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Where The OutrageCAPT Bill Boone, USN(Ret), CAPT Sandy Clark, USN(Ret), CAPT Tom Freeland, USN(Ret), CAPT Ray Wikstrom, USN(Ret)Raptors Onboard USS StennisLTJG Phil Suchyta, USN and LTJG James Duvall, USNMH-60S Armed Helo Takes Aim at HARPLTJG Jim Gormley, USNHSL-49 Detachment Two Participate in Foal Eagle 08-03HSL-49 Public Affairs OfficeHistoric Cruise for the Navy’s Oldest HS SquadronLTJG Carl Glass, USNHoisting Through The TreesLT Chad Christensen, USNHSC-26 Support Exercise Constant Alliance LTJG Erik H. Gustafson, USNTime To Bring NHA’s Logo Into The 21st CenturyLT Matthew Persiani, USNFRCSW Lands CNO Aviation Safety AwardFleet Readiness Center Southwest Press ReleaseBlue to Blue Part IIILTJG Todd Vorenkamp, USNWhidbey SAR Sailors Awarded Air Medal MC2 Eric Rowley, USN Sea To SandAC2 Mike “Wrongway” Thometz, USN

2008 NHA Symposium: Rotary Wing In Action NHA Editors2008 NHA AwardsNHA Editors Let’s Party: 2008 NHA Symposium Member ReunionNHA EditorsBring The Pain: A Tale of the 2008 NHA Aircrew CompetitionLT Dave Ayotte, USN and AWC(AW/SW) Charles Ott, USNFORCM Frederick O. Pharr Speaks To 250 SailorsLT Anne Crawford, USNCaptains of IndustryLTJG Todd Vorenkamp, USCG2008 NHA Symposium Flag PanelLT Paula Languille, USN String-Gate 2008 LT Jeremy Bartowicz, USNGoing for Gold: 2008 NHA Symposium 5K RunLT Ryan Pineda, USN

FocusRotor Wing In Action: 2008 NHA Symposium Highlights

Number 101 /Spring ‘08Naval Helicopter Association

©2008 Naval Helicopter Association, Inc., all rights reserved

EditorLT Kristin Ohleger, USN

Design EditorGeorge Hopson

Aircrewman EditorAW1 Jason Hatfield, USN

HSC / HM EditorLTJG Sandra Kjono, USN

HS / Special Mission EditorLT Kevin Colón, USN

HSL/HSM EditorLT Anthony Amodeo, USN

USMC EditorCapt Vanessa Clark, USMC

USCG EditorLTJG Todd Vorenkamp, USCG

Technical AdvisorLCDR Chip Lancaster, USN (Ret)

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

Historical EditorCAPT Vincent Secades, USN (Ret)

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Printing byDiego & Son Printing, Inc

San Diego, California

The cover is a look back at the highlights of the 2008 NHA Symposium at the Marriott

Norfolk-Waterside. 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 nonprofit 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 OfficersPresident....................................... CAPT Donald Williamson, USNV/P Corp Mem......................... CAPT Mike Middleton, USN (Ret)V/P Awards .............................................CDR Mario Misfud, USNV/P Membership ...................................... LCDR Chris Mills, USNV/P Symposium 2008.......................CDR Shawn McAndrew, USNSecretary..................................................LT Daniel Morreira, USNTreasurer ......................................................LT Chris Grande, USN“Stuff”.......................................................LT Casey Mangine, USNExecutive Director.................Col. Howard Whitfield, 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 OfficersRegion 1 - San Diego

Directors.……………….....................CAPT Jamie Hopkins, USN CAPT Buddy Iannone, USNR CAPT Donald Williamson, USN President..….............................................CDR Pete Brennan, USN

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

Region 3 - JacksonvilleDirector .................................................. CAPT Glenn Doyle, USNPresident....................................................CDR Barry Taylor, USN

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

Region 5 - PensacolaDirectors....................................CAPT Dave Maloney, USN CAPT Jim Pendley, USN CAPT Dave Callahan, USCG President ...........................................CDR Chris Heaney, 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. 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

