternopil, LCDR Roman L. Piaytninskiy, and Petty Offi cer Petro N. Zaharko. The Ternopil recently returned to Sevastopol after deploying in support of Operation Active Endeavour, an ongoing NATO GWOT operation in the Mediterranean. Joining them were the Commanding Offi cer of the Krivak III Class frigate Sahaidachny, LCDR Anton N. Gelunov, and Chief Petty Offi cer Serhii A. Lysenko. The Sahaidachny will be deploying in May of 2008 to the Mediterranean in support of Operation Active Endeavour.

The main focus of discussion was the professional and unique relationship that exists between US Naval Offi cers and NCOs. The Ukrainian naval personnel were shown the command structure environment, the hands-on interaction between offi cers and NCOs, and the roles and responsibilities that the U.S. Navy entrusts to its Chief Petty Offi cers and Leading Petty Offi cers. Thorough discussions were also held on the professional development process for NCOs, an overview of their duty positions, and how to utilize them for successful mission accomplishment. Also CDR Coughlin shared with them the mission of the SH-60 helicopter community in global humanitarian efforts (such as the Tsunami of 2004), drug operations in the South Pacifi c, and involvement in the ongoing Global War on Terror. The information of exchanged knowledge and experience also promoted modernized tactics, techniques, and procedures for training, development, and instruction methods within contracted units.

After motivational videos were shared by both

Features; Ukrainian Visit



MH-60S First Fleet Hellfi re ShotsArticle and Photo by LT Will Kirby, USN

A signifi cant milestone has been reached by the Merlins of HSC-3. No, it is not the 1,000,000th lap in the IB 500, nor is it

another successful mishap-free benchmark in the Merlin’s storied history. Instead it is a “fi rst.” The fi rst MH-60S Hellfi re shot in the Fleet.

Recently, a small detachment of Merlin instructors and maintainers spent fi ve days in Fallon, NV, and successfully executed the fi rst MH-60S Hellfi re shot in the Fleet. The detachment worked closely with HSL-37, HS-3, and a myriad of NSAWC instructors to successfully execute multiple Close Air Support (CAS) and Special Operation

Ukrainian and U.S. military members, the HSL-43 Battlecats also took home some new traditions that have been held by the Ukrainian Navy for years. When Ukrainian naval personnel embark on their career-fi rst deployment out to sea, they must drink a large cup of sea water. This signifi ed the beginning of their naval career, and “becoming one with the sea.” Conversely, for those about to retire, on their last deployment out at sea, they traditionally throw a lock into the ocean to signify locking up the memories and closing this chapter of their life.

Overall the visit served as a memorable one for both the Ukrainian and United States military. They had the opportunity to explore the nightlife of San Diego, including the World Famous I Bar, Old Town, the town of Coronado, the Gas Lamp district, and shopping at the Navy Exchange and the local malls. CS2 Dran translated, “Our favorite part of the visit was the professionalism and hospitality of everyone we met… and learning to bowl!” which was a fi rst for the majority of the guests.

It was an honor for the HSL-43 Battlecats to host the Ukrainian Navy, and share with them the details of our valuable NCO program. We hope they take away helpful information that will aid in advancing the Ukraine military into a foundation of regional stability, and as a colleague in the community nations. The United States takes pride in these bilateral military-to-military contract programs, and aims to assist in helping the Ukraine build a stable, prosperous democracy that can become a viable economic and secure partner to the West. By the end of the visit, it was evident that U.S. military and the Ukrainian military are not far off from each other. The Ukrainian naval personnel commented, “the most surprising thing we found during this visit is the amount of similarities we have.” The one big difference between countries is the one they claimed they’ll miss the most. CS2 translated, “We will miss the temperature here the most… it was -5 degrees Celsius when we left Ukraine!”

HSC-3’s fully loaded MH-60S Armed Helicopter. Photo courtesy of HSC-3 Public Affairs.


Feature: MH-60S First Fleet Hellfire Shots


Forces (SOF) call for fi re missions under Joint Tactical Air Controller (JTAC) control. The week started off with a full day of classes covering everything from local course rules to detailed call for fi re missions. Over the next two days all four crews fl ew multiple Captive Air Training Missile (CATM) fl ights to rehearse JTAC coordination procedures, practice target recognition, and to perfect the timing needed for a successful Hellfi re shot. The long days of training paid great dividends, resulting in the successful launch of ten AGM-114B Hellfi re missiles, boasting a fl awless success rate. As is the case in all aviation “fi rsts,” it could not have been done without the dedication and tireless work of steadfast maintenance and ordnance crews. The maintainers kept the aircraft fl ying in a challenging environment and the ordnance crews received invaluable hands-on training that will build the foundation for the Fleet squadrons.

This milestone is only the fi rst of many for the MH-60S Block III Armed Helo as its mission set, capability, and visibility in the battle group becomes more fully realized and utilized. HSC-3 is also adapting its training requirements to meet the new Armed Helo mission. The curriculum for Fleet Replacement Pilots (FRPs) has been completely rewritten to include an Armed Helo syllabus. In addition to practice autorotations, VERTREP, and SAR scenarios, FRPs will also be exposed to CATM fl ights, low-level navigation, and TERF landings. Due to the outstanding efforts of many in the helicopter community, the Merlins of HSC-3 are poised to lead the HSC community into the future of Armed Helo training.to lead the HSC community into the future of Armed Helo

HS-7 Dusty Dogs Rescue ShipmatesArticle and Photo by HS-7 Public Affairs Offi ce

Aircrew from the NAS Jacksonville-based HS-7 “Dusty Dogs” safely rescued three downed F-18 Hornet crewmembers after two aircraft,

an F/A-18E and an F/A-18F from Carrier Air Wing Three, crashed during operations in the Persian Gulf while conducting fl ight operations off USS Harry S. Truman 7 January.

The rescue began as Dusty 615, crewed by LT Patrick Morley, LTJG Collin Fox, Aviation Warfare Systems Operator Second Class (AW2) Sean Attwill and Aviation Warfare Systems Operator Third Class (AW3) Johnny Garcia, was fl ying plane guard around the carrier. A “Mayday” call was suddenly heard over the radio at approximately 7:30 p.m. after the F-18 crews collided in mid-air and ejected. HS-7 was immediately tasked with the search and rescue (SAR) mission as Dusty 615headed toward the estimated position of the downed aircraft, about 25 nautical miles from the carrier.

Several minutes later, Dusty 614 was called to launch to assist in the search. The crew, consisting of LT Brent Peterson, LTJG Jonathan Dorsey, AW1 Logan Robertson and AW2 Brenton Graham dressed out and headed to the helicopter. The honed skills of the crew and fl ight deck personnel enabled Dusty 614 to get off the fl ight deck quickly. The pilots expeditiously fl ew towards the survivor’s position to assist in the recovery of the three-downed aircrew.

The Dusty Dogs assembled a third crew, LCDR Brian Bartlett, LT Bruce Lindsay, AW2 David Harvey and AW3 Timothy Blevins, to fl y plane guard for the rest of the returning aircraft and assist in the rescue as needed. The crew launched about 10 minutes later in Dusty 617.


Dusty standing by for breaking down and launch.


HM-15 Honors Fallen BlackhawksArticle By LTJG Blaine Cardinale, USN

January 16th, 2008 was a dark day for Helicopter Mine Countermeasures Squadron Fifteen. A MH-53E Sea Dragon, “Hurricane 01,” went down in a fi eld south of Corpus Christi, Texas at approximately 2000

hours, taking with it the lives of two promising young sailors, a talented pilot and seriously injuring another. The three fallen were Lieutenant Joshua Gross, Aviation Warfare Systems Operator Second Class David Davison and Aviation Warfare Systems Operator Second Class Alexander Lemarr. The injured Blackhawk’s name is LCDR Bart Fabacher, who is recovering and is in good condition.

LT Joshua Gross hailed from Johnson City, New York. He graduated from Amherst College in Amherst, Massachusetts with a Bachelor of Science Degree in Economics in 1998. He spent a number of years as a ski instructor before reporting to Offi cer Candidate School in 2003 and was commissioned in October of that year. LT Gross then went to Aviation Preflight Indoctrination, VT-28 and finally was designated a Naval Aviator on December 16th, 2005 from HT-8 at NAS Whiting Field, Florida.

Upon completion of flight school Josh reported to Airborne Mine Countermeasures Weapon System Training School (AWSTS) in Norfolk, VA as a Fleet Replacement Pilot (FRP) where he distinguished himself as the Assistant Natops Offi cer and Senior FRP. Finally in December of 2007 he reported to HM-15, fulfi lling his dreams of becoming a fl eet Naval Aviator. In his short time at HM-15 he served as Public Affairs, 1st LT Division, Personnel Division, and Wardroom Offi cer.

AW2(AW) David Davison, a native of Guthrie, Oklahoma, enlisted in 2002. After completion of Recruit Training at Naval Station Great Lakes, Illinois in October 2003 he reported to Naval Aircrew Candidate School in Pensacola, Florida. Upon completion of Aircrew School he reported to Aviation Machinist Mate (AD) “A” School. In 2004 he transferred to Helicopter Combat Support Squadron Four (HC-4) in Sigonella, Sicily. While aboard he deployed throughout the SECOND, FIFTH and SIXTH Fleet Areas of Responsibility in support of OPERATION IRAQI FREEDOM.

AW2(AW) Davison’s performance at HC-4 earned him two Air Medals (Flight/Strike), a Navy and Marine Corps Achievement Medal, and two Letters of Commendation from Flag Offi cers. He was qualifi ed as a Plane Captain, Utility Aircrewman, Functional Check Flight Crewman and Vertical Onboard Delivery Crew Chief. In September 2007, upon the decommissioning of HC-4, David reported to HM-15 where he enthusiastically went to work learning Airborne Mine Countermeasures operations.

AW2 Alexander Lemarr came to the Navy from Parker, Colorado and fi nished Recruit Training at Naval Station Great Lakes, Illinois in August 2003. He then reported to Naval Aircrew Candidate School, followed by Aviation Structural Mechanic (AM) “A” School, which he completed in March 2005. He then reported to AWSTS for MH-53E Aircrewman training.

AW2 Lemarr reported to his fi rst fl eet squadron, HM-15, in February 2005. One of the highlights of his young career was receiving the Humanitarian Service Medal for his service to our nation during Hurricane Katrina Humanitarian Assistance/Disaster Relief operations. He later deployed to HM-15 Detachment Two, Manama, Bahrain from November 2006 to May 2007 where he was instrumental in operations supporting FIFTH Fleet. He was recently frocked as a Petty Offi cer Second Class on November 21st, 2007.

At a memorial service for the three held on January 25th, 2008, Commander Frank J. Dowd, Commanding Offi cer of HM-15, offered these words:

“As members of the Sea Services and Aviators we are a brother and sisterhood bound by the mutual understanding that while the sea is unforgiving, the air is even less so. Together, we must face the diffi cult loss of our Shipmates…who in the course of their duties made the supreme sacrifi ce. We Blackhawks engage life mindful of the inherent danger associated with our craft because for us that is what true living is. And that is what our Shipmates did – living life to its fullest, engaged in their chosen profession, a life dedicated to the service of our great Nation, to protect and defend the Constitution and to serve with honor alongside their Shipmates.”

The memorial was attended by family, friends and Shipmates who gathered to pay their respects to the Sailors. It was an emotional event for those gathered who came to celebrate the lives of the three and mourn their passing. The Memorial served to reinforce the motto of HM-15, “Once a Blackhawk, Always a Blackhawk.” Joshua, David and Alex will be sorely missed, and truly never forgotten.


Remembering Frank PiaseckiRemembering Frank PiaseckiRemembering Frank PiaseckiRemembering Frank PiaseckiRemembering Frank PiaseckiRemembering Frank Piasecki

On February 11th, the aviation world lost another

pioneer with the passing of Frank Piasecki. If Igor

Sikorsky was the godfather of rotary wing aviation

development in the United States, Frank Piasecki was one of its brash

young upstarts. His story is one of a man who was an innovator, a

motivator and all-around genius wrapped up in the persona of a showman.

This is just a bit of it.

Frank Nickolas Piasecki was born on October 24, 1919, in

Lansdowne, Pennsylvania, a suburb of Philadelphia to Polish immigrants

Nikodem and Emilia Piasecki (pronounced pie-SECK-ee). When he was

only 7, Frank’s father bought him a ride with a barnstormer, an event

which no doubt memorably impressed the young boy. It was the Golden

Age of aviation with names like Wright, Curtis, Lindbergh and Earhart

in the newspapers almost daily and young Frank was fascinated with

airplanes. He read all of the aviation magazines that he could and built

model airplanes.

He was the president of the Aero Club in high school. Being

in that position got him inside tours of local aviation businesses and

concerns, of which there were many in the Philadelphia area. He was

most impressed with Harold Pitcairn’s Autogiro Company of America

and the Kellet Aircraft Corporation founded by Wallace Kellet. He even

managed to get himself a ride in a Kellet KD-1 autogyro when he was

17. It was this ride in the wingless KD-1 autogyro which gave young

Frank a burning desire to build such a machine. Frank, however, wanted

to go even one better; his machine would be able to take off and land

vertically and actually hover, an operation that the autogyros were not

capable of.

That was in 1936, the same year that Frank graduated from

high school. He went to work for Kellet Aircraft right away. He soon

learned an important lesson; things are not always what they seem or

what one thinks them to be. It was a disappointed Frank that found

himself in the assembly shop for exercise bicycles, instead of building

autogyros. Dismayed but not deterred, he spent his lunch hours and free

time learning from the aircraft mechanics on the Kellet fl ight line.

It was less than two years later that he was able to attend

the Rotating Wing Aircraft Meeting sponsored by the Institute of

Aeronautical Sciences and the Franklin Institute in Philadelphia. This

meeting was attended by aviation pioneers, promoters, designers,

engineers and builders from around the world; including Igor Sikorsky

and Arthur Young. It was at this meeting that Frank viewed movies

Article by LCDR Chip Lancaster, USN (Ret)

If Igor Sikorsky was

t h e g o d f a t h e r o f

rotary wing aviation

development in the United States,

Frank Piasecki was one of its

brash young upstarts.



the FAA), he was presented with a helicopter pilot license. It was the

fi rst helo pilot license ever presented to anyone who did not already

have a fi xed wing license and one of the fi rst helo pilot licenses in

the world.

Frank’s vision for the helicopter was not for little two place

vehicles like the PV-2. His vision was a helicopter that could lift

a ton, a feat that all of the military experts of the day considered

impossible at that time and not possible for many years. He presented

his plan for a helicopter that could lift a ton to the Navy. Were it

not for the previous success of the PV-2 coupled with his immense

self-confi dence, exceptional salesmanship skills and his debonair

well-dressed appearance as a much older person, the brash young

23 year old would have been booted out of the offi ce.

The Navy approved his heavy lift helicopter proposal, in

spite of the adverse opinions that prevailed at the Navy’s Bureau

of Aeronautics. Frank knew that a single rotor design would not

be able to lift 2000 pounds based on his experience with the PV-2

and the Army’s operational experience with the Sikorsky R-4. He

concluded that if one rotor could not do it then two could and that

the most effi cient and controllable confi guration would be tandem

rotors.

P-V Engineering was given a contract on January 1, 1944

to build the world’s fi rst helicopter specifi cally designed for cargo

transport. The tandem rotor design was designated the PV-3 by the

company and the XHRP-X by the Navy. The XHRP-X came together

in the company’s new facility at Sharon Hill, Pennsylvania outside

of Philadelphia. The 50 foot long, 7000 pound max gross weight

XHRP-X was called the “Dogship” because at times it could be such

a “dog.” The helicopter had two 41 ft diameter non-overlapping rotor

systems and an unheard of 400 cubic feet of cargo space making it

a giant for that time. The Dogship fl ew in March 1945, just thirteen

months after the contract had been issued.

The military version of the Dogship was called the XHRP-1.

Powered by a bigger engine, it fl ew in November 1946 and was

christened the “Flying Banana”. 1946 was also the year that P-V

Engineering became the Piasecki Helicopter Company. The fi nal

version of the XHRP-1 was the HRP Rescuer which was delivered

to the Navy starting in September 1947.