Whitney, 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.............................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

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Number 101/ Spring ‘08

DepartmentsEditor’s LogLT Kristin Ohleger, USN

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

President’s Message CDR Pete Brennan, USN

State of the Association Col Howard Whitfield, USMC (Ret)

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

There I Was...“What Does It Mean To Be An Aircraft Commander”CDR Dana Gordon, USN

2008 NHA Scholarship Fund Winners

Industry and Technology

Historical

Change of Command

Squadron Updates

Coast Guard Updates

Stuff

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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 Clay Shane

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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LT Kristin Ohleger, USN

Editor’s Log

Welcome to the 101st issue of Rotor Review!! As with each spring issue we will be highlighting this year’s Naval Helicopter Association Symposium. Unfortunately this year, I was only able to attend the member’s reunion at which I had a great time catching up with former squadron

mates as well as the rest of the Naval Helicopter Community. As usual I got to hear enough sea stories to last me until next year. I have heard from several people however, that this year’s symposium was a great success. I have enjoyed reading the articles in this issue summarizing different events during the symposium. For those of you who were unable to make it, I believe you will find that we are providing you with a glimpse of what you missed. I hope those of you who attended enjoyed it and I look forward to seeing you next year.

Of course the 101st issue is also bringing you our standard squadron updates. Each time that we get ready to publish another issue of the magazine, I find myself amazed at what our helicopter community is doing for our country and the rest of the world. Herein you will find some outstanding articles written by some of naval aviation’s finest.

I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future.

The following is the editor’s log for Rotor Review 100. Unfortunately due to some technical difficulties, a different article was published under this section in the last issue.

Welcome to Rotor Review 100! I have to admit that I am extremely excited to bring you this issue. We received so many articles from the Naval Helicopter community in response to the focus that we could not

fit it all into this issue! The 100th issue of Rotor Review brings to us a look at the Naval Helicopter Association and how it evolved into what it is today. You will read of the 12 founding members of NHA as well as several historical articles recapping what the Naval Helicopter community once was. In addition to our normal squadron updates and feature articles, you will read more on what is to come next for our community.

I would like to take this opportunity to talk a little bit more about Rotor Review as a magazine. In the summer of 2006, we celebrated the 25th anniversary of this magazine. I read over my editor’s log from that issue realizing that it was my first issue as the editor of Rotor Review. I would like to reiterate what I wrote by saying that this magazine has come a very long way in the last 100 issues. Again, I would like to thank all editors emeritus for the amazing job they have done with this magazine. I wrote of the changes we were trying to make to bring you a better product and have since seen a tremendous transformation of the magazine. Of course I cannot take the credit for this. Most of it comes from the community editors and their ideas, not to mention they also solicit squadrons, Commanding Officers, and Commodores for articles. The articles we have been receiving are what make this magazine great, so thank you for submitting them. In addition to you and the community editors, I would like to thank George Hopson, our design editor. He has done a remarkable job with this magazine, as you can see from the cover…and the rest of the magazine.

I would also like to give a quick Hail and Farewell to some of our community editors. LT Ken Colman is being transferred to an IA this summer and will be replaced by LT Amodeo (not pictured) as the HSL/HSM editor. LT Ryan Gero will be leaving for deployment this summer and will be replaced by LTJG Sandy Kjono as the HSC editor. Both Ken and Ryan have spent countless hours working to bring you a great magazine, and I would like to thank them. You might have noticed the increase in Coast Guard and Marine Corps articles in Rotor Review as of late. LTJG Todd Vorenkamp, USCG and Capt Vanessa Clark, USMC have been working hard to bring us more articles from these two services and I would like to thank them as well.

Well, I think I have just about thanked everyone in the Naval Helicopter community. In all seriousness, I think we have all helped with this magazine and have made it into what it is today. I hope all of you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future!

Kristin

Rotor Review Community Editors

Rotor Review Editor-in-Chief

LT Kevin ColónHS / Special Mission Editor

LT Sandra KjonoHSC Editor

CAPT Vanessa ClarkUSMC Editor

LTJG Todd VorenkampUSCG Editor

NHA Photographer

AW1 Jason HatifieldAircrewman Editor

CDR (Ret) Lloyd ParthemerHistorian

NHA Photographer

LCDR(Ret) Chip LancasterTechnical Advisor

CAPT (Ret) Vincent Secades Historian


Chairman’s Brief

Wh a t a spec t acu la r event NHA’s

2008 Symposium was in Norfolk, Virginia, last April. To veteran Symposium attendees, 2 0 0 8 r e p r e s e n t e d

everything NHA stands for: professionalism, camaraderie, teamwork, and a healthy exchange of opinions concerning naval rotary wing aviation. As this 101st edition of Rotor Review is dedicated to the Symposium, here is my brief recap:

Board of Directors/Trustee meeting: - The Senior Bubba Meeting. We glance at the past, take stock of the present, and plan our future in Naval Aviation. We are a mix of retired and active duty members and our focus is on our active duty/reserve rotary wing force and our impact on naval helicopter war fighting relevance. Bottom line: NHA membership is growing, finances are solid, and our tactical and strategic relevance never better. My thanks to both volunteer national & regional NHA leadership and our pilot/aircrew membership. You all are responsible for NHA’s success.Members Reunion: Remains one of - our Symposium’s signature events. Who knew there were so many rotor-heads in Hampton Roads? This “Rotor-Head Rumble” almost exceeded the capacity of the venue. An incredible event…you hated to see it end, so many people to catch up with, so many friendships re-newed. Members from every region, including Japan and Guam, were there. I spoke with the guy who tried to teach me how to auto-rotate; he’s finally forgiven me. Ran into my first commodore, Capt. Dan Bilicki. He can still do hand-stands! Also surprised to see our NHA “Pilot of the Year’s” parents there, still, at 2300…”please call me ‘Bob’…OK, admiral!” It was a grand “kick-off” reunion and it set the tone for the rest of the week.Keynote Address: Admiral Greenert. - SRO crowd…you remember how

that works! He spoke in detail about helicopters, our mission in GWOT and our role in the security of the nation. And he’s flown the H-46, pretty cool for a submariner.

(more on the Keynote address inside)Awards Luncheon: This is becoming - my favorite event. Since we moved from the evening banquet format, the lunch venue has proven the livelier and sells out to an enthusiastic crowd. The recognition of operational rotary wing aviation excellence is simply inspiring. RADM Hall winged two new unrestricted aviators…a ceremony neither new pilot will forget! Spouses Luncheon: This time the - always elegant affair was held at the Founders Inn. And, with all due respect to all other events, I believe more work goes into organizing and executing the Spouses Luncheon than any other activity; it shows and is always appreciated! Sports Day: The aircrew competition, - the 5K run, Golf (244 golfers, 2 courses at NAS Oceana). The Sports Barbecue & Awards ceremony… Simply brilliant!Captains of Industry Panel. We need - to obtain JPME credit for all attendees at this, the dialogue is that good. Corporate leaders come to NHA to listen to you and you are not shy in expressing what your need and what works and what doesn’t in the fleet. Several memorable exchanges (more inside on the Panel).Flag Panel: SRO, always. “Free shots” - at the Air Boss and company (9 flags). Moderated by RADM Hall: “Welcome to the 2008 NHA Flag Panel, where crowds gathered to see what LT. flirts with professional suicide by asking that particularly irritating question!” I kept box score: 31 questions answered over 2 hours. An extraordinary Q&A period. The flags covered the spectrum of matters crucial to our rotary wing community. Paraphrasing the highlight remark by VADM Kilcline, he stated as a result of the tactical and strategic impact of rotary wing aviation in the CVSG/ESG, he anticipated the selection of a helicopter carrier air wing commander within the next 5 years. He also stated that in the not so distant

RADM Steve Tomasezeski, USN (Ret)NHA Chairman

futurethere would be an “Air Boss with a helicopter background.” This was not an NHA “crowd pleasing” comment by the Boss. He repeated these same thoughts at the Retired Aviation Flag Symposium in February and at the Naval Aviation Museum Foundation Symposium in May (more on the Flag Panel inside).