The Piasecki Helicopter Company under Frank’s direction

went on to produce the HUP/H-25 (1948), HRP-2 (1949), H-21

(1950) culminating in the YH-16 in 1953; the world’s fi rst true heavy

lift helicopter at 32,000 lb max gross weight with 82 ft diameter

tandem rotors. In 1955 Frank left PHC to start the Piasecki Aircraft

of Germany’s Focke-Angelis FA-61. Seeing this true fl ying and

controllable helicopter hovering, maneuvering, taking off and landing

vertically and effortlessly must have sealed Frank’s commitment to

build such a machine. It would be a machine that he would design

and build; it would be his own.

Laid off from Kellet, Frank went to work for the Aero Service

Corporation, an aerial mapping company. At Aero Service he learned

how to make aerial maps and got to fl y as a cameraman. It was also

here that he was advised by the company president to go to engineering

school. So, he went off to the Towne School of Engineering at the

University of Pennsylvania.

Frank attended Towne School for three years before

transferring to the Guggenheim School of Aeronautics at NYU.

While at NYU, he was able to attend a graduate course given by Kellet

Aircraft Corporation’s chief engineer who would later design the XR-8

intermeshing rotor helicopter.

Frank graduated in 1940 with a BS in Aeronautical

Engineering and went to work for Platt-LePage Aircraft Company as

a junior engineer on their XR-1 side-by-side rotor helicopter project.

He quit Platt-LePage over engineering disagreements and went to

work for the Budd Manufacturing Company working on fi xed-wing

military cargo planes. Rotary wing, however, remained his passion

and events were about to take a signifi cant change in course.

At Budd he got together with several of his old school mates

and together with Harold Venzie started a consulting fi rm called the

Piasecki-Venzie Engineering Forum or P-V Engineering. Their fi rst

helicopter, the PV-1, although not a success, demonstrated the depth

of Frank’s innovative thinking. It was a single rotor helicopter that

employed ducted air thrust for anti-torque and yaw control; a system,

unfortunately, beyond the technology of the day.

Inspired by the PV-1, Frank decided to quit Budd to

concentrate his full efforts to creating a helicopter that would work.

Times were tough with fi nancial diffi culties and wartime shortages,

forcing the young company to scrounge parts from junkyards and

use engineering students to draft blueprints. Frank and his company

persevered, producing the PV-2 which took to the air in April 1943

with Frank at the controls. He had designed, built and fl own America’s

second successful helicopter. He was only 23.

Of particular note was the fact that Frank did not even have

a pilot’s license. Helicopter pilots of any skill level were simply not

available. He did, however, have 14 hours of time in a Piper Cub and

was therefore deemed the most aeronautically adept person at P-V

Engineering and thus test pilot for the PV-2. Following a successful

demonstration of the PV-2 to the military and the CAA (predecessor to

Feature: Remembering Piasecki





For other scholarship information, please go to www.navalhelicopterassn.org and click under “Links.”

National Medal of Technology in 1986, the nation’s highest

award for technological achievement, induction into the

National Aviation Hall of Fame in Dayton, Ohio in 2002

and being presented the Smithsonian National Air and Space

Museum Lifetime Achievement award in 2005.

The fruits of Frank Piasecki’s pioneering helicopter

achievements can be seen every day and will be with us far

into the future. The tandem rotor H-46 Sea Knight and H-47

Chinook are direct descendants of the Dogship that continue

to be flown by our Armed Forces as well as countries around

the globe. In fact, H-47s will continue to be built by Boeing

until about 2030 and most recently won the competition for Air

Force combat SAR vehicle. Even the V-22 Osprey can trace

the roots of certain characteristics such as its cockpit, fuselage

and sponson configurations back through the 46 and 47 to those

early days of the Piasecki Helicopter Company. Know that

whenever you see one of these aircraft, you are looking at the

technological progeny of vertical flight pioneer and visionary

Frank Piasecki.

Company and focus on alternate methods of vertical takeoff

and transport.

Since its inception, Piasecki Aircraft Company (PiAC),

has continued to develop new and innovative projects, pushing

the boundaries of helicopter and vertical flight technology

under the leadership of Frank Piasecki. Some of these projects

which have lead to full scale aircraft have been the PA-4 Sea-

Bat (1958) UAV, PA-59/VZ-8 Airgeep (1958) and Seageep

(1961) flying platforms, 16H-1 Pathfinder (1962) ring-tail

compound rotary/fixed-wing R&D aircraft, PA-97 Heli-Stat

(1986) Heavy Vertical Airlifter helicopter/airship compound

and X-49 Speedhawk (2007) VTDP (Vectored Thrust Ducted

Propeller) compound R&D aircraft. In addition to the X-49,

other current projects include the Air Scout flying platform and

Air Guard gyrocopter UAVs.

All of the designs and projects of PiAC reflect the

innovation of its founder Frank Piasecki and his focus on

advanced vertical lift aircraft technologies. His contributions

to vertical flight have been recognized by his receiving the


** The Fund is looking for retired 0-5 /0-6 volunteers in the San Diego, CA area to act as Vice President of Operations. Interested individuals use contact number above for more.


The aviation gene is fi rmly rooted in Frank Piasecki’s

family and is being continued through his children. Sons,

John and Fred are vice presidents at PiAC; Mike and Greg are

involved in unmanned air vehicle technology development at

their company, DPI; and daughter Nicole Piasecki is president

of Boeing’s operations in Japan. Frank Piasecki is survived

by his wife, Vivian, and their children Lynn, Nicole, Frederick,

Frank, Michael, John and Gregory. If you want to learn more

about Frank Piasecki’s colorful life and career and many

achievements which I have not mentioned, you are encouraged

to visit the PiAC website at www.piasecki.com and read

Whirlybirds by Jay Spenser.

Feature: Remembering Piasecki


In MemoryRear Admiral Joseph Scott Walker, USN (Ret)

November 28, 1942 – December 18, 2007

Real Admiral Walker passed away on December 18, 2007 with an eight-year battle with melanoma. During his naval career, RADM Walker fi rst enlisted into the U.S. Navy as a Reserve Offi cer Candidate and was

commissioned as an Ensign in the Navy Reserve in June 1965. His fi rst duty station was Surface Warfare Offi cer onboard the USS Vancouver, and later he received the designation as a Navy Aviator.

Further along his career, he managed to command various Helicopter Anti-Submarine Warfare Squadrons, NAS North Island, California and different Navy Regions. But his most precious command was that of being a wonderful son to Mr. and Mrs. Joseph Walker, being a loving husband to his wife Marnie and loving father to his son Joe and daughter Kelly. And he spent precious moments spoiling his grandchildren Morgan and Tanner.

RADM Walker was laid to rest with full military honors in Middleburg, Florida.

RADM Joseph S. Walker



Feature: HS-7 Dusty Dogs Rescue Shipmates

As Dusty 615 headed to the survivors, the crew executed their SAR checklist and confi gured the cabin for rescue. Dusty 615 arrived on the scene within minutes and quickly executed their search. Guided by Deputy Air Wing Three Commander, CAPT Andrew Lewis fl ying overhead, they quickly found the fi rst two aircrewmen from the F-18F who ejected together.

“We got on scene and saw two strobe lights. At that point, I knew it was real. We went into a hover and the training took over from there,” noted Garcia.

“Our training allowed my job in the cabin to be second nature,” added Attwill, who was the SAR crew chief. Attwill lowered Garcia down the rescue hoist into the water. The cold, dark night and four foot seas initially hindered the rescue attempt, but Garcia credited his crew chief for helping to keep him going.

Dusty 614 arrived on scene a few minutes later and were quickly vectored onto the third pilot in the water from the other aircraft.

At this time, Dusty 617 was also asked to render assistance. Dusty 617 headed towards the other two aircraft, now about 15 nautical miles away. By the time they arrived on scene, Garcia had already assisted the pilot of the F/A-18F into the cabin of Dusty 615 and had gone back in the water after the weapons system operator (WSO).

A few miles away, Dusty 614 deployed their rescue swimmer, Graham, down the rescue hoist to execute the second recovery of the night. The third helicopter assisted the on scene commander as a communication relay for Dusty 614and Dusty 615.

After performing his disentanglement procedures and assessing the survivor’s physical condition, Graham signaled to his crew chief for pick up. The crew chief used verbal controls to get the pilots to position the helicopter over the rescue swimmer and survivor. Graham noted that, “the coolest part of it was being hoisted back up to the aircraft with the survivor, knowing that I just saved his life. He will make it home to see his wife and kids. I’ve never felt a better feeling.” With rescue swimmer and survivor on board, Dusty 614 departed their hover and turned back toward the carrier. As the pilots fl ew back, the crew assessed the survivors’ state.

Meanwhile Garcia, cold and exhausted from fi ghting the seas to complete the rescue of the WSO, was pulled clear of the water by his hoist operator. After Dusty 615 departed their hover, Dusty 617 swooped in behind them to pick up the WSO, who had been in the water for over an hour. They quickly deployed their rescue swimmer, Blevins, and within minutes stationed themselves overtop for a pickup. Harvey reeled the two of them up and secured the rescue station so the helicopter could depart and fl y back to the carrier.

All three survivors had mild hypothermia but were otherwise in good condition. Graham noted afterwards not to “let the fact of where you are, what just happened or any other fear break your concentration from what needs to be done right

now - getting this guy out of the water safely.”Dusty 614 arrived back aboard the carrier fi rst. The

medical staff anxiously awaited their arrival and stood ready to aid the survivors. Dusty 615 and Dusty 617 arrived a few minutes later and quickly handed their survivors over to the medical staff.

“I am eternally grateful for the efforts of not only the specifi c aircrew in the helicopter and the SAR swimmer, but the many individuals involved at all levels in my safe return aboard the ship,” said LCDR Krippendorf, pilot of the F/A-18F. “I would like to thank all the folks that work hard each day at HS-7 to make that capability seem like business as usual. It is not just the crew in the helicopter that made this rescue. The squadron’s ability to provide three helicopters in a very short time is a testament to the maintenance department and its cadre of highly skilled and focused professionals.” All the aircrews attribute their success in the air to their training. Robertson sums it up pretty well, “Ninety-eight percent of my job is training. The government pays me to train for jobs that hopefully we will never have do. However, if things go wrong then we are willing and able to complete a job that most people would not be able to perform. The night we were called, there was a lot of adrenalin fl owing until we took off. Once airborne, the training kicked in and it was time to go to work. It was a very good feeling once we had our survivor onboard and knew he was out of harm’s way and that all our training had paid off.”

Through good crew coordination, steadfast training, and solid NATOPS procedures these crews were able to perform three very challenging rescues. Peterson noted his confi dence in all the pilots and aircrew in the squadron saying, “Anyone of the pilots or aircrewmen in HS-7 could have and would have performed the rescue just as successfully as we did. We were just the ones called upon to go out there and do the job that night.”



Features:


Towing In An MH-60SArticle and Photos By LCDR Timothy Burke, USN

Yes, that’s right I said towing, and did not mistakenly identify the wrong aircraft. While the introduction of Fleet Organic Mine

Counter Measure (OAMCM) capability loiters on an ephemeral horizon, a few pilots and aircrewmen have experienced towing in the MH-60S. A cadre of developmental Navy test pilots and operational testers exists who have fi rst pilot time riding the OAMCM animal through a skidding, nose-low turn under high tension while exercising an exhaustive instrument scan. Now, I realize the focus of this 100th issue of Rotor Review is focused on a look at the past…the past likely being more than the last 3 years. However, given the acquisition timeline, the ground-laying experience of those aforementioned few dwells on the cusp of being an artifact. Being someone who spent two years in that timeline, this article is my gesture toward the history books. As a disclaimer, these are my personal opinions and refl ections of my tour as a developmental test pilot; they are not intended to be a recant of a test report. Additionally, I apologize in advance for being unable to adequately water-down the technical talk. Those who know me can vouch for this shortcoming.

With a freshly-framed diploma from the United States Test Pilot School and 30 days leave worth of much-needed brain-inactivity behind me, I arrived bright-eyed at HX-21, the Navy’s only helicopter Developmental Test (DT) squadron. Located in rural Patuxent River, Maryland, HX-21 was currently ramping up for dedicated DT of Armed Helo and was also in the midst of augmenting OAMCM AN/AQS-20A Contractor Tests (CT). In a squadron portrayed well by the phrase “feast or famine,” I was lucky to be part of the main meal and participate in these two Acquisition Category IC programs. Fulfi lling the copilot role alongside a Sikorsky test pilot during CT in Panama City, Florida, I got my fi rst peek at an actual OAMCM-confi gured MH-60S. Besides the obvious shift in lateral C.G. and additional fl at plate drag caused by the Carriage, Stream, Tow, and Recovery System (CSTRS), I was astounded by the disruption in the once sleek H-60 silhouette, now twisted by the various gear required to integrate current and future OAMCM mission systems. The cabin, which once resembled the short school bus to this legacy HC/transitioned HSC pilot, was stuffed with two aft-facing plush seats for the aircrewmen, now known as the Sensor Operator and Winch Operator. Further stuffi ng came in the form of the AN/ALQ-222 Common Console (CC) with associated Signal Data Converter and Power Distribution Unit, a Drum Assembly/Winch Gearbox with 830 ft of fi ber-optic cable, a Winch Level-Wind Assembly, a Secondary Winch, the Winch Control Group Assembly, a hydraulic control manifold, etc. Excuse me for a moment while I turn to a fresh page in my nomenclature notebook. The forward-facing CC consisted of two Multi-Function Displays, a Mass Memory Unit, some control panels and an intuitive potato-grip vice the less desirable, focused-heads-down keyset

for operator system interface…missing only the PlayStation for training during transit. In the cockpit, I had a new panel for the tow coupler and another for jettison, towed body emergency recovery and cable shear test. My hover display was now cluttered with detailed tow symbology whilst some other key data spilled over to the Mission Display. Mounted on the tail’s tow point was the Tension, Skew, Signal Conditioner and the tow boom. Finally, there were glorious bubble windows now replacing the sliding gunner’s windows. Legacy H-46 aircrewmen, acutely aware of the additional non-mission related benefi ts of a bubble window, will certainly be pleased. If I haven’t adequately painted the picture, there were a lot of new components, both internal and external, defi ning the OAMCM-confi gured MH-60S.

In fl ight, the OAMCM MH-60S was an odd animal requiring a whole new set of stick-and-rudder skills. As a pilot that modestly considered himself to be an above-average stick, I was humbled by the aircraft’s handling qualities under tow. During my younger days as an invincible H-46 Helicopter Aircraft Commander brimming with salt, I recall watching H-53 bubbas crawl about Willoughby Bay with sled in trail while making taunting remarks about how hard could it possibly be to tow. It seems life is not without irony. I have logged a few hours in a USMC H-53, but have never towed in one. I recognize the obvious in that the H-53 is not an H-60, and vice versa, but I suspect the elevated level of precision required to effi ciently execute controlled tow fl ight operations is somewhat comparable for both aircraft. When towing in an MH-60S, balanced fl ight is sacrifi ced in the low and slow fl ight regime in order to maintain skew and tension within limits. This also has the second-order effect of keeping the towed body in a state conducive to maximizing sensor performance. Slicing through

OAMCM confi gured HX-21’s MH-60S Knighthawk


Features: Towing In An MH-60SContinued from page 42


the air with the ball pinched full left or right was quite common. It was very counter-intuitive to suppress my inherent tendency to center the ball. Until I accumulated significant tow hours, inputs needed to correct building skew and/or tension while also maintaining tight tolerances on aircraft and towed body position were non-intuitive. A single axis input consistently caused various coupled responses in other axes, unwantingly changing aircraft and towed body state parameters; very unpredictable. Groundspeed was paramount to airspeed and op area tracks didn’t always equate to a convenient headwind for good handling. The helicopter and I were no longer highly maneuverable and now needed to de-conflict with waterborne traffic in addition to the usual airborne contacts. Towing was a high power-required flight profile demanding performance from the engines and tail-rotor. The test aircraft had additional instrumentation installed to monitor tail-rotor impressed pitch and torque. For an already intense and dispersed instrument scan, these were two additional gauges I definitely needed to keep vigilant in my scan. At low speed and especially during turns, the asymmetric and “tethered” OAMCM MH-60S was highly susceptible to fast-building turn and skew rates as the relative wind azimuth changed. Abrupt or “digital” inputs often resulted in pilot induced oscillations in yaw and encroachment, or possibly exceedance of limits. Small, smooth and incremental control inputs could not be preached enough. Aircraft attitudes experienced on tracks and during turns were extremely colorful, especially with sporty winds. Negotiating turns was best remembered by images of copilots working diligently to remain unstrained against the seat harness, one hand grasped firmly on the canopy overhead ledge, the other shored against the center instrument console, all while providing verbal guidance to the pilot at the controls as to where the aircraft was in the turn in relation to the next track. Immature in functionality, a tow coupler was installed that was designed to assist the tow pilot. However, it was very unforgiving to those who chose to get into-the-loop when it was allegedly flying. On top of the stick skills, CRM was also highly intense as no one person had the complete picture in front of him/her as to where the aircraft and towed sensor were, what they were doing, and where they were going. I recall many post-flight discussions at Coyote Ugly in Panama City debating what system changes and techniques were required to get a handle on the towing phenomenon in an MH-60S…always tapping into the experience of numerous test pilots from various communities, knowledgeable engineers, and common sense.