The 2008 NHA Symposium was a grand success. Tip of the Blade to: Commodore Lluy, his hard working staff and Symposium workshop committee members; our 26 corporate sponsors without whose year round support this all would not be possible; and YOU, our 3000+ membership, who underwrite our continued success. BZ!2009? We’re in San Diego. Members Reunion on Midway’s Flight Deck. Be there.And finally, the PAX River/DC NHA Region held a March meeting at NAS PAX in conjunction with the AHS (American Helicopter Society). Our guest speaker to this sold-out lunch was the former HC-8 helicopter pilot, now astronaut, CDR Sunni Williams, USN, pictured above. Sunni presented “home movies” and details of her adventures on the Space Shuttle and the International Space Station. Until our next brief, fly well and…. Keep Your Turns Up!

RADM (Ret) Tomasezeski standing with former HC-8 helicopter pilot, now astronaut CDR Sunni Williams at the ANA Symposium. Photo submitted by

RADM Steve Tomasezski, USN (Ret)


State of the Association

CAPT Donald Williamson is the New NHA President

Co n g r a t u l a t i o n s t o everyone on a fantastic symposium, the first

in Norfolk in 16 years. It was great to see so many people in attendance. I’d like to thank CDR Dick Davis, CDR Greg Wilson, LT Paula Langille, Region Four and all the volunteers for the brilliant planning and execution of all the symposium events throughout the week. I also thank the NHA staff in San Diego, Col Whitfield, Lucy Haase and George Hopson, for their guidance and support over these last few months, especially prior to and during the symposium. Thanks also to RADM Tomaszeski for his personal mentorship. I look forward to seeing you all next year at the symposium in San Diego.

Under CAPT Curtis Shaub, my predecessor, NHA flourished. Membership increased, and his ability to orchestrate the myriad of tasks associated with the president’s job here at NHA was impressive. His hard work and tremendous efforts laid the groundwork for his very successful year at NHA, culminating in the phenomenal Norfolk symposium.

I will also take a moment to introduce my relief, CAPT Donald “Willie” Williamson, who will take over in July 2008 when I transfer. He is a respected leader in the helicopter community and has some great ideas. He will, of course, continue the great

traditions for which NHA is known.

Finally, I urge all of you to either join NHA or renew your membership. In January 2009, after many years at the same rate, NHA dues will increase.

Keep your turns up!CDR Pete Brennan, USNNHA President

President’s Message

The Symposium this year in Norfolk, VA, was a great success. I don’t need to add anything to our Chairman’s Brief in that regard. Next year, following our pattern of conducting the Symposium alternately on the “left” and the “right” coasts, will be held in San Diego at the Town and Country Hotel. Please note the

new dates of April 28- May 1, 2009. The Member Reunion will be held aboard the USS Midway Museum. It is a juggling act with the hotels where we hold our Symposiums to get our preferred dates that don’t coincide with Easter Week, the Navy League Sea/Air/ Space Exposition in Washington DC, and Memorial Day Week.

Financial Statement 6/6/2008

Bank Accounts............$ 344,062 Investment Accounts...$ 158,429 Total.............................$ 502,491

Col. Howard M. Whitfield, USMC (Ret)NHA Executive Director

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 nonprofit association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to reflect 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) nonprofit association.

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical flight 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


A View From The Labs... Supporting The Fleet

By CAPT George Galdorisi, USN (Ret)

Captain Vic Secades did Rotor Review, NHA, and the naval helicopter

community an enormous service in providing his outstanding lead article, “The Genesis of the Naval Helicopter Association” in the 100th issue of Rotor Review. His superb article provided a clear window on our “twelve farsighted pioneers who created the Naval Helicopter Association.” He made what was opaque to many – clear, straightforward, and even entertaining.