Following my tow-deflowering participation in CT, the program transitioned to the DT phase with ownership by HX-21. By now, I had over 30 hours of tow time (which roughly equated to 60+ hours flight time) and considered myself competent at the controls. The system had already undergone numerous hardware and software changes and was now poised to enter a dedicated evaluation comprised solely of Navy pilots who possessed a vested interest about its performance and mission capability; i.e., no Sikorsky influence. Before cracking your knuckles, back up a couple months…first there was an additional post-CT interim test period to verify correction of the deficiencies identified during CT. Hopefully, that sounds odd to more people than just me. It was during this period

that I partook in the most valuable test ever. Since the AN/AQS-20A towed sensor was not necessarily cheap and it was considered good to return from each flight with the sensor, HX-21 was tasked to develop a freestream envelope to allow external transport of the sensor back home…i.e., VERTREP it (finally, something I can relate to). When system malfunctions prevented recovering the towed sensor back to the carriage position, this testing would provide an envelope based on airspeed, rate of descent, and cable length to bring the “fish” home vice jettisoning it. However, unlike typical external lift operations where the load was fixed close to

the aircraft’s C.G. and around 40-50 feet below the aircraft, freestreaming involved the sensor being anchored outside the left side of the aircraft on the CSTRS and it could be anywhere up to 750 ft below depending on cable out at time of failure! Additionally, hydro-dynamic fins do in fact exhibit aerodynamic flying qualities in forward flight. With about 40 ft of cable out, the fish flies in the rotor downwash like a new SNA trying to hover! Five eye-opening test flights later, the envelope was defined. Little did anyone know just how truly valuable this capability would soon be.

In January 2007, formal DT for the AN/AQS-20A integration commenced back in Panama City. On the fourth flight, this freestream envelope was successfully utilized for the first time to avoid jettison. It would definitely not be the last! Although use of this capability effectively meant something went wrong in the flight, it was very rewarding to see the need for such a capability progress in a timely manner from idea to reality in the acquisition world. I continued to actively participate in DT until the time arrived for me to move on in June 2007, just a few hours shy of 100 in tow time. Like CT, DT was also very OAMCM-educating for me. Issues were identified and/or corrected, progress was made, and results and

MH-60S recovering the AN/AQS-20A towed sensor.


Features: Towing In An MH-60S


recommendations were documented. To date, the introduction of the AN/AQS-20A mission system is currently preparing to enter formal Operational Test, if not already there. Preparations for Fleet introduction are still in work. I believe there is still a long road ahead to effectively make this mission capability a consistent safe and reliable reality for the MH-60S; defi nitely a crawl, crawl some more, walk, run process. However, I can truly state the experience has served me well in further developing me as a Naval Aviator. To those who will continue

to carry the OAMCM torch, I wish you the best of luck! Realize though, there is already one paged fi lled out in the little black MH-60S tow book of names who have been there, done that!

‘Air Boss’ Experiences, Discusses Future of Helicopter Aviation

Article and Photos by MC2 (SW/AW) Chris Fahey

The Navy’s “Air Boss” experienced fi rst-hand the future of naval helicopter technology and led roundtable discussions with the senior rotary-wing leadership

stationed at Naval Air Station North Island (NASNI), Dec. 17. Commander, Naval Air Forces (CNAF), VADM Thomas Kilcline, fl ew an MH-60R “Seahawk” – the Navy’s newest combat helicopter – with the “Raptors” of Helicopter Maritime Strike Squadron (HSM) 71 to gain a better understanding and appreciation of the airframe’s operational capabilities. While in fl ight, VADM Kilcline and LT Carey Castelein, HSM-71 helicopter aircraft commander (HAC), operated above

Southern California. They simulated anti-submarine operations, made approach landings and pushed the airframe to its potential. “The whole aircrew had a great time,” said LT Castelein. “We got to show the ‘Air Boss’ exactly what we do as combat helicopter pilots, while fl ying the fi nest, most capable airframe the Navy has to offer – it was an absolute pleasure.”

Developed by Sikorsky, the MH-60R was fi rst introduced to the Navy January 23, 2006, as a training platform with NAS North Island’s Fleet Replacement Squadron (FRS), the “Seahawks” of HSM 41. The Romeo made its first fully operational debut, Oct. 4, when the Raptors stood up as the Navy’s fi rst combat-ready squadron comprised solely of MH-60Rs. Before the MH-60R’s development, the Navy employed the SH-60B and SH-60F as the primary means to accomplish the anti-submarine warfare and surface warfare helicopter missions. The MH-60R features the best of both the SH-60B and SH-60F to include added electronic support measures, airborne low frequency sonar (ALFS), a multi-mission radar upgrade, forward looking infrared (FLIR) and a weapons suite that includes torpedoes and Hellfire missiles. “The Romeo does a lot for anti-submarine warfare,” said CDR Michael Nortier, commanding offi cer, HSM-71. “It brings the

VADM Kilcline checking out the “Romeo” Seahawk.

VADM Kilcline meets with the HSM community pilots and aircrew.



Feature: ‘Air Boss’ Experiences, Discusses Future Of Helicopter Aviation,Continued from page 44

capabilities that were in a couple of different airframes into one.” In all, the MH-60R and its brother, the MH-60S Knighthawk, will eventually replace the SH-60B, SH-60F and HH-60H helicopters currently employed by the Navy. According to VADM Kilcline, this initiative complements the Naval Aviation Enterprise’s standing commitment to “deliver the right force with the right readiness at the right cost at the right time … now and in the future.” Following the Admiral’s Romeo fl ight, the ‘Air Boss’ met separately with NAS North Island’s rotary-wing senior enlisted advisors followed by a sit-down with senior offi cers to discuss hot topics affecting their community. One key issue was the shift from standard helicopter detachment deployments. Now, the entire HSM squadron will deploy together as part of the carrier air wing, as the Helicopter Anti-Submarine (HS) squadrons do. However, the HSM squadron will be broken into roughly four-airframe/20-person detachments and these detachments will then be assigned to each ship in the carrier strike group. This new concept provides more streamlined communication and guarantees greater consistency in training

qualifi cations among all the helicopter assets in a single strike group. These discussions with the West Coast’s helicopter aviation leaders and the Romeo fl ight fall in line with VADM Kilcline’s efforts to meet face-to-face with every branch of naval aviation.

Air Boss returns from his familiarization fl ight with LT Castelein.

HSC-22 Enhances RIVRON 3

Training in North CarolinaArticle by LCDR Brent Moore, USN

Sea Knight fl ight crews from Norfolk, VA based Helicopter Sea Combat Squadron Two Two (HSC-22) supported Riverine Squadron Three

(RIVRON 3) during their inter-deployment training cycle, from 13-15 November 2007. The pilots and aircrew fl ew their MH-60S Knighthawks, armed with M240D 7.62mm machine guns, to Elizabethtown, North Carolina, to support Riverine forces that patrolled the Cape Fear River in the vicinity of the Army Corps of Engineers Lock No. 2.

RIVRON 3 personnel were conducting a week-long training exercise that simulated joint operations with Army and Marine Corps infantry units, designed to replicate the real world missions they will face during their deployment to Iraq next year. RIVRON 3 and HSC-22 fl ight crews conducted close air support and call for fi re, helicopter medical evacuation and casualty evacuation operations, riverine escort, and intelligence, surveillance, and reconnaissance operations. In addition to fl ying these mission profi les, HSC-22 fl ight crews continued to validate tactics, techniques, and procedures for armed helicopter support of riverine operations.

Each day, HSC-22 crews fl ew from Norfolk, VA, to Elizabethtown, NC, and back, to provide fi ve hours of helicopter support to RIVRON 3. Most of the fi ve hour overhead window involved escorting four to fi ve boat crews in 40 foot SURC

(small unit riverine craft) conducting waterborne patrols. Flight crews provided intelligence, surveillance and reconnaissance to the boat crews by communicating with a Joint Terminal Attack Controller (JTAC) qualifi ed boat crewmember. The JTAC’s job was to coordinate aerial support with the boat commanders, in order to effectively use the helicopter’s intelligence gather-ing capabilities and weapons systems. HSC-22 fl ight crews were the “eyes in the sky,” using night vision devices and IR searchlights to covertly patrol and illuminate areas of potential danger and opposition force (OPFOR) activity. When boat

“A Sea Knight fl ight crew prepares for live hoisting of personnel from a 40 foot Riverine Craft on the Cape Fear River in North Carolina.” Photo courtesy of HSC-22 Public Affairs.



Feature: HSC-22 Enhances RIVERON 3 Training In North Carolina


forces came under attack from the OPFOR, the JTAC coordi-nated close-air-support from the Sea Knight crews. While one helicopter remained high above the engagement to maintain situational awareness, the other helicopter crew fl ew gun pat-terns directly above the riverine boats, engaging the OPFOR on the river bank. This combined fi re with boat crew gunners proved extremely effective on dismounted troops and lightly armored vehicles in the vicinity of the river bank.

Several of the training scenarios included casualty and medical evacuation of personnel from the river’s edge and surrounding areas. Many of these areas were places where a helicopter could not perform a safe airborne or land recovery in a threat environment. During these instances, boat crews proceeded to the area along the river, disem-barked onto land, and recovered the injured personnel. After providing aerial cover for the injured personnel extract, the helicopter crews would proceed to a spot on the river bank that provided a safe landing zone. Sea Knight pilots passed the grid coordinates of the landing zone to the JTAC, and then escorted the boats to the area. Once the boats were in the vicinity, the aircrews performed confi ned area landings in the LZ, while the riverine forces patrolled on foot from the river bank to the LZ with the injured personnel. Once safely onboard the helicopter, the injured personnel were airlifted to the nearest fi eld medical facility.

During one of the casualty evacuation scenarios, HSC-22 fl ight crews conducted a live hoisting evolution to validate the capability to hoist personnel from a riverine craft to a helicopter hovering 125 feet above the river. The hoist-ing evolution required great skill from the helicopter pilots, crewmen, and the boat coxswains. Rotor wash and the river current made the evolution challenging for all personnel involved.

While this training increased the current readiness of both RIVRON 3 and HSC-22, the future of integrated RIVRON and HSC training is even more promising. Ex-peditionary HSC squadrons are preparing for the arrival of Block III MH-60S Armed Helicopters on the fl ight line in FY09. The weapons systems upgrades to the MH-60S will include .50-caliber door machine guns, up to eight Hellfi re missiles, and the Multi-spectral Targeting System (MTS).

The MTS includes Forward Looking Infrared (FLIR), Day and Low Light TV, LASER Target Marker, LASER Target Designator, and an Eye-safe LASER Range Finder. Use of these targeting and weapons systems in the riverine environ-ment will provide an even greater tactical advantage for boat and helicopter crews. Locating and identifying potential threats, enemy personnel movement, weapons caches, and other targets will be easier and safer. The MTS will allow helicopter crews to have a greater stand-off from threats, while the Hellfi re missile and the .50-caliber machine guns will allow fl ight crews to “reach out and touch” the enemy from greater range. This will give both helicopter and riverine forces even more fi repower, as well as more time to prepare for and react to the enemy.

As part of the Expeditionary HSC community, the Sea Knights of HSC-22 continue to train for numerous mission areas, including supporting riverine forces in the coastal, littoral, and riverine environments. The fl exible nature of helicopter detachments in the HSC community is a perfect fi t with Riverine squadrons. As the Navy continues to expand its brown-water warfi ghting capabilities, organic helicopter support for boat crews will become essential. The Sea Knights of HSC-22 are leading the Expeditionary HSC community in preparing for these possibilities by training to tomorrow’s operating environments today.

Flight crews from HSC-22 conduct a map study with Joint Terminal Attack Controllers from RIVRON 3, prior to con-ducting a training exercise. Photo courtesy of HSC-22 Public Affairs.


Feature

Two Decades Of Contribution To The HS Helicopter CommunityArticle and Photo By LT Allen Langston, USN

All pilots and aircrew in the helicopter community understand the term CSI. No, it is not referring to that popular television show about the forensic

Crime Scene Investigators that runs weekly. Instead it refers to the “Contract Simulator Instructors,” or more commonly known as “sim instructors.” As pilots, we were introduced to them as soon as we began fl ight school, and well before we actually fl ew a military aircraft. And to this day they remain an essential part of our training and a resource of vast experience, expertise, and knowledge. However, in particular there is a cadre of seven special CSIs that have undoubtedly contributed as much as anyone to the HS helicopter community over the last twenty years. They are Jack Donnelly, Brock Jewell, Bob Brugh, Carl Saviola, Jack Giannini, Doug Laniel, and Del Martins. Four of the seven, Jack Donnelly, Carl Saviola, Brock Jewell, and Bob Brugh will have been there twenty years this July.

These gentlemen are all East Coast CSIs at Naval Air Station Jacksonville with similar backgrounds. The group includes three former pilots, three retired Senior Chiefs, and one retired Master Chief. All of them spent time in the HS community with time in the H-3, H-60, or both. One even had H-2 LAMPS time. Together they have over 120,000 hours of instructional simulator time, and over 225 years of combined aviation experience. In other words, these men have dedicated their professional lives to the betterment of the US Navy’s HS community and to the development of the world’s fi nest HS pilots and aircrew. In addition, over the years they have trained pilots and aircrew from Spain, Italy, England, Thailand, Japan, Australia, Brazil, Argentina, and Egypt.

Furthermore, all Presidential helicopter pilots (H-3 and H-60) were trained by CSIs at NAS Jacksonville up until the year 2000. From a two year period between 2002 and 2004 they also trained all US Coast Guard H-60 pilots because their simulators were down. Moreover, because of their focus on tactics, NSAWC also uses the Jacksonville CSIs to help teach the Seahawk WTI course. Another unique aspect about the instructors in Jacksonville is that because they no longer service a Fleet Readiness Squadron (FRS) they can focus on tactics and cutting edge equipment with the intention of improving the community by improving the training and the technology designed for the H-60F/H.

The CSI program was started in July 1988 as a 90 day trial program by the Navy and because of men like Jack Donnelly, Brock Jewell, Bob Brugh, and Carl Savolia it is still around today and is as strong as ever. In interviewing Jack Donnelly for this article he was asked why he thought the program had been so successful and he replied, “because of the standardization in training. The small offi ce and low turnover has allowed me the ability to maintain a high degree of standardization when training my instructors and those standardized procedures have been passed

The Contract Simulator Instructors (CSI) that has served the HS community.

on to the pilots and aircrew that have received our training.” As mentioned earlier, the contributions of this offi ce extend

beyond the training they provide. Those like Brock Jewell have become subject matter experts (SME) in the areas of light-weight torpedoes to include the Mk-46, -50, and -54. Because of his prowess in this area he is a regular out in Fallon, Nevada at NSAWC where he gives lectures to educate Navy pilots and aircrew. Mr. Donnelly paid him the highest compliment when he stated, “Brock knows more about the lightweight torpedoes and how to tactically employ them than anyone in the Navy.” In addition, Commander Undersander, Commanding Offi cer HS-5, had high praise for the entire staff. He stated, “I consider these men to be a national treasure when it comes to ASW tactics and training in general.” That statement was further elaborated on as he continued, “I have grown up professionally with these men. They have mentored me on leadership as well as tactics from the time I was an Ensign until now as a CO.”