Since he shared column space and the 72-pages of that 100th issue with many other writers, his thumbnail sketches of each of the “founding twelve” were necessarily brief. I would like to challenge other NHA members who worked with or for these twelve individuals to tell us all just a little bit more about them, for I believe we would all be enriched if we, as Paul Harvey famously said, heard, “the rest of the story” about the other ways each of these men helped shape our community.

I would like to start this process by telling you a bit more about one of the twelve, Captain Joe Purtell. In 1981 I was detailed to PMA/PMS-266, the LAMPS MK III Program Office within NAVAIR. It was our good fortune that Captain Purtell was our Program Manager, first and foremost because of the kind of leader he was – and is – because of his vast experience in the helicopter community including several command positions, and his wide experience working in NAVAIR in earlier billets in other parts of the organization. He knew how to get things done.

It was an exciting time to be in the Program Office. LAMPS MK III was in the final phases of developmental and operational testing and was beginning to fulfill the vision that had emerged years earlier of taking a giant leap forward

with technology to field a robust, state of the art aviation platform, the SH-60B, on surface combatants. As this went on, Captain Purtell was quietly laying the groundwork for a companion aircraft, the SH-60F, to be the “CV-helo” and a replacement for the venerable SH-3 series.

Things were going well for over a year and all the folks that could have terminated, slowed down, or otherwise done damage to the program simply could find no reason to do so, and under Captain Purtell’s leadership the small cadre of about two dozen folks in PMA/PMS-266 continued to accomplish milestone after milestone. The LAMPS MK III program was moving along smartly until what was up until then, our most important briefing, to the Chief of Naval Operations, Admiral Thomas Hayward.

Captain Purtell was well-prepared to brief CNO and gave such a superlative brief that the three-stars in the room were all giving him thumbs up on his stewardship of the program. Things couldn’t have been better until Admiral Hayward spoke. No one was prepared for this – but Captain Purtell was able to seal the deal.

After listening to Captain Purtell’s comprehensive brief Admiral Hayward screwed his face up and looked menacingly at Captain Purtell and said something to the effect of; “Well Captain, you’ve told me this LAMPS will do this and do that and do all these wonderful things. But how do I know it will? How do I know you can make all the wickets you have to? How do I know this LAMPS will be on schedule, on cost and perform the way you say it will?” It was a blistering series of not really questions – but almost accusations – that would have thrown almost anyone off stride. For many in the room the future of the Navy H-60 program hung in the balance. For the person giving the brief, it was a perfect segue to back down.

But Captain Joe Purtell didn’t back down. Without hesitation, he looked

CNO in the eye and said; “Admiral, I’ve been living in a fishbowl for over two years. You have sent (and he named every ‘alphabet soup’ long-forgotten organization and agency that had turned the program inside out and examined every aspect of LAMPS MK III) to check us out and put us under a microscope and each and every one of them has not only given us a clean bill of health, but has congratulated us on the way we are running the program. That’s how I know we will deliver what we’ve promised, and you should know that too.”

There was complete silence in the room while Admiral Hayward considered what Captain Purtell had just told him. It was CNO’s last question. We had passed that milestone and all the CNO could say as we left the room was “Well it had better turn out as you say it will.” But in the blink of an eye his mood had changed. He was a believer because Captain Joe Purtell made him one. All of us learned a lot about leadership and courage that day.


selected for flag each year? Is it because of a lack experience? No. Records show that helicopter pilots are competitive in every category with naval aviation in general – in operational tours, education, grades, ‘jointness,’ staff tours, and acquisition experience. More importantly, helicopter pilots have far more diverse and well-rounded experiences in battle group operations and a broader range of deployment experiences (i.e. not just Carrier operations.)