Over the years these men have trained and educated retired Admirals to current squadron COs to the newest Lieutenants. More impressive is just sitting down and talking with these gentlemen and witnessing the interest and joy they take in their job. Also one could listen to them rehash old stories and poke fun at one another in good spirit all day long. It was amazing as Mr. Donnelly recounted specifi c and detailed conversations from over a decade ago just as if they happened yesterday. More importantly they are not done contributing. They are still hard at work and are as excited as ever about the future of simulator training. That future includes integrated simulators on a DOD network that allows joint operations between simulator training conducted thousands of miles away and among dissimilar platforms and services.

The HS community and Navy owe these men a debt of gratitude for all their years of hard work. Therefore, as a result of all the contributions, we at HS-5, on behalf of the HS community, would like to offer our most sincere appreciation for your steadfast support and mentoring over the last twenty years. Undoubtedly, these seven men will continue to play a role in the years to come as the HSM community moves to NAS Jacksonville.


Feature

Marines And Sailors Work Together In New ScenarioArticle and Photo by LCpl Melissa Tugwell, USMC

Ma r i n e s h a v e proven

themselves time and time again as America’s 911 force. By training with other branches of the military, they further display their versatility when they can called for joint training.

Mar ine Heavy Helicopter Squadron 462 conducted special training with several Navy squadrons Dec.12 to broaden joint

operations with the CH-53E Super Stallion.“This is the fi rst time the West coast has performed this

exercise,” said Capt. Neil Oswald, weapons and tactics instructor with HMH-462. “It represents new capabilities for the Marine Corps.”

The training began when the heavy haulers fl ew to Naval Air Station Coronado, CA and briefed with the sailors from Special Boat Team 20 and Naval Special Warfare Group 4 from Naval Amphibious Base Little Creek in Norfolk, VA., along with Special Boat Team 12 from Naval Air Base Coronado.

After positioning a naval special warfare rigid infl atable boat on its trailer, the helicopter then proceeded to fl y and hover over the

boat, while the sailors quickly snapped the ropes to the boat and climbed up a ladder into the helicopter.

The sailors safety climbed into the helicopter, and the heavy hauler slowly lifted the boat and carried it into the water.

As the boat touched the water, without hesitation, the sailors rappelled down a rope, quickly maneuvered to their positions battling harsh winds and unfastened the ropes from the boat.

Throughout the exercise, the sailors had to battle winds from rotor wash from seven rotor blades.

“It provides joint-interoperability of all services working together to accomplish a mission,” said Maj. Matthew Shenberger, Marines Special Operations Command liaison offi cer. “It provides capabilities MARSOC and NSW can utilize.”

The Marines with HMH-462 successfully completed their mission of picking up and lowering the boat into the water while the sailors completed their mission of latching and unlatching the ropes from the Super Stallion to the boat, safely climbing in the helicopter, and then fast roping back into the boats.

“It was a very successful evolution and it provides opportunities to expand more complex tactical training scenarios in future evolutions,” said Maj.Shenberger.opportunities to expand more complex tactical training

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s Greyhawks Reach 60,000 Mishap-Free Flight HoursArticle and Photos By Lance Cpl. Austin Goacher, USMC

A 3rd Marine Aircraft Wing squadron recently achieved 60,000 Class A mishap-free hours.

Marine Medium Helicopter Squadron 161 reached the benchmark during a training fl ight at Marine Corps Base Camp Pendleton, CA, Jan. 29.

It is incredible to be with a squadron when it reaches the 60,000 mark,” said Capt. Grace Kelly, a pilot who was fl ying at the time of the exercise. ìIt refl ects the squadron’s long history of professionalism.” Achieving this is made even more remarkable by the number of combat tours the squadron has participated in, according to CAPT Scott Horton, the squadron’s operations offi cer.

Throughout a seven-month deployment the

Capt. Grace Kelly, one of HMM-161ís CH-46E pilot who helped the squadron achieved 60,000 mishaps hours places numbers upon the squadron tote board.

CH-53E lifting a RHIB


USMC Updates: HMM-16

squadron flies twice the amount of hours than they would while in garrison, explained Horton.

The squadron’s last Class A mishap, a mishap resulting in the loss of life or damage in excess of $1 million, occurred in 1995 while the squadron was deployed.

“CH-46 squadrons that are attached to MEU’s also get a hit against their record if one of the attached

aircraft has a Class A accident,” said Lt. Col. W. Dan Cerkan, the 3rd MAW director of safety and standardization.

“HMM-161ís achievement is not a very common

Heavy Lift Over Djibouti, Africa

In the spring of 2003, 2nd Marine Aircraf t Wing began its enduring support

of Combined Joint Task Force – Horn of Africa (CJTF-HOA) Global War

on Terror with Heavy Lift Helicopters from Marine Heavy Helicopter Squadron (HMH) 461 and Marine Heavy Helicopter Squadron (HMH) 464. These detachments operating from Camp Lemonier, Djibouti, Africa, consist of four CH-53Es and approximately 80-90 Marines and Sailors. The mission of CJTF-HOA is to conduct unifi ed action in the Combined Joint Operations Area - Horn of Africa to prevent confl ict, promote regional stability, and protect coalition interests in order to prevail against extremism.

Over the past fi ve years, the detachments have provided continuous support to a variety of missions including Theater Personnel Recovery, Casualty Evacuations, Humanitarian Operations and traditional assault support working within the Combined/ Joint environment. Daily fl ight operations involve close coordination and execution with Coalition partners, CJTF-HOA Staff and with U.S. Air Force HC-130 crews, U.S. Air Force Pararescuemen and U.S. Army Security forces.

HMH-464 Detachment’s Alpha and Bravo have been supporting Rear Admiral James M. Hart, Commander CJTF-HOA, from May 2007 until February 2008. HMH-461 Detachment Alpha is conducting a Relief in place and will support CJTF-HOA until August 2008. Daily fl ights include Helicopter Aerial Refueling (HAR), Terrain Flight (TERF), desert brown out landings, objective area mechanics, aerial gunnery and joint planning. Over the past two detachments, the

Condors have been called upon to execute four long-range over water missions to U.S. Naval Shipping. These missions were fl own up to 1000 miles round trip and required multiple must plug HAR evolutions without friendly diverts. The success of these missions was made possible by dedicated aircrews and outstandingly maintained aircraft.

The following story from 2005 is one example of the professionalism and teamwork required for mission accomplishment in a challenging Joint environment.

HMH-464 Detachment Alpha received tasking from CJTF-HOA at approximately 1600 on 21 August 2005 to plan for a possible casualty evacuation from a U.S. ship located 300

occurrence and is very signifi cant due to the fact that many of these hours were performed in combat operations, nighttime and in poor weather as the CASEVAC squadron.”

More than 18,000 of the hours were fl own in combat zones, according to Lt. Col. Kevin J. Lee, the commanding offi cer of the squadron.

“This isn’t just an accomplishment for our squadron,” said Sgt. Courtney E. Pickering, a crew chief with the Greyhawks. ìItís an accomplishment for the whole CH-46E community because a lot of Marines have passed through the squadron during the last 13 years.”

In the past three years, only two other CH-46E squadrons have achieved this benchmark.

“This was an amazing month, it wasn’t just about the 60,000 hour mark, it was about celebrating history, safety and pride in ownership,” said Lt. Col Lee.

Condors conduct helicopter aerial refueling over Ethiopia. Photo courtesy by HMH-464 Public Affairs.

The banner that shows the Greyhawks achievement.


Article courtesy of HMH-464 Public Affairs


60,000 hour mark, it was about celebrating history, safety and


Ch

an

ge

of

Co

mm

an

d HSC-23Wildcards

CDR Gregory M. Sheahan, USN relieved CDR Robert D.

Weissenfels, USN on January 11, 2008

HS-15Redlions

CDR Chris Misner, USN relieved CDR Todd Flannery, USN on

March, 2008

HM-14Vanguard

CDR Andy Covert, USN relieved CDR Mark Joynt, USN on March,

2008

HSL- 42Proud Warriors

CDR Dana Gordon, USN relieved CDR Richard Skiff,

USN on March 20, 2008

HSL-48Vipers

CDR John Sniegowski, USN relieved CDR John Gumbleton,

USN on April 6, 2008

HS-4Black Knights

CDR Michael Cruden, USN relieved CDR Paul

Pensabene,USN on February 28 2008

HSM-41Seahawks

CDR Thomas Braden, USN relieved CAPT Curtis Shaub, USN

on March 2008

HSL-60Jaguars

CDR Terry Miller, USN relieved CDR Chris Hyder, USN on

November 16, 2007


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nautical miles away in the Red Sea. The patient had received dental surgery involving the extraction of several wisdom teeth, which had led to complications. The Dental Offi cer on the ship determined that the patient had developed an infected abscess at the surgical site. Antibiotics were ineffective, as the patient had increased swelling, pain, fever, loss of vision, and continued spread of infection. The doctor determined the patient was in danger of sepsis, which could lead to her death. Although a naval vessel with aviation assets was in the area, the crews were not capable of operating in the current weather conditions or fl ying the distance involved from the ship to Djibouti.

Following established procedure, Detachment Alpha had one aircraft and crew on stand-by for casualty evacuation within the area of responsibility. The detachment had been conducting day operations in the local area, and the crews were at the eight-hour mark in their crew day. An additional aircraft and crew, to include an extra pilot for each cockpit, were added during the planning because of the distance, crew-day, night, weather, and over-water nature of the fl ight. At approximately 1900, the crews were told to execute. After a confi rmation brief to the CJTF and cockpit briefs, the crews launched at 2015 on Night Vision Goggles with an Air Force HC-130 for HAR and radio relay.

Weather was marginal with three miles visibility and no visible horizon because of the suspended dust and moisture from a thunderstorm in the area. The conditions covered the entire route of fl ight. The section navigated along the coast of Djibouti and Eritrea at 500 feet and passed execution items to the HC-130 along with estimated time enroute to the ship. At 250 miles from Djibouti, the section climbed to 1,000 feet and joined with the HC-130 for HAR. Because of the degraded conditions, the HC-130 executed a radar rendezvous with the section. At this altitude, visibility had degraded to approximately 1 mile, and the section conducted left hose refueling as a result of the extremely poor conditions and lack

of visual cues or horizon. The HC-130 had to locate the ship because of the lack of ship’s RADAR and operational TACAN. The fl ight lead established communication with the ship to facilitate the extract of the patient. Once complete with aerial refueling, the lead aircraft broke off from the HC-130, located the ship and executed an NVG landing. As the lead aircraft on-loaded the patient, the HC-130 reversed course and the dash-two aircraft completed aerial refueling. Once the patient was secure for transport, the section rejoined for a 260-mile return trip to Djibouti, navigating again along the border of Eritrea and Djibouti in marginal weather. At approximately 16 hours into crew day, the section landed at Djibouti at 0030. The patient was transferred to a HC-130 for transport to medical facilities in Bahrain, where emergency surgery was conducted. Without direct and decisive action, this Sailor could have died. The patient made a full recovery and was able to be transferred back out to the ship approximately one month later.

This is one example of the missions these detachments have executed multiple times over the past fi ve years. The Heavy-Lift Marines and Sailors are doing great work in the Horn of Africa in support of the Combined Joint Task Force. They demonstrate the fl exibility and professionalism of Marine Corps Aviation on a daily basis in an austere and challenging Joint environment.

USMC Updates: HMH-464

Condors conduct objective area mechanics with U.S. Army Security forces from Delta Company,

1/294th. Photo by SRA Matthew Bright, USAF.


Corps Aviation on a daily basis in an austere and challenging Joint environment.


Sq

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Up

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te

s HSL-37 Looks Back on 2007

The EasyRiders

of Helicopter

A n t i -

Submarine Squadron

Light 37 supported

a demanding year in

2007, deploying fi ve detachments to the Western Pacifi c,

Indian Ocean, and the Arabian Gulf. The fi rst detachment

to deploy was the “Alpha-Squad” of Detachment ONE,

which deployed in April aboard the USS Chafee (DDG

90) with the Nimitz Strike Group. The Chafee team

conducted anti-piracy operations off the Horn of Africa

and then moved to the Northern Arabian Gulf to provide

oil platform defense in support of Operations Enduring

Freedom and Iraqi Freedom. Following closely behind

Det ONE were the Hard Rollers of Detachment FOUR,

who deployed in late April aboard the USS Chosin (CG

65) with the Bonhomme Richard Expeditionary Strike

Group (ESG) to conduct Maritime Security Operations

off the Horn of Africa and in the Arabian Gulf.

The Detachment FIVE “Sherpas” also deployed in late April

to the Western Pacifi c aboard USS Lake Erie (CG 70), joining

strike group operations with the USS Kitty Hawk (CV 63) off

the coast of Japan. The Kitty Hawk Strike Group transited on

to Australia to take part in the bi-lateral exercise TALISMAN

SABER, after which Lake Erie detached to support Operation

ENDURING FREEDOM – Philippines. In August, Detachment

FIVE and Detachment ONE returned to the Western Pacifi c for

the joint exercise VALIANT SHIELD 2007 with the Nimitz,

Stennis, and Kitty Hawk Strike Groups, after which Detachment

ONE transited back to the Bay of Bengal with Nimitz and

Kitty Hawk to participate in exercise MALABAR with forces

from India, Australia, Japan, and Singapore. All three

detachments returned to Kaneohe Bay in September,

passing their shipmates in Detachments TWO and THREE

on their way to the Western Pacifi c and Arabian Gulf.

Detachment TWO, the “Body Snatchers”, returned

home in February 2008 to family, friends, and the comforts

of Hawaii after a six-month deployment aboard USS Reuben

James (FFG 57). The det performed a broad range of tasks

and operations in the Western Pacifi c, supporting Operation

Enduring Freedom in the Philippines. “Murphy’s Law” of

Detachment THREE aboard USS Port Royal (CG 73) recently

passed the halfway mark as the det braved the winter weather

in the Arabian Gulf. Meanwhile, the Ice Breakers of the new

Detachment ONE recently deployed with the Nimitz CSG

and look forward to donning their “ten-years-new” Hawaiian

cold weather gear on their way to the Northern Pacifi c. The

EasyRiders look forward to another busy year in 2008.

Article courtesy of HSL-37 Public Affairs

Breaking Ice and Taking Names!The ‘Ice Pack’ sails again.

Article by LCDR Jason Garrett

HSL-37 Detachment ONE, the ‘Ice Pack,’ is at sea again – deployed in the Pacifi c on the guided missile destroyer USS Chafee

(DDG-90), as part of the USS Nimitz (CVN 68) Strike Group.

The ‘Ice Pack’ formed up in October 2007, just after the return of the Nimitz Strike Group and the original Detachment ONE Alpha Squad. The Ice Packs fi rst underway with Chafee started with a transit from Hawaii to the San Diego Operating Area, which allowed the detachment to complete Week One Work Up (WOWU) training. The seas were rough, sometimes as high as 15 feet, but this only made Deck Landing Qualifications more interesting. The aviators performed fl awlessly and when it came time to begin the intense ASW exercises during SUSTAINEX 2008, they were more than ready.

By the time the Ice Pack deployed late in January, the entire team was ready and the aircraft were groomed to perfection.

Now the Ice Pack is heading west with Chafee to begin exercises with the rest of the Nimitz Strike Group. The detachment continues to sharpen its skills and is always at the ready. While underway, the Strike Group will contribute to the Global War on Terror throughout the Pacifi c by projecting force in the 7th Fleet Theater. Wherever the Strike Group goes, the Ice Pack will be there, making their presence known by executing their assigned missions and by “Breaking Ice and Taking Names!”executing their assigned missions and by


SQUADRON UPDATES

Vanguard Heavy Lift Takes The LeadArticle by LT Matthew Reeves, USNArticle by LT Matthew Reeves, USN

HELMINERON F O U RT E E N D e t a c h m e n t

TWO (HM-14 Det-2) deployed out of Norfolk, VA onboard the

multi-purpose amphibious assault ship USS Peleliu (LHA5) to support a Theater Security Cooperation (TSC), Peleliu Pacifi c Partnership (3P) to Papua New Guinea, on August 7, 2007.