They also have more shipboard qualifications (OOD, TAO, EOW, CDO) than their fixed wing counterparts. And, these men and women have earned their spurs in more challenging leadership positions earlier in their careers. No, lack of experience is not the driver in helicopter Flag selection.

The reason why there are so few flags from the helicopter community is because there are so few flags from the helicopter community picking future flags. It is a natural phenomenon of selection boards to gravitate to the people with whom they are the most familiar. Bluntly stated, jet guys don’t naturally pick helo guys and that situation is not likely to change anytime soon.

The current board process is not corrupt - it is biased. Nobody is assaulting the integrity of a particular Flag selection board. But, in a manner not unlike other such guidance to selection boards in the past, provide precepts that give helicopter pilots due consideration because they possess competitive records, but are not equitably represented.

Fallout from this biased process goes beyond parochial interests of one community over another. It lends itself to an unbalanced mix of communities and professional backgrounds, and it is unreasonable to expect the resultant force structure to be representative of our varied war fighting and personnel requirements.

Our active duty helicopter flag officers must confront the inequity recently demonstrated by the lack of selection of an operational fleet helicopter officer to flag rank from among the many shipboard and shore based officers who were eminently qualified. We insist that they demand equal representation on flag boards as well as a “fair share” of selectees based upon competitive merit, qualifications and numbers.

Fleet Lieutenants and Lieutenant Commanders see the handwriting on the wall.

They ask, correctly, “Why should I spend 15 years at sea, competing successfully with my go-fast colleagues and sacrificing my family and my life, when the rewards are not there?” Good question indeed.

For the future of our country and to preserve the best war fighting skills of our service, the Navy should be in the business of selecting the very best leaders with the very best skills and qualifications to fill its most important jobs, regardless of their community pedigree. This cannot be happening when half of Naval Aviation doesn’t have a seat at the table.

Fe

atu

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s Where’s the Outrage?Article written by CAPT Bill Boone, USN (Ret), CAPT Sandy Clark, USN (Ret), CAPT Tom Freeland, USN (Ret), CAPT Ray Wikstrom, USN (Ret)

Following the most recent Flag Selection Board, where no officer from the Helicopter operational fleet was selected for Rear

Admiral (lower half), it occurs to us that those board members charged with selecting new Flags were, for the most part selecting their numerical relief without seriously considering the future needs of the Navy. This action is not only prejudicial, but ignores critical war fighting skills and experiences that the helicopter community possesses.

More to the point, it puts our Navy in jeopardy by selecting leaders less qualified to lead. Harry Reasoner was right: Helicopter pilots are different.

Time was, more than 50 years ago, that helicopters were barely asterisks in Naval Aviation.Helicopter pilots represented a very small portion of the air community at large, providing little perceived added value to the fleet other than better search and rescue and quicker mail delivery.

But things have changed. In the intervening years, helicopters became a staple of naval aviation, carving out a niche first in Carrier ASW, Combat Search and Rescue, Light attack in Viet Nam, then maturing to become the most versatile and powerful ASW, ASUW and weapons delivery platform in the Strike Group. Today, helicopters are everywhere. They fly when others can’t fly, go where others can’t go and add exponential value in virtually every facet of naval operation. To say that helicopters are the ‘best buy’ of naval aviation is not hyperbole.

Unfortunately, helicopter community leaders should not be satisfied with “one” helicopter Flag pick per year particularly when the community represents about 50 percent of Naval aviation.

It is tremendously important to ensure the Flag Board is well represented by active duty admirals who possess the operational credibility that exists among the other naval community board members. Having the “Street Cred” and strong presence of several operational helicopter flag officers on selection boards cannot be overemphasized. We all know that community politics (Sea Daddies) play in the selection process; therefore helo Flags must be well represented at the table - they currently are not!

We are asking the Navy leadership to recognize that the make up of our Flag community should represent aviation community populations and major command screen statistics - and not just the total aviation flag officers assigned.

Our helicopter squadrons are larger than most of naval aviation, meaning the selectivity is more competitive for Department Head and OIC billets.

Likewise, squadron command is tougher to achieve. Those who do become operational skippers are clearly above average with a broad war fighting experience base, and they compete favorably for major command.

But that’s where it ends. Clearly there is a glass ceiling when it comes to Flag selection from the helicopter community. But why? Look around. Why should only one helicopter officer be


Feature

Raptors Onboard USS StennisArticle by LTJG Phil Suchyta, USN and LTJG James Duvall, USN

In the past nine months, the Raptors of Helicopter Maritime Strike Squadron Seven One have celebrated a litany of firsts. May 6, 2008, was

particularly significant as Aviation Machinist’s Mate Third Class Carolina Garcia signaled nugget pilot Lieutenant (junior grade) Phil Suchyta to a landing onboard USS John C. Stennis. This first carrier landing by HSM-71 marked the beginning of the Raptors underway workup operations with Stennis and Carrier Air Wing Nine. From some perspectives, the landing was a routine operation, but it is a sign of big things to come as the Raptors fully integrate a new helicopter into the air wing and the carrier strike group. The old S-3B squadron spaces aboard ship have been repopulated with maintainers and aircrew of the first and newly established squadron flying the MH-60R Multi-mission Helicopter, commonly known as the Romeo. Unlike previous HS and HSL squadrons, the Raptors will have helicopters on the carrier as well as the cruiser and destroyers. In Carrier Strike Group Three, the Raptors are aboard USS Antietam, USS Preble, and USS Kidd. This concept of operations allows a new degree of coordination in the strike group. Although the Raptors are separated into four

Photo taken by AWC John Rister

parts, they still function as a single squadron and are able to integrate submarine and surface ship prosecutions in the inner and outer zones. HSM-71’s transition to carrier operations has seen some challenges, but the other squadrons in the air wing have been eager to help, especially the Eightballers of HSC-8. The Raptors’ permanent presence on the carrier ensures that the F/A-18, E-2C, and EA-6B communities will also have a chance to become familiar with the capabilities of the Romeo.

The Romeo’s primary missions are Anti-Submarine Warfare (ASW), Surface Warfare (SUW), and Command and Control Warfare (C2W). With the departure of the S-3B, the Romeo is now the only ASW platform integral to the strike group. The Romeo boasts a respectable array of armament including Hellfire missiles, a .50 caliber or 7.62 mm machine gun, and all lightweight torpedo variants. However, the Romeo’s most devastating weapons are the impressive communication and sensor suites. Non-acoustic sensors include upgraded search RADAR with ISAR capability, sophisticated Electronic Support Measures with optimized emitter libraries, and the

MH-60R assigned to HSM-71 onboard USS John C. Stennis.

Continued on page 10


Feature: Raptors Onboard USS StennisContinued from page 9

Multi-spectral Targeting System (MTS). MTS combines the capabilities of FLIR with day and low-light television cameras as well as designation and marking lasers for laser-guided ordnance. Acoustic sensors include enhanced sonobuoy processing and a new dipping SONAR. Like the legacy SH-60B, the Romeo can send data to properly equipped DDGs and CGs via Hawklink, but the Romeo can also communicate with the entire strike group over Link 16. The two data link systems have some similar capabilities, such as track management; however, they have different purposes. Hawklink allows a single ship to see raw sensor data and even to control certain sensors. Essentially, this allows shipboard operators to function as a part of the helicopter crew. Link 16, on the other hand, is the current generation of tactical data link used by U.S. and NATO forces. The Romeo can now send and receive contacts, tracks, text messages, and even imagery to ships and other air assets such as an F/A-18 on a Maritime Air Support (MAS) mission. Of course, LTJG Suchyta wasn’t thinking about the Romeo’s capabilities or future in the air wing. He wasn’t even thinking about calling Stennis home. He was just concentrating on making the perfect landing. In recognition of being the first Raptor carrier LSE, AM3 Garcia was named the John C. Stennis Sailor of the Day. Her contribution didn’t stop there; she also helped change an engine starter that same night returning the aircraft to a mission capable status. The repair was done quickly enough that life on Stennis didn’t skip a beat.