The USS Peleliu was under the command of COMDESRON31 (CDS31) and was equipped with two Landing Craft Utilities (LCU’s), one Landing Craft, Air Cushion (LCAC) and two Sikorsky MH-53E Sea Dragons. The mission of the 3P was to provide medical, dental, engineering and other humanitarian assistance to the Pacifi c Islands.

The LCU’s and LCAC were to be the big movers for the deployment, with the mighty MH-53E helicopters being used to extend the reach of the ship as far as 250 nautical miles out, to the rim islands during the deployment. The LCU’s turned out to be more unreliable than predicted and the helicopters had to increase the operational tempo for the mission. Therefore, due to the large payload and passenger capabilities, the MH-53E became the work horse for the rest of the detachment. The helicopter community understands that being fl exible is not an option, it is a necessity. So, when CDS31 asked us to change priorities and support some of the LCU’s tasking, HM-14 Det-2 responded.

August 14th started out like any other day, briefi ng and pre-fl ighting our aircraft at 0530. The mission involved taking a Medical Civil Assistance Program (MEDCAP) team consisting of medical supplies, doctors, nurses and a group of community relations representatives from the USS Peleliu to Josephstall, a small airfi eld located 60 miles to the northeast of the ship through mountainous terrain. This was a standard run, taking 5000 pounds of cargo and as many as 30 passengers (PAX) into the mountains where the only means of delivery was by small plane or helicopter. There were no roads for automobiles to these remote locations. We were to drop off all the PAX and cargo, then return the next day to re-supply the MEDCAP and transfer personnel.

Upon completion of our second fl ight, we shutdown to do a post fl ight and de-brief our six hour mission. The crew and I were tired and looking forward to a hot meal onboard the ship, rather than another box lunch. Half way through our meal, the Operations Offi cer approached us with new tasking. We went down to maintenance control to get briefed on the current situation. The LCU’s broke down at Madang and the Commodore told us to retrieve as many personnel as possible before sunset. The Offi cer in Charge asked about the condition

of my crew and the aircraft; I said we were “good to go.” We proceeded out to the aircraft, checked the fl uids,

seating confi guration (32 passengers) and let the Air Boss know we intended to complete a maximum of three runs before sunset. The ship was 60 miles to the north-west of the airport and began steaming to decrease the distance so we could maximize the remaining daylight. We made the fi rst two runs to the beach with minimal time on the ground and at maximum airspeed.

Closing on sunset, the crew, co-pilot and I were feeling the effects of being in the aircraft for more than 8 hours and

LT Reeves and crew turning on deck at Josephstall, New Guinea, waiting to return passengers to the USS Peleliu. Photo by AW1 John Lee.

5000 pounds of cargo included 3000 pounds of lumber for the 3P Sea Bees. Photo by LT Matthew Reeves.



SQUADRON UPDATES: HM-14 / HSC-23

pushing the limits of our crew day. We made our third approach on the ship and had to make one turn in holding, which made us even more tired.

The ship was pressing us to make one more run to pickup the Commodore, even though sunset was fast approaching. We were low on fuel, there was barely enough time to make it to the beach, and our crew day was almost up. Between the other aircraft and us, we had already returned over 180 of the 300 personnel at Madang in a three hour time frame. As a HAC, my primary concern was for the passengers and my crew. We used ORM and set a time frame for our last leg if we continued the fl ight. We decided to launch and had to make it to the beach with enough time to brief the passengers and get them seated, then return to the ship. We made the trip and upon returning the co-pilot made the approach to a landing. It was a memorable touch down and a huge sigh of relief fi lled the cabin as we completed the longest fl y day of my career.

This began HM-14 Det-2’s role as a key player in the 3P mission. Up to this point the helicopters were being used as a secondary asset to the LCU’s and as personal transportation for key personnel. So with two MH-53’s, we were able to move more than the operational requirement fi rst requested. Without heavy lift helicopter capability the TSC mission completion rate would have been greatly degraded. The MH-53E’s fl awless execution of passenger transfers and cargo during the 3P

mission continues to not only prove itself in Naval Aviation during wartime, but also at the forefront of the United States peace keeping and humanitarian initiative. It is safe to say the mission would have not been a success without the MH-53E onboard.

Unloading ATV’s, the only mode of transportation in this mountainous region when there are no roads. Photo by AW1 John Lee.

A New Bullet Prepares the Wildcards for a Busy 2008Article by LTJG Michael Dimmitt, USN

A New Bullet Prepares the WildcardsArticle by LTJG Michael Dimmitt, USN

As the New Year began

for the Wildcards of

HSC-23, so did a new

era as CDR Greg Sheahan took the reigns from CDR Robert

Weissenfels, becoming the second Commanding Offi cer in

the squadron’s history. The Wildcards also welcomed CDR

Michael Dowling as the new Executive Offi cer. In his fi rst

month, CDR Sheahan led from the front, taking 88 personnel

to El Centro for a 10 day training detachment, performing

numerous tactical training fl ights with SEAL team elements.

Meanwhile the Suicide Kings of Det 4 stood double duty

by maintaining the home guard operations while supporting

Carrier Air Wing Two during the JTFEX training evolutions.Looking back, the Wildcards had a great end to 2007

by welcoming home the One-Eyed Jacks of Det 3 on the 17th

of November. Deployed aboard the USS Bonhomme Richardfor over 7 months, the SAR detachment fl ew over 750 hours,

The Wildcards standing tall in 2008. Photo courtesy of




SQUADRON UPDATES: HSC-23 / HM-15

transferring over 1200 passengers, and moving almost 1000 tons of cargo. The distinguishing moment of the deployment was the dramatic rescue of a downed Harrier pilot on May 18th. We concluded the year with a fi rst rate Christmas party, marking the fi rst time the entire squadron was at home since establishment.

As spring approaches, the training cycle will continue to ramp up as Dets 4 and 5 depart for scheduled Westpac deployments. The Suicide Kings of Det 4 will be attached to the USS Rainier supporting Carrier Air Wing Two logistics. Completing the fi rst round of deployments will be Det 5 who will comprise the SAR detachment onboard the USS Peleliu. Additionally, the Wildcards will also be supporting the 2515th

NAAD sending two detachments to Kuwait this year. Finally

HSC-23 will be a part of “Operation Continuing Promise” supporting humanitarian efforts in South America onboard the USS Boxer.

Now well into our second year, the Wildcards are fully manned and equipped for continued success. Having received four new MH-60S aircraft from Sikorsky in the past six months, the fl ight line looks full, while the quality of the squadron spaces continues to be raised to the Wildcards standard. We look forward to another successful year while serving at home and abroad.


HSL-43 Returns From

6-Month DeploymentArticle by LTJG. Brendan O’Dea Negle, USN

Los Gatos Locos of Helicopter Anti-Submarine Light (HSL) 43, Detachment 2, returned to San Diego, Oct. 6, following a successful six-month Western-Pacifi c

deployment.Attached to the Pearl Harbor-based USS Chung-

Hoon (DDG 93), an Arleigh Burke-class Aegis destroyer, with the Bonhomme Richard Expeditionary Strike Group (ESG) 5, HSL-43 conducted maritime operations in the 5th Fleet (Arabian Gulf) area of responsibility.

“The logistic hurdles of a San Diego-based detachment and a Pearl Harbor-based ship presented unique challenges, said HSL-43 Detachment 2 Maintenance Offi cer LT. Greg Lembo. “Through an exceptionally long workup cycle, a pre-cruise maintenance inspection away from our home unit and the cross deck of aircraft on the USS Bonhomme Richard, Detachment 2’s maintainers and aircrew performed exceptionally.”

Detachment 2 departed San Diego for deployment April 10. Once off the coast of Hawaii, the strike group conducted anti-submarine exercises before Chung-Hoon and HSL-43 detached from ESG-5. Following the exercise, Chung-Hoon and Los Gatos Locos chopped into the Arabian Gulf to lock arms with Combined Task Force (CTF) 150 – a multi-national naval coalition established near the beginning of Operation Enduring Freedom, comprised of naval ships from Canada, France, Germany, Pakistan, United Kingdom and the U.S. Together they conducted maritime security operations (MSO) in the

HSL-43 Returns From

6-Month DeploymentArticle by LTJG. Brendan O’Dea Negle, USN

Los Gatos Locos of Helicopter Anti-Submarine Light Gulf of Aden, Gulf of Oman, the Arabian Sea, Red Sea and the Indian Ocean. “Operations with theater CTF’s allow better alignment for the geographical area in accordance with the local commander’s intent,” said Lembo. “In addition, cooperation with other coalition nations is enhanced while communications are streamlined.”

HSL-43 aided CTF-150 with anti-piracy operations off the coast of Somalia by gathering intelligence, fl ying armed surveillance and reconnaissance missions, and providing humanitarian relief.

During this time, Los Gatos Locos were asked by Somalia’s Prime Minister Ali Mohamed Gedi to provide assistance to a commercial cargo vessel in distress. Despite a high sea state, the vessel’s inability to maneuver, and several large hazards scattered along the length of the ship, the aircrew successfully lowered several weeks’ worth of food, water and supplies, giving the stranded crew the time it needed to eventually return to port under its own power.

“[Aiding the Somalian vessel was] a great opportunity to help others in need as well as put my training and skills to good use,” said HSL-43 Aircrew Member, Aviation Warfare Systems Operator 2nd Class (NAC) Tyler Brock.

The squadron soon detached from CTF 150 to join CTF-158 – the task force responsible for training Iraq’s Navy



SQUADRON UPDATES: HSL-43 / HS-15

and Marines to safeguard their territorial waters and protect two off-shore oil platforms, the Al Basra (ABOT) and Khawr al Amaya (KAAOT) oil terminals – in the Northern Arabian Gulf (NAG).

The aircrews monitored maritime traffi c, assessed Iranian Revolutionary Guard Corps Navy (IRGCN) activity, and supported 31 boardings performed by Chung-Hoon’sVisit, Board, Search and Seizure (VBSS) teams, logging a total of 350 fl ight hours.

“We were only a few hundred yards from those oil platforms,” said Herr. “Every member of the detachment could see what we were defending and put forth an incredible effort to accomplish the mission.”

According to limbo, the work accomplished on the deployment described in only two words.

“Truly inspiring,” Lembo said. “The sailors of HSL-43 Det. 2 endured a demanding deployment schedule, a multitude of aircraft and equipment challenges, and prolonged operations in the extreme conditions of the Northern Arabian Gulf. Their combined efforts and teamwork allowed for the execution of 930 mishap free fl ight hours in support of OPERATIONS ENDURING and IRAQI FREEDOM.”

BattleCats doing preventive maintenance out at sea. Photo courtesy of HSL-43

HS-15 Gears Up For Partnership Of The Americas Deployment

The World F a m o u s Red Lions

of Helicopter Antisubmarine Squadron FIFTEEN have a

busy 2008 ahead of them. Beginning with TSTA (Tailored Ship’s Training Assessment) in mid-February, the Red Lions will be embarked on USS George Washington (CVN 73) along with CVW-17 preparing for a two month deployment around South America beginning in April. The cruise will ultimately end for the “GW” in Yokosuka, Japan as she completes her homeport relocation. The Red Lions, however, will embark on the USS Kitty Hawk (CV 63) in Hawaii for the transit back to Washington where the Kitty Hawk will eventually be decommissioned.

The Red Lions will embark on the Partnership of the Americas with new leadership in the front offi ce. On March 28th, the Red Lions will say farewell to Skipper Todd Flannery following a very successful fi fteen months that saw the Red Lions return to CVN operations following nearly eighteen months of either preparing for or operating in the Kuwaiti Theater of Operations in support of OPERATION

Iraqi Freedom. CDR Flannery will report to the staff of the Commander of the US Joint Forces Command in Norfolk. CDR Chris ‘chet’ Misner assumes command of the Red Lions and CDR Larry ‘Bro’ Getz assumes the duties as Executive Offi cer. Although the deployment is not as long as what HS squadrons have come to expect, the Red Lions are looking forward to working in some different operating areas and conducting some unique missions. The squadron will get some initial training in counter narcotics terrorism (CNT) ops, a standard HSL mission, during the transit around South America. The Red Lions also are looking forward to fl ying in-country to several of the South American countries.

The Partnership of the Americas will not be all work and no play. Port visits to Brazil and Chile, as well as San Diego, California, and Pearl Harbor, Hawaii will provide the Red Lions the unique chance to “see the world”. Though the schedule will be fast paced, the Red Lions will be ready to answer any call for tasking as the USS George Washington team conduct theater engagement operations south of the equator and solidify relations with our Latin and South American neighbors.

HS-15 Gears Up For Partnership Of The Americas Deployment

of Helicopter Antisubmarine Squadron FIFTEEN have a

busy 2008 ahead of them. Beginning with TSTA (Tailored Ship’s Training Assessment) in mid-February, the Red Lions

Article by HS-15 Public Affairs Offi cer



SQUADRON UPDATES: HSL-46 / HS-6

A Banner Year for HSL-46Article by LTJG Brian Fojt

The Grandmasters of Helicopter Anti-Submarine Squadron Light FOUR SIX (HSL-46) reaped the benefi ts of its hard work in 2007. HSL-46 won its

second straight Sikorsky “Golden Wrench” award, its third straight Retention Excellence award, and is HSM Wing Atlantic’s nominee for the Arleigh Burke Fleet Trophy. This is on top of seven successful deployments to the Caribbean, North Arabian, Black, Mediterranean and Red Seas; Arabian Gulf; Horn of Africa; and North Atlantic, Pacifi c, and Indian Oceans.

The Sikorsky “Golden Wrench” award is presented annually for excellence in aircraft maintenance. In 2007, HSL-46 operated at high capacity, distinguishing itself as one of Naval Aviation’s most capable and ready squadrons. “This award symbolizes our outstanding Maintenance team’s dedication to mission accomplishment and integrity in all they do,” said Commanding Offi cer Christopher Dennis. In fi scal year 2007, HSL-46 completed 2,528 sorties, logging 6,383 fl ight hours in the SH-60B Seahawk; of which 3879 hours were conducted underway by ten aircraft fl ying off of seven different surface combatants.

HSL-46 has once again exceeded retention expectations; thereby earning its third straight Retention Excellence award. Also known as the “Golden Anchor” award, it recognizes outstanding command climate and the ability of a command to retain its top sailors. Most notably, HSL-46 had a 62.5 percent Zone A re-enlistment rate, which is well above the Navy average of 48 percent. HSL-46 unplanned attrition plummeted 66 percent from 2006. This

occurred as promotion rates increased across the board, including a 200 percent increase in E-4 promotion rate from fi scal year 2006.

The Arleigh Burke Fleet Trophy is presented each year to the ship or aviation squadron that has achieved the greatest improvement during the preceding year. HSL-46 improved in retention, advancement, cost-wise effi ciency, and ASW profi ciency from 2006. In addition to the “Golden Wrench” and “Golden Anchor” awards, HSL-46 had 30.8 percent less than expected costs for hours executed, an incredible improvement of 475 percent over 2006. Grandmasters completed 500 hours of volunteer time, received outstanding marks on the CNAL SAR Evaluations, received the EAWS pennant, completed 20 torpedo drops and nine Hellfi re qualifi cation shots with 100 percent validity, and conducted eight MEDEVACS. “HSL-46 succeeds because, up and down the chain of command, each “Grandmaster” is committed to the squadron mission and philosophy,” said Commanding Offi cer Christopher Dennis.

2007 was a great year for the “Grandmasters,” but 2008 looks to be even better. “This year will be a success because of the outstanding planning and execution of all ‘Grandmasters’. We look forward to an exciting and rewarding year ahead of us,” he said. HSL-46 currently has one detachment underway; however, three more are soon to deploy in the fi rst half of 2008.

Article By LTJG Ryan Cunningham, HS-6

This year looks to be another busy one for the Screamin’ Indians of HS-6 as the squadron once again meets the call for operational commitments with CVW-11 and USS Nimitz (CVN 68). “Port

call San Diego” has come to an end for the Indians, and now it’s time to go back to sea. Expecting a quick turnaround, Indians took much needed time to enjoy the company of family and friends. As the Indians prepare for this deployment, lets take a look back at what was accomplished over the last year.

In January, HS-6 began 2007 with a detachment to NAS Fallon, Nevada to

Article By LTJG Ryan Cunningham, HS-6

call San Diego” has come to an end for the Indians, and now it’s time to go back to sea. Expecting a quick turnaround, Indians took much needed time to enjoy the company of family and friends. As the Indians prepare for this deployment, lets take a look back at what was accomplished over the last year.

Screaming Indians Squadron Update



SQUADRON UPDATES: HS-6 / HSM-71

Navy’s Newest Helicopter Goes to SeaArticle By LTJG Aaron Davis, USN

participate in CVW-11’s Air Wing Training. The squadron returned to NAS North Island in February and conducted local area training until getting underway aboard USS Nimitz for JTFEX during the last two weeks of February and into March 2007. After returning from the Nimitz , HS-6 made fi nal preparations for cruise. On April 2nd, HS-6 deployed onboard USS Nimitz for WESTPAC 2007.

The USS Nimitz stopped briefl y in the Hawaiian op-area, where the Indians sharpened their ASW sword during Exercise Tenable Champion. Flying around the clock missions, the Indians successfully defended the Strike Group from multiple Blue Force aggressor submarines.

Following the transit to the COMFIFTHFLT Area of Operations, the aircraft assigned to CVW-11 commenced combat fl ight operations for Operation ENDURING FREEDOM. HS-6 provided twenty-four hour surveillance of the carrier vital area ensuring the Strike Group’s ability to conduct operations unabated. The Indians provided multiple armed SSC escorts for high value units in and out of the contested and highly congested Arabian Gulf.

The USS Nimitz transitioned north to support ground forces engaged in direct combat in Operation IRAQI FREEDOM. With the CVW-11 team fl ying combat missions, the Indians were hand selected to support CTF-158, a coalition maritime force engaged in security patrols of the northern Arabian Gulf. There the Indians conducted daily armed SSC support along with intelligence, surveillance and reconnaissance of high value areas. The Indians then headed for a well deserved break in the United Arab Emirates.

Rotating south for a highly visible port visit, the Indians were honored to be the fi rst HS squadron to visit Chennai, India. Twenty-four Indians volunteered time, money and labor to overhaul and upgrade a sports park for young children at a local orphanage in Chennai. Getting underway and heading north again, the USS Nimitz, CVW-11 and the Indians set sail back to the gulf for more Operation IRAQI FREEDOM missions.

Shortly after leaving the Arabian Gulf, Nimitz traveled to the largest joint exercise in the Pacifi c, VALIANT SHIELD 2007. Joining forces with the USS Kitty Hawk and the USS John C Stennis,

the Indians proved that ASW is not a lost art. Gaining the respect of all participants quickly, the Indians provided round the clock ASW for seven days and nights, completing 50 sorties and 236 fl ight hours. Combining forces with the Easyriders of HSL-37, the Indians conducted a dual Hellfi re launch, scoring direct hits on the EX-USS JOUETT (CG 29).

In September, the Nimitz Strike Group headed west to combine forces with the INS Viratt, an Indian Navy aircraft carrier. During Exercise MALABAR 07 the Indians crossdecked maintenance personnel to the Viratt to work side by side with HS-124. Proving that bi-national operations were possible, the Indians of HS-6 were in high demand in every mission area.

Sailing east, the Indians enjoyed a welcome break with liberty in Singapore. Once again the Indians offered assistance to the local community by providing volunteers to clean up a local beach area.

Sailing homeward, the Indians stopped in Pearl Harbor to pick up family members for a time honored tradition, “Tiger Cruise.” Embarking forty-four “new” Indians, memories were made and friendships solidifi ed during the fi ve day cruise home to NAS North Island. Arriving in San Diego, the Indians said goodbye to the USS Nimitz and hello to loved ones after the six month long deployment.

For the remainder of 2007, HS-6 conducted local area operations and Strike Group readiness training to ensure the Indians were ready to answer our Nation’s call. That call has come and the Indians of HS-6 and the rest of CVW-11 are back at sea for a surge deployment. After only four months in port the USS Nimitz is heading west to replace the USS Kitty Hawk during a planned maintenance period. The Indians are looking forward to another busy deployment as they carry-out missions during the GLOBAL WAR ON TERRORISM.

The Raptors of Helicopter M a r i t i m e S t r i k e Squadron (HSM) 71,

Det.1 successfully completed their fi rst underway on 25 JAN with an MH-60R “Seahawk” helicopter aboard the USS Preble (DDG 88).

DET 1, consisting of fi ve pilots, four aircrew, 14 maintenance personnel and one MH-60R helicopter, completed various training and qualifi cations while onboard the Preble including deck landing qualifi cations (DLQ’s), landing safety offi cer qualifi cations (LSO), fl ight deck coordinator training, and helicopter in-fl ight refueling qualifi cations (HIFR), as well as many other level qualifi cations. In addition the “Raptors” completed 20 vertical replenishments (VERTREPS) and 80 small deck landings during the three-day underway.

“The detachment was a huge success and exceeded my highest expectations,” said HSM-71 Operations Offi cer LCDR Joe Sanchez.

The squadron’s qualifi cations and training made it possible for the ship to receive the aviation certifi cation (AVCERT) enabling it to conduct operations with aviation assets.

“We really couldn’t have done it without the dedication and professionalism of the Sailors from Preble and HSM-71, specifi cally USS Preble’s fl ight deck team, our detachment’s maintenance personnel and the fl ight crews” Sanchez said.

The “Raptors” are currently preparing to send more detachments aboard various ships for training to prepare for an upcoming deployment with Carrier Air Wing 9 (CVW-9) and the USS John C. Stennis (CVN 74) in early 2009.



SQUADRON UPDATES: HSL-51

HSL-51 Det 11 Saves Blue Ridge Sailor With Record Flight.

On February 2, 2008, HSL-51’s Detachment 11 logged their first medical evacuation (MEDEVAC) of the year, and the longest

ship-to-shore passenger transport flight in the squadron’s history. The patient was a 21-year-old BM3 stationed aboard USS Blue Ridge (LCC-19) whose condition rapidly deteriorated after sustaining a head injury.

The Sailor was completely unresponsive, and began suffering from seizures. With limited medical capabilities onboard the ship to adequately perform a more detailed diagnostic workup and provide more advanced therapeutic treatment for the patient, LCDR Danforth, the USS Blue RidgeSenior Medical Offi cer, requested for an urgent MEDEVAC to a higher echelon ofmedical care. Detachment 11 has two VIP-configured SH-60F aircraft, and both were embarked on Blue Ridge for this underway period. The det was already preparing to fl y routine training missions that afternoon. Unfortunately, the ship was over 400 nautical miles away from the nearest accessible medical facility in Okinawa. Complicating matters were marginal weather and approaching sunset. Furthermore, the medical requirement to remain at low altitude to minimize pressure changes on the patient would make radio communications between the aircraft and the ship and beach impossible for a large portion of the fl ight.

A plan was quickly devised to safely complete this emergency mission. Operational Risk Management played a critical role in identifying and controlling the many risks associated with this mission. Time, fuel, and distance calculations were checked and rechecked. Wing SOP restricts ship to shore fl ights to a maximum of 200 miles, but that requirement was waived due to the life or death situation at hand. Alternatives were considered, but it appeared that Okinawa was the only viable option, so Blackbeard 01 launched with two aircrewmen, LCDR Danforth, and the litter bound patient in the back at 390 nm from Kadena, Okinawa.

According to LT Stickney, the aircraft commander, weather rapidly deteriorated to an 800 foot ceiling and the fl ight nearly had to be aborted as headwinds of 20 to 30 knots slowed progress and burned up precious fuel. The copilot, LT Kieszek, concurred that it was one of the most intense fl ights of her career considering the darkness, low ceilings, rain, and poor radio communications.

The situation in the cabin was no easier. The patient

experienced four seizures during the fi rst two hours of the fl ight before becoming lucid again. For the remainder of the fl ight he became disoriented, aggressive and combative. LCDR Danforth and the two aircrewmen, AW2 Tenbroeck and AW2 Safford, spent nearly the entire fl ight physically restraining the patient to prevent further injury to him or others. After a grueling 3 ½ hour fl ight they fi nally landed at Kadena Air Base in Okinawa with about 30 minutes of fuel to spare. An awaiting ambulance took the patient to Okinawa Naval Hospital where he received treatment that saved his life.

MEDEVAC Crew of HSL-51

HSL-51 Det 11 Saves Ridge

On February 2, 2008, HSL-51’s Detachment 11 logged their first medical evacuation (MEDEVAC) of the year, and the longest

ship-to-shore passenger transport flight in the squadron’s

he received treatment that saved his life.

Article and Photo by HSL-51 Public Affairs



SQUADRON UPDATES:

HSL-47 and CVW-2 at Air Wing Fallon: Summer Fun in the High DesertArticle and Photos by HSL-47 Public Affairs Offi cer

HSL-47 and CVW-2 at Air Wing Fallon: Summer Fun in the High DesertArticle and Photos by HSL-47 Public Affairs Offi cer

Se p t e m b e r looked to be a promising

month for a young aviator from HSL-47 in San Diego.

Sunny days at the beach and some great Homeguard unit level fl ying were the plan. My Operations Offi cer changed those plans, however, with the announcement that I would be packing my bags to train at NAS Fallon for the month. Our Carrier Air Wing (CVW-2) was scheduled for Air Wing Fallon, so sunsets at Pacifi c Beach would have to wait. The news improved when I learned that I would be fl ying all events with our XO. I’m always happy to get some face time with the boss, but the man was known to whet his appetite on LTJGs before moving on to meatier fare with the Department Heads. It’s an understatement to say that I was nervous about the prospect of a month of what I was told would be the most challenging training I would ever encounter. Our Detachment of nine combat crews, forty fi ve maintainers and three helicopters arrived at NAS Fallon a week earlier than the rest of the Air Wing for rotary wing familiarization training. The time was well spent as we settled into our operations and maintenance spaces, received valuable classroom training, and had an opportunity to explore the massive Naval Strike and Air Warfare Center (NSAWC) range complex before the invasion of our fi xed wing brothers. Day fams presented an opportunity to conduct recce on bombed-out hulks of old tanks and Assault Personnel Carriers (APCs), as well as to fi gure out which power lines and high mountains might reach out and touch you if you lost situational awareness for a moment. Night fams were a dark, dark chance to markedly increase the pucker factor and be thankful that you had already fl own the ranges in daylight, chummed your charts and marked hazards. Picking our way through mountain passes on a low illumination night was pulse-raising enough to make me forget worrying about fl ying with the XO. Flying aside, I could tell that the expectation of all fl ight crews was high. We shared familiarization week with our fellow CVW-2 helo bubbas from HS-2, and both squadrons spent a few days in the classroom learning the latest and greatest of advanced helicopter tactics from the resident NSAWC Seahawk Weapons and Tactics Instructors (SWTI). Our squadron participated in the Helicopter Advanced Readiness Program (HARP) at the west coast HSM Wing Weapons School a few months earlier, and we were eager to build upon that foundation with the NSAWC SWTIs. With arrival of the entire Air Wing the following week,

we were off and running with integrated Air Wing training. The next few weeks were a blur of mission planning, event briefs, intense fl ights and comprehensive debriefs. Several of our squadron’s pilots completed Mountain Flying and Terrain/Low-Level training courses with NSAWC instructors, but the majority of us were busy with events that crews would routinely return from to laud as “the coolest fl ight I have ever done!” Although our missions included strafe, “Hellfi re CATMEXs,” Surface to Air Counter Tactics (SACT) on the advanced electronic range, “Helicopter Visit, Board, Search and Seizure (HVBSS),” Naval Surface Fire Support (NSFS) and Maritime Strike, the highlights of Air Wing Fallon for me were the Close Air Support (CAS) and Maritime Air Support (MAS) events. Partial task training gained by participating in CAS events where we received Call For Fire (CFF) briefs from Special Operations Forces (SOF) developed our Maritime Air Controller (MAC) skills and better prepared us to destroy maritime targets with fi xed and rotary wing strike assets.

Saberhawks VERTREPing out at sea.



Although the mission planning requirements at Air Wing Fallon were rigorous (we averaged three hours of plan-ning for every simulated or real Hellfi re attack--and there were 84 total shots), the pattern of planning was normally standard, at least for a junior pilot like me: learn the gen-eral event fl ow and objectives from the Strike Lead, fi gure out your individual role in the big picture, and get to work assembling kneeboard packs. CAS planning, however, was truly a hands-on experience. Hours before launching, we would meet the Special Ops Joint Terminal Air Controllers (JTAC) to “sand table” the event. Distinguished by their longer hair, the SEALs and JTAC instructors, veterans’s fresh from the fi eld, were very effective at briefi ng overall event expectations and mission essentials, but managed not to bog down any scenario by choreographing the events. Not knowing exactly what to expect on the range made every CAS event dynamic and ultimately more realistic. Flying in support of troops on the ground with live ordnance on board was certainly a unique and rewarding experience for an HSL crew. In our culminating CAS event, JTACs ground lased for our section of SH-60Bs. After our two Hellfi re shots destroyed two targets, we “reattacked” on with a .50 caliber strafe run on a convoy of trucks to support “troops in con-tact” on the ground. I think after all the shooting subsided, even the XO smiled. While CAS presented an opportunity to practice an opportunity to practice maritime strike tactics and tech-niques, our subsequent MAS events provided an opportunity to integrate the SH-60B’s onboard sensors with strike assets overhead to destroy maritime targets. We went from shooter to spotter, which provided an opportunity to see both sides of the strike equation. The most complex of the MAS events occurred at the end of the Integrated Training Phase. The XO and I launched as lead in a section of SH-60Bs. After arriving on station and establishing a surface picture in a simulated bay at the North end of the Fallon range complex, we started to prioritize our available assets and match them to targets as they “appeared.” We directed a section of HS-

2’s HH-60Hs to launch multiple Hellfi re CATM attacks on smaller, faster moving boats in the notional sea, while we stacked strikers for further tasking. After classifying ap-propriate targets, lead passed a MAS 9-Line to a section of strikers and talked them onto the target where wing provided a laser target mark for the subsequent laser guided bomb drops. All seemed to fl ow like clockwork, and after the strik-ers called ‘pickle’ and ‘splash,’ and perfectly met their times on targets (TOT) within the prescribed 10 second window, we felt pretty good about calling the event a success. The month at Air Wing Fallon was fortunately not continuous work, nor continuous talk about work. The “O” Club at Fallon is easy walking distance from any of the Quarters on base, and was a good opportunity for us to meet up with our Air Wing peers from other Squadrons. We did manage to take the team-building further afi eld, also. A Squadron weekend in Tahoe was punctuated by an afternoon mountain biking trip in the middle of the fi rst snowfall of the season. Additionally, being in northern Nevada in early September made attendance at the 2007 Tailhook Conference a must (where I was stopped more than once by convention-eers wondering what an SH-60B pilot was doing at Tail-hook!). The CVW-2 Admin Room was excellent, as was the HSM Wing Pacifi c Admin Room, which, by my math, means that west coast HSL/M community had excellent represen-tation - clearly a good showing for rotary wing aviation. Tailhook 2007 was a tremendous amount of fun, and was further evidence of the fact that all Naval Aviators are cut from similar cloth, no matter what platform they fl y.

Air Wing Fallon lived up to the expectations. The training was extremely challenging, the fl ying was incred-ible, and the tactical experience gained was unmatched. Integrated training initially complicated the battle problem, but it provided an elegant solution when we were able to get all available assets working on the same page towards the same goal. Even for all the missed sunsets in San Diego, Air Wing Fallon turned out to be a pretty good way to spend September.