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This is the first landing aboard a carrier for the squadron.

MH-60S Armed Helo Takes Aim at HARPArticle By LTJG Jim Gormley, USN

The Eightballers of HSC-8 have successfully employed the Navy’s newest rotary wing weapon system, the MH-60S Block III, Armed

Helicopter. On the backs of an award winning maintenance

department, the Eightballers have completed their first Helicopter Advanced Readiness Program (HARP) with the Armed Helo. The month-long scenario-based exercise, orchestrated by Helicopter Sea Combat Weapons School, Pacific, evaluated the squadron on Combat Search and Rescue (CSAR), Close Air Support (CAS), Anti-Surface Warfare (ASuW), support of Special Operations Forces (SOF), SOF Call For Fire (CFF), Convoy Escort, Low Slow Flyer (LSF), and

Continued to page 11The Eightballers conducting HARP with Armed Helo in SOCAL Photo was taken by MC3 Kelling, USN


Continued from page 10

Helicopter Visit Board Search and Seizure (HVBSS). HSC-8’s HARP, based on a traditional HS HARP model, was modified to test and evaluate the unique capabilities of the Armed Sierra and took place in Fallon, NV, Hawthorne, NV and the San Diego operating area (SOCAL).

The first three weeks of the exercise were undertaken at NAS Fallon, NV where crews trained to effectively employ the Armed Helo’s compliment of eight Hellfire missiles, GAU-21, and M-240D machine guns. Throughout the exercise, as the training scenarios advanced in size and difficulty, HSC-8 continually rose to the challenge, providing Full Mission Capable aircraft and crews for the events. The Eightballers executed numerous CAS missions, utilizing autonomous and remote laser designation to mark targets. In addition, HSC-8 utilized the MH-60S’s Multi-Spectral Targeting System to provide Non-Traditional Intelligence, Surveillance, and Reconnaissance (NTISR) support for SEAL Team 10 while they executed simulated High Value Individual (HVI) takedowns and convoy operations. HSC-8’s Commanding Officer Larry “BINGO” Vincent commented on the training: “Working with the Armed Sierra for three weeks in Fallon has allowed us to fully explore the capabilities of this helicopter and work to meet the requirements of the new HSC (CVW) ROC/POE. This aircraft and our training will bring a new weapon system to CAG’s arsenal, providing the capability of operating forward from the sea and shaping the battle space.”

Upon returning to NAS North Island, HSC-8 under-took their final week of HARP, an integrated week of operations with HSM-71 Raptors. The two squadrons conducted lectures and mission planning sessions in order to coordinate and suc-cessfully complete joint missions in Maritime Air Support (MAS), HVBSS and airborne intercepts of fixed wing aircraft (LSF). “This is the first time any two squadrons from different helicopter communities have been evaluated on how well they operate together in support of their mission sets. The work by both the HSM and HSC Weapons Schools to put this together was outstanding” remarked CDR Vincent. Both HSC-8 and

HSM-71 will deploy aboard the U.S.S. John C. Stennis (CVN 74) as part of Carrier Air Wing Nine and Carrier Strike Group Three. This shift in helicopter CONOPS requires a transition from the traditional H-60F/H, single squadron paradigm to a new operational design. With the two squadrons representing the vanguard of joint carrier helicopter operations, the lessons learned during the HARP operations are immeasurable. While each squadron brings its own methods and techniques, both squadrons have em-braced the necessity for teamwork. The Eightballers mantra of “One Team, One Fight” has been guiding the spirit of cooperation. By working together, the Eightballers and Raptors will offer CAG and the Strike Group Commander a more lethal and diverse rotary wing package.

CDR Gerald Most, Commanding Officer of He-licopter Sea Combat Weapons School, Pacific summed up the exercise: “HSC-8 conducted an extremely successful