SQUADRON UPDATES

HS-4 Rescues 14 year old Girl from a Cruise LinerArticle By: LT Frank “Delanor” Orsino, HS-4

HS-4 Rescues 14 year old Girl from a Cruise LinerArticle By: LT Frank “Delanor” Orsino, HS-4

It was la te evening on D e c e m b e r

14, 2007 when the USS Ronald Reagan received a distress call from the br idge of the Dawn Princess , a Bermuda

based Cruise Liner. The emergency involved a 14 year old girl who was suffering from sepsis due to a burst appendix. Willing to assist, the crew of the Reagan went into full planning mode, utilizing every aspect of this war vessel to execute the rescue. The problem was complicated by the over 550 mile transit the Reagan had to cover to get within range of the Dawn Princess. With approval from Commander, U.S. Third Fleet and the Ronald Reagan Strike Group Commander, Rear Admiral Wisecup, the carrier halted fl ight ops and steamed towards the distressed Vessel. With more than seven hours of transit ahead of them, the crew of the Ronald Reagan, including the Black Knights of HS-4 and the Black Eagles of VAW-113 spent the evening planning for the rescue.

At 0300 on December 15, two crews from the Black Knights were briefed for their mission and prepped for their fl ights. Thanks to the hard work of the Operations Offi cer, LCDR Gabe “Rican” Soltero and the SAR Offi cer, LT Josh “Henche” Zelfer, every contingency was covered for the crews, right down to hot breakfast being served in the ready room. The 120 mile route to the cruise ship was planned, diagrams of the ship were printed and the exact location the rescue helicopter would hover over the deck of the ship was pinpointed. The

crews completed their briefs and walked to aircraft that had been prefl ighted and were spinning and waiting for them. It was an all hands evolution, a true example of the Black Knights brotherhood and the execution of their motto “One Team, One Fight.”

The Crew of Black Knight 615, commanded by LCDR Greg “Sluggo” Leland and co-piloted by LT Earl “Mopey” Crawford took off, en-route to the Dawn Princess. The Aircrew, including AWC Matthew Shicks, AW2 Aaron McCullough-Sanden, and HM1 Scott “Doc” Heintschel prepped the cabin and discussed their boarding procedures. Meanwhile, the Crew of Black Knight 614, commanded by LT Ryan “Gassy” Hayes and Co-piloted by LT Frank “Delanor” Orsino remained on station in plane guard, ready to assist if needed. An E-2 Hawkeye from the Black Eagles of VAW-113 launched to provide a communications platform for the Black Knight crew.

The 45 minute transit would provide this crew with ample time to discuss their plan of execution, which would involve hoisting HM-1 Heintschel with a rescue litter to the deck of the cruise liner. In the early dawn hours, with the sun barely shining, Doc was lowered to the deck of the ship and began preparing the young patient for her transit to the Reagan. During the transit, HM1 assessed his patient, started an IV and monitored her vital signs. Upon landing on Reagan, the young girl was taken to medical, where she underwent emergency surgery. She recovered well and enjoyed a week onboard the carrier.

Bravo Zulu to all who made this rescue possible, especially HM1 Heintschel and the crew of Black Knight 615.

Scorpions Past, Present & Future: HSL-49 Celebrates Its 18th BirthdayArticle and Photo by LT Josh Peters

From Operations Desert Storm, Enduring Freedom and Iraqi Freedom, to Hurricane Katrina and the Asian Tsunami of 2004, HSL-49 has been hard at work

around the world for the last eighteen years. And while the squadron continues to send SH-60B detachments to sea, it is also preparing to be the fi rst in the Navy to evolve into an MH-60R Expeditionary squadron. These are interesting and exciting times in “Scorpionland”. But the history of the squadron encompasses so much more than just deployments

made, hours fl own and missions completed. From winning the NHA Lip Synch contest in 1990, to Skipper Lemek’s Napoleon Dynamite dance at the 2005 fl ight suit formal, to the “Scorpion Salute,” the squadron is rich with tradition and camaraderie. It has been the people of HSL-49 that have made the squadron unique and special. “I was also a plank owner at HSL-47, and when I came over to help stand up 49, it was like a breath of fresh air,” said

ship were printed and the exact location the rescue helicopter would hover over the deck of the ship was pinpointed. The

ScorpionsFuture: HSL-49 Celebrates Its 18th BirthdayArticle and Photo by LT Josh Peters

From Operations Desert Storm, Enduring Freedom and Iraqi Freedom, to Hurricane Katrina and the Asian

ship were printed and the exact location the rescue helicopter ship were printed and the exact location the rescue helicopter would hover over the deck of the ship was pinpointed. The

ScorpionsFuture: HSL-49 Celebrates Its 18Article and Photo by LT Josh Peters

From Operations Desert Storm, Enduring Freedom and





CAPT Rob Moore, who served as the Scorpion’s Safety Offi cer and Operations Offi cer from 1990 to 1992. “It was like night and day. When I got to 49, it was just this great place to be. We had a great group of guys, it was easy going, and everyone just had so much fun.” The last SH-60B squadron established on the West Coast, HSL-49’s fi rst wardroom was a diverse group. While some pilots had flown the SH-60B before coming to the Scorpions—including the squadron’s first Commanding Offi cer—CDR Larry Larson, a test pilot heavily involved in the design and testing of the aircraft, most had transitioned from other platforms.

“We had guys that had LAMPS experience fl ying the H-2, but we also had a lot of guys that transitioned from HS, HC and even some that transitioned from the Marines,” said the command’s fi rst Executive Offi cer, CAPT (ret) Dan Zazworsky. “But, having a guy like Larry Larson as the skipper, it just worked. We used to call him ‘the burning bush,’ like Moses and the burning bush. He was there when the Bravo was created, and he knew everything about that aircraft. Absolutely everything.”

One memorable event in the early Scorpion days that both Moore and Zazworsky talked of occurred while Skipper Larson was away on TAD. The XO, Zazworsky, had scheduled offi cer training on anti-terrorism and, as an attention-getter to kick off the lecture, he had arranged for the aircrewmen to stage a “mock take-down” of the wardroom, complete with costumes, ski-masks, fake guns, and fi re crackers. But while the AWs were preparing for their “assault,” a YN3, who had no knowledge of the training exercise, saw what she thought were real terrorists with real guns getting ready to really attack the squadron. She locked herself in a room and called 9-1-1.

“The CMC came into the wardroom and said, ‘Sir, I think you had better come out here and take a look at this,’” said Zazworsky. “So I go out onto the second deck stairwell that over looks the parking lot, and there must have been 20 police cars surrounding the building. I’m pretty sure I had guns leveled at my head. It was quite the scene.” Over the years, the Scorpions have continued to have fun and share amusing stories, despite the long deployments and long hours put in to accomplish the command’s mission. “At HSL-49, everyone understood their job and how they fi t into the command,” said CWO4 Jerry Cahow, HSL-49’s MMCO from 2003 to 2006. “The teamwork between the chief’s mess, the pilots and sailors was just phenomenal. In my 26 years in the Navy, I can say without hesitation that HSL-49 was the best command I’ve served in.” Cahow, along with approximately forty other HSL-49 sailors, was part of a two-aircraft detachment sent to New Orleans to assist in the aftermath of Hurricane Katrina in September 2005. Within 48 hours of notifi cation, the squadron had assembled and transported personnel, records, tools, and support equipment, and was fl ying evacuation missions in the New Orleans area. “The aircraft arrived in Pensacola from San Diego

late on a Friday night,” remembered Cahow. “And we were launching rescue missions at dawn on Saturday morning. It was incredible to see the focus and camaraderie among our sailors and even with the other squadrons involved.” In addition to flying disaster relief missions for Hurricane Katrina, HSL-49 played a role in saving lives following the devastating Asian Tsunami in December 2004. When the giant waves struck, Detachment Two, aboard USS Bunker Hill, was in port in Singapore. Within three days, the ship, along with the rest of its Expeditionary Strike Group, were on station in Indonesia, delivering food, water and medical supplies to stranded victims. “As I prepare to get out of the Navy next month, I know that I will always be able to look back on what I did at HSL-49 and be proud,” said AW2 Luke Kimbrough, who fl ew in New Orleans and Indonesia. “While my time here was highlighted by what we did in Katrina and in Banda Ache (Indonesia), I know that I’ll also remember all the amazing people I met here at HSL-49.” As the squadron transitions to the MH-60R and moves into the future, its current sailors echo their predecessors’ fond sentiments for the command. “Being at HSL-49 makes me want to be in the Navy for life,” said AEAN Jordan Smith, a recent arrival to the squadron. “I really mean that. At this place you have leaders who you can sit down with and talk to. People listen to you here, even if you are just an airman. It wasn’t like that at my last command. Not even close.” “I’m really excited about the transition to the Romeo,” said AW2 Tim Parker, who is just beginning his second tour at HSL-49. “When I was at HSM-41, I was involved in designing the Romeo syllabus, and I was one of the fi rst AWs to qualify in it. The Romeo is going to tremendously increase our capabilities. The radar and sonar are 10 times better than what we have on the Bravo.”

HSL Scorpions logo of 18 years



SQUADRON DATES: HSL-47


CDR Brian Frasier host the ceremony in recognition of the squadron’s birthday.

The Scorpions will be the fi rst to become an MH-60R Expeditionary squadron. Unlike other current or soon-to-transition Romeo squadrons that will deploy on aircraft carriers, HSM-49 will continue the traditional LAMPS role of deploying one or two aircraft detachments aboard cruisers, destroyers and frigates conducting EMIO, ESG and Counter-Narcotics operations. “I like that we are going to continue to deploy as dets,” said AT3 Ryan Vreeland. “I came to HSL because I didn’t want to deploy on a carrier.”

As HSL-49 becomes HSM-49, the squadron will receive new aircraft and transfer old ones. New people will check in and others will check out. The sailors will continue to have fun, play jokes on each other and reminisce about events past. But through it all, the squadron will continue to accomplish its mission. It will keep sending dets to sea and developing young sailors and offi cers into the leaders of a new generation of Scorpions. “Being at HSL-49, you have to be very good at planning, and making contingency plans, and managing your time. We have a lot of missions that have to get accomplished, and there are always more that keep coming up. And things don’t usually work out how you planned them, but somehow we always fi nd a way to over come every challenge and meet our mission,” said AEC Clarence Burton, who just completed his third deployment as a Scorpion. “At 49 we have a great amount of camaraderie between the rates and between the maintainers and the pilots. The teamwork here is just phenomenal. I think we work so well together because we suffer together. We put in long hours away from our families, but we always make it happen. I love it here—there is nothing like it anywhere else I’ve been.” C

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USCGAS SITKA

Coast Guard Assists National Park Service Research MissionArticle and Photos by USCGAS Sitka Public Affairs Offi ce

With several helicopter fl ights during the week of August 27th, 2007, a joint federal venture between the National Park Service,

the US Forest Service, the Sitka Tribe of Alaska and Coast Guard Air Station Sitka culminated in the successful delivery of a team of archeological researchers to the top of Ushk Bay Mountain and Cross Peak, located in Hoonah Sound.

The 4-man alpine fi eld team, made up of three National Park Service personnel and one US Forest Service ranger, was conducting fi rst-of-its-kind alpine research into the existence and purpose of prehistoric, man-made stacks of rocks called cairns that have recently been discovered atop remote peaks in the high alpine areas of several Southeast Alaska islands. The function and relationship of these cairns across the landscape is poorly understood. The goal of the exploration was to use archaeological survey combined with ethnographic accounts of the features by Tlingit elders to provide a better understanding

of the prehistoric use of alpine areas in Southeast Alaska. These cairns have been part of the oral history tradition of the Kiks.ádi and other native Tlingit clans for generations, but their origin, meaning and exact locations have since been lost to the mists of time.

Elders from the Sitka Tribe of Alaska approached Park Rangers at the Sitka National Historical Park to request assistance in redeeming these vital elements of their history from obsolescence. Most of Southeast Alaska falls within the Tongass National Forest, which covers almost 27,000 square miles and is the nation’s largest national park. Baranof and southern Chichagof Islands are managed by the Sitka Ranger District of the US Forest Service. Currently, only one archaeologist is responsible for this entire area, covering more than 2500 square miles. Based on the importance of the potential knowledge to be gained from this research, and the grand



COAST GUARD UPDATES: USCGAS Sitka / USCGAS San Diego

scale of its reach, the local Park Rangers requested collaborative assistance in the form of archeologists from the National Park Service.

The National Park Service responded enthusiastically, dispatching several archeologists from the Midwest Archeological Center to Sitka to assist in the fi eld research.

Usk Bay Mountain and Cross Peak Hoonah Sound, Sitka, AK.

During two full days of fi eld time, the joint 4-man team located, identifi ed and recorded 22 cairns of various types and sizes, signifi cantly more than the two or three they had expected to fi nd.

Once back at sea level, the researchers met w/ tribal elders from the Kiks.ádi clan to report on their fi ndings. Clan leader Ray Wilson was visibly moved after seeing archeologist Bill Hunt’s photographs of the numerous cultural features in the alpine. He stood when thanking the team for opening a window into an aspect of his ancestors’ lives that had been lost from memory. Ray also expressed that the cooperation between the agencies “was a model for the culture” as the clans work together for the good of the Tlingit people.

After the success of this initial, reconnaissance-level survey, more in-depth studies are being planned.

U.S. Coast Guard HH-60H, Sitka, AK

USCGAS SAN DIEGO

COAST GUARD SAVES MAN FROM CRUISE SHIPArticle by USCGAS San Diego

A Coast Guard h e l i c o p t e r fl ying in stormy

conditions airlifted an ailing 88-year-old man and his caregiver Friday night from a cruise ship about 40 miles off the coast. Coast Guard public affairs offi cer Lt. Jeremy Denning said that the man had been vomiting blood and may have had some internal bleeding.

He was fl own to Scripps Memorial Hospital-La Jolla, Denning said. Due to federal privacy laws, his condition was

not released.Denning said the Coast Guard Air Station San Diego

received a call at 8:23 p.m. from the cruise ship Crystal Symphony about 40 miles northwest of La Jolla.

A Coast Guard fl ight surgeon evaluated the situation and later determined the man needed a medical evacuation. A Coast Guard HH-60 Jayhawk helicopter with a crew of four was dispatched at 9:22 p.m. and arrived at the ship within 12 minutes, Denning said.

Winds were blowing about 25 to 30 mph at the time, and waves were 7 to 8 feet, Denning said. It was just starting

COAST GUARD SAVES MAN FROM CRUISE SHIPArticle by USCGAS San Diego

conditions airlifted an ailing 88-year-old man and his caregiver


After the success of this initial, reconnaissance-level



to rain, he said.“We have to fi nd an area that’s safe for them to do the

hoist. It was defi nitely more dangerous because of the wind and the seas,” Denning said. “The wave heights caused the ship to roll around a little bit. We had to get the nose of the helicopter into the wind, and we had to get the ship to stop where it was not rocking a lot. Finding a spot on the ship where all that lines up is defi nitely more diffi cult than in a case when the winds

and seas aren’t very high.”Denning said the crew included two pilots, a fl ight

mechanic and a rescue swimmer who is certified as an emergency medical technician.

He said the man was airlifted by stretcher, and a woman identifi ed as his caregiver was airlifted by bucket.

COAST GUARD UPDATES: USCGAS San Diego/ USCGAS Humboldt Bay


He said the man was airlifted by stretcher, and a

U.S. Coast Guard Announces Over A Million Lives Saved Since 1790Article by USCG Public Affairs, Washington

USCGAS HUMBOLDT BAY

Coast Guard Responds To Divers In Distress

USCGAS HUMBOLDT BAY

Coast Guard Responds To Divers In Distress

The U.S. Coast Guard rescued two divers in

the vicinity of Kibesillah Rock, six miles north of Fort Bragg in December.

Around 6:45 P.M., two divers were reported to be stranded on top of a rock protruding from the surf, and another diver was reported missing.

The Coast Guard immediately launched two Motor Life Boats and a mobile land unit from Coast Guard Station Noyo River, and an HH-65C helicopter from Coast Guard Air Station Humboldt Bay.

Hazardous weather as well as treacherous terrain played a large role in the execution and outcome of the rescue. The Coast Guard helicopter was able to hoist both stranded divers off the rocks and safely transport them to awaiting emergency medical personnel. After locating the third diver, who was completely unresponsive in the surf, the rescue effort was reluctantly aborted due to the perilous weather conditions which would have made any attempt to recover the victim dangerous.

The Mendocino County Sheriff Offi ce continued the search and recovery of the third diver this morning.

The U.S. Coast Guard announced during a ceremony marking its 217th birthday that 1,109,310 lives have been saved since the services establishment on August 4, 1790.

“When things are at their worst, America’s Coast Guard is at its best,” said Homeland Security Secretary Michael Chertoff. “What began as a revenue enforcement agency with a fl eet of ten cutters established by Alexander Hamilton more than 200 years ago has evolved into the world’s premiere multi-mission, maritime and military service. It’s fi tting that we celebrate the Coast Guard’s 217th birthday this August 4th as we recognize its brave men and women for saving more than 1 million lives over the course of its long and storied history.”

“As America’s lifesavers and guardians of the seas, Coast Guard men and women commit themselves every day to serving our nation and its people with selfl ess courage and unfl inching determination,” said Adm. Thad Allen, commandant of the Coast Guard. “This year we celebrate a remarkable milestone in our history as more than one million lives have been saved by the Coast Guard since 1790. What began as America’s only lifesaving service charged with the dangerous duty of saving sailors from shipwrecks along our coasts has evolved into a modern-day, multi-mission Coast Guard that demonstrates the same commitment to saving lives that it did more than 200 years ago.”

The Coast Guard is one of America’s fi ve armed forces and traces

its founding to Aug. 4, 1790, when the fi rst Congress authorized the construction of ten vessels to enforce tariff and trade laws, prevent smuggling, and protect the collection of the federal revenue. Responsibilities added over the years included humanitarian duties such as aiding mariners in distress and the service received its present name in 1915 when the Revenue Cutter Service merged with the US Life-Saving Service to form a single maritime service dedicated to saving life at sea and enforcing the nation’s maritime laws. The Coast Guard is the nation’s oldest continuously operating sea service.

In the years since World War II, the helicopter has played an increasingly instrumental role in Coast Guard lifesaving operations. The efforts of Coast Guard Commander Frank Erickson, who fl ew on the fi rst-ever helicopter life-saving mission, was also one of the early pioneers in the development of the helicopter. He along with other Coast Guard offi cers battled red-tape and risked their lives testing and developing the helicopter for rescue operations. Their perseverance and dedication prevailed, as today the helicopter is irreplaceable in Coast Guard rescue and law enforcement operations.

“The saying ‘A life lived for others is a life worth while’ truly summarizes being a member of the Coast Guard,” said Capt. Jim McPherson, a Coast Guard spokesman. “For 217 years our brave members rowed through the surf to save lives or fl ew through storms to make daring rescues. Although the technology has advanced the common theme through the years is the heroism of Coast Guard women and men.”

The Mendocino County Sheriff Offi ce continued the


ROTARY WING AVIATION: Change, Challenge, Opportunity

Article by CAPT Jamie Hopkins, USN

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As Rotor Review celebrates its 100th

issue, the Navy’s rotary wing community fi nds itself amidst a period

of unprecedented growth and change. With the merger of the HC and HS communities to a single Helicopter Sea Combat (HSC) community and the Helicopter Maritime Strike (HSM) community’s expansion into Carrier Air Wing operations, Helicopter CONOPS is fully underway. In both communities, pilots and aircrew fi nd themselves either operating or preparing to transition to some of the Navy’s most sophisticated platforms and weapons systems, while they meet both an expanding mission set and the increasing demand to operate in new and different environments. As rotary wing prepares to undertake the next phase in this period of growth, the time is right to refl ect upon recent changes, look forward to future opportunities, and assess the challenges that we must meet in order to fully realize those opportunities.

Yesterday’s Dream—Today’s Reality

It seems only yesterday when every facet of the Navy’s helicopter community was comprised of an aging array of airframes and the future offered little hope of replacing them in the face of an overextended defense budget. It was this harsh reality that inspired a group of forward thinking individuals to develop a comprehensive plan to consolidate the six existing type wings to two, while reducing the number of helicopter type/model/series from seven aging legacy platforms, to two newer and far more capable variants of the H-60 platform. This new construct would also embark one squadron from each type wing in the Carrier Air Wing, moving Strike Group HSL support from a detachment-based to a squadron-based concept of operations. The idea would soon become known as the Helicopter Master Plan later to be called Helo CONOPS1. Now, some ten years later, a review of goals and accomplishments quickly proves that Helo CONOPS, though not perfect, must surely be judged a success.

Organizationally, the command structure envisioned by the Helo Master Plan’s originators is fully in place. Legacy HC, HM, and HS communities now

The credit for much of the original concept now employed belongs to Commander Howard Keese, who helped to de-velop and advocate this concept while working on the C2F staff in the late 1990s.

all reside in one of two merged Helicopter Sea Combat (HSC) Wings. All of HSC’s expeditionary squadrons have seen the venerable H-46 and H-3 replaced by state of the art MH-60 Sierras. Meanwhile, the fi rst carrier-based HSC squadron has completed its transition to the Sierra, with two more carrier-based squadrons to follow in FY ’09. The Helicopter Maritime Strike Community (HSM) has seen similar success. The HSL-47 Saberhawks made history when they successfully completed their community’s proof of concept deployment onboard USS Abraham Lincoln, debunking many preconceptions about the challenges of operating two helo squadrons off a single aircraft carrier. As the squadron now prepares for its third deployment, it does so as a fully integrated member of the Carrier Air Wing TWO/Lincoln Strike Group team. Just as importantly, 2007 saw HSM-71 established as the Navy’s fi rst operational Romeo squadron, while HSM-41 the FRS, fi nished training its last Bravo student.

This same period saw naval helicopters expand and redefi ne their role in Naval Aviation. On the aircraft carrier, HS squadrons moved beyond traditional SAR/ASW roles to embrace mission areas in Combat Search and Rescue (CSAR), Naval Special Warfare (NSW) and Helicopter Visit, Board, Search and Seizure (HVBSS). Meanwhile, the LAMPS community leveraged the SH-60B’s advanced sensor platforms to assume primary roles in strike group Anti-Surface Warfare (ASUW), HVBSS, and ASW. Most recently, the HSC community’s expeditionary arm has employed MH-60 Sierras in support of air ambulance missions in Kuwait and Iraq and will soon assume the Navy’s EMIO mission in the 7TH Fleet AOR.

Rotary Wing’s Reserve components have been equally involved in cutting edge Navy missions. HSC-84, assigned to HSCWINGLANT, continues to provide critically needed support to special operations units in Bagdad, while HSL-60, assigned to HSMWINGLANT plays a key role in the nation’s counter drug operations. Here in San Diego, HSC-85 recently led the Navy’s response to the Southern California wildfires, providing vital critical airborne fire suppression that saved both property and lives. Additionally, the High Rollers will soon support the Navy’s Air Ambulance mission in Kuwait and Iraq.

Past Challenges and Progress

Our many successes notwithstanding, the rotary wing community has faced any number of challenges during its



transition. Fleet introductions of both the Sierra and Romeo have been vexed by the types of production delays so frequently associated with new aircraft. On the Sierra side, late deliveries impacted readiness and drove an additional workload for the Fleet, a situation exacerbated by airframe cracks on several helicopters. In the Romeo community, late deliveries and skin cracks have proven worrisome for the fleet. Meanwhile, Planned Maintenance Interval (PMI) inspections and mission kit integration continue to concern both communities. Finally, the latest tail rotor gearbox (TGB) problem will be a readiness challenge for all H-60 Type/Model/Series.

Fortunately, Sikorsky, Lockheed Martin, and PMA-299 have combined efforts to address these concerns and most appear to be well on their way to resolution. The problem of airframe cracks has been mitigated to the point that it now stands as an inconvenience, vice a major readiness degrader. Mission kit availability continues to improve and modifications to the PMI schedule have increased helicopter availability in both communities. Current indications remain favorable for the fist integrated Romeo/Sierra deployment to take place as scheduled. Finally, Sikorsky, PMA 299, and maintenance professionals from the operational, intermediate and depot level; are collaborating to develop a TGB inspection schedule that minimizes impact to the fleet.

Future Challenges and OpportunitiesWhat may well be the largest challenge facing the HSC

community has nothing to do with hardware. Moreover, it is the one most difficult to identify and combat --- namely the task of integrating and aligning the cultures of two communities that hail from decidedly different backgrounds. For many decades, legacy HS existed almost solely on the aircraft carrier, deploying as a squadron and integrating into the Carrier Air Wing. On the other hand, the legacy HC community has primarily deployed on supply ships, often vessels with a mixed Navy/civilian crew, or onboard amphibious assault ships with their Marine Corps contingency. Add to this equation, the distinct culture of HSC’s Airborne Mine Countermeasure (HM) community and the culture calculus becomes complex indeed.

Another level of organizational complexity was added when rotary wing took a lead role in executing the CNO’s vision of Active-Reserve Integration (ARI). In minimal time, three Helicopter Reserve Wing squadrons were assimilated into their respective active component type wings. Making matters more complex, the two squadrons joining HSCWINGLANT and PAC were themselves the result of recent squadron consolidations within the reserve component, leaving them with cultural alignment challenges of their own. Here however, our reserve component may have an edge on their active component counterparts. The reserves have long dealt with assimilating personnel from diverse cultures and creating a cohesive operational unit.

Though more evolutionary than revolutionary, the issue of culture is equally important for the HSM community. As legacy Bravo Squadrons convert to the Romeo and Carrier

Strike Group squadrons develop alongside their detachment-based counterparts, the challenge of maintaining a common culture will be high on leadership’s list of concerns.

Regardless of the methods used to address this issue, the challenge of cultural alignment must be met by both communities. Private sector studies indicate that some 60% of all failed corporate mergers fail not because their business plan was faulty, but because their corporate cultures were never aligned, leaving the organization at a competitive disadvantage. This is a fate that neither the rotary wing community nor the Navy can afford. Towards that end, numerous steps towards alignment have already been taken, with more to follow.

The HSC community recently joined their HSM counterparts when they concluded work on a joint HSCWL-HSCWP Type Wing SOP. This document will bring a new degree of standardization to all HSC squadrons. The community is also aggressively undertaking an effort to fully integrate leadership within its squadrons. HSC CVN/expeditionary integration and active/reserve integration have already taken place at the O-3/O-4 level and met with much success. Similar efforts will soon begin at the O-5 level, as leadership works toward an end state where pilots and aircrew move seamlessly from expeditionary to CVN squadrons and back in a model that resembles the EA6B community. Finally, efforts are underway to accelerate the renaming of all legacy HS squadrons as the community moves toward its vision of a, “fully aligned, integrated, and flexible fighting force.”

Perspective For The Future of Rotary Aviation

Humanitarian Mission in IndonesiaPhoto courtesy of the NHA Archives




Of course, standardization does not stop at community boundaries. All Navy H-60 pilots and aircrew will soon reap the benefi ts of rotary wing’s fi rst ever “Super Hawk” NATOPS conference. This watershed event was focused towards standardizing limitations and normal/emergency procedures and among all H-60 TMS’. Plans are already underway to address other areas of NATOPS during the Second Superhawk conference. Additionally, efforts to expand this level of standardization to SOPs, MDGs, and TTPs are ongoing. These efforts will ultimately result in a safer and far more capable fi ghting force.

A second challenge facing the Navy’s helicopter community comes as a result of the advanced war fi ghting technology imbedded in the Sierra and Romeo. This dazzling array of technology affords Navy helicopters the opportunity to assume an immensely larger role in tactical aviation; however, it also presents a challenge to rotary wing pilots, aircrew, and maintainers. While bringing enhanced capability, many of these systems also bring an exponential increase in the complexity of maintenance and tactical employment. Thus it is incumbent upon every member of our community to master his or her specialty if helicopters are to fully realize the opportunities that lie ahead. In the Romeo, enhanced RADAR is capable of simultaneously tracking a previously unimaginable number of surface and air contacts while the ALFS sonar represents a quantum increase in both the number and fi delity of undersea contacts that can be tracked. However, properly managing the workload of classifying contacts and prosecuting hostiles while in the air will add a new degree of diffi culty to Cockpit Resource Management (CRM).

In the Sierra, Link 16 will provide helicopters with a previously unheard of level of integration into the tactical strike group picture while a second generation FLIR and improved weapons systems expand its envelope of lethality. Here again, intensive training, building upon and modifying the tactical employment techniques used by other platforms, and thinking outside the box will be key to leveraging these systems to their fullest capacity. Fortunately, history tells senior leadership that the answer to much of this problem will be as simple as stepping back and allowing our young, eager, and eminently capable junior offi cers the opportunity to explore the myriad possibilities that these new systems offer---under the watchful eyes of community leadership of course.

As our community surveys its list of warfare requirements, no question looms larger than those of airborne mine counter measure (AMCM) and heavy lift. Both missions have previously been met by the venerable but aging H-53; however, mission capability in these areas will be diffi cult without modernization. On the counter mine warfare front, efforts to imbed AMCM sensors in the MH-60 Sierra have met with decidedly mixed results. Testing is still ongoing, but bringing an organic mine counter measure capability to the fl eet will undoubtedly be more expensive and take longer than

expected. Moreover, the Littoral Combat Ship (LCS), once considered the primary means of deploying our organic AMCM capability, is far behind schedule. This is not to say that the program lacks bright spots. Airborne Laser Mine Detection System (ALMDS) is moving ahead and may also bring a level of ASW capability to the HSC community; however, Rapid Airborne Mine Clearance System (RAMICS) is still in test. Likewise, initial testing of the AQS-20 sonar is promising, but problems with the deployment/recovery mechanism remain unresolved. At this juncture one can safely say that some level of OAMCM capability is coming to the fl eet; however, current technology limitations might require reconsideration of the Sierra’s ability to meet the entire AMCM requirement.

Though not as cutting edge in technology, the issue of heavy lift may well be the more critical concern. War College students are quickly taught the adage, “amateurs talk tactics, while pros talk logistics,” and the removal of H-53 without fi nding a replacement of similar size and capability will certainly drive major changes in the concept of fl eet logistical support. Here again, changing events, capabilities, and mission requirements may merit revisiting the Helo Master Plan.

Finally --- and this is a good problem to have, one must ask themselves if the demand for rotary wing assets is approaching, “too much of a good thing.” As the requirement for helicopter support continues to spiral upward, missions in Kuwait, Iraq, and the Horn of Africa, show no sign of abating. At the same time both the SEAL and Naval Expeditionary Combat commands are actively seeking much larger support roles from our community. Though fl attering, these requests do pose a problem given the current fi nancial, hardware, and manpower constraints that are reality in both rotary wing and naval aviation.

The future appears to be one of continued growth in mission requirements. Numerous grand strategy analysts point to prolonged, low intensity confl icts in underdeveloped


point to prolonged, low intensity confl icts in underdeveloped



MV-22 Osprey hovering over the fl ight deck.Photo courtesy of the NHA Archives


The Next Issue of the

focuses on the 2008 Symposium Highlights

All photo and article submissions need to be no later than May 23, 2008 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Offi ce at 619.435.7139

or [email protected]

areas of the world as being the likely scenario for decades to come. Our Navy’s special operations units (SEAL) and the newly created Expeditionary Combat Command (NECC) appear ideally suited to meet these challenges, but will require both training and operational rotary wing support for training and in theater. However, though rotary wing is ideally suited to support these missions, the community is asset limited, by support requirements for more traditional Navy missions and roles.

There is no doubt that the ultimate answer to this conundrum lies outside the community. As we speak, leaders in the Naval Aviation Enterprise are wrestling to balance the demands of burgeoning new mission areas with support for legacy mission areas. There are however, steps we can take to help shape our own destiny. Active engagement with counterparts in the SEAL and NECC communities will help defi ne and shape both training and operational requirements for helicopter support. Secondly, a critical reassessment of community assets, requirements, and tactics will allow


leadership to identify any possible excess capacity. Finally, active efforts to educate our fi xed wing counterparts about the capabilities and limitations of rotary wing will help to guarantee the assets we do have are used in the wisest fashion.

Naval helicopters have much to be proud of. Rotary wing assets will soon comprise some 40% of naval aviation. Equally important, their role has morphed from one that was strictly Strike Group support to that of an integral player in the Strike Group’s war fi ghting strategy. Today’s pilots, aircrew, and maintainers are more capable, knowledgeable, and professional than any our community has ever known. Likewise, our platforms are more capable and lethal than any the community has ever fl own. While there is no doubt that the challenges awaiting us are many, there is also no doubt that our community will turn those challenges into success, just as our predecessors did in bringing rotary wing to this point.



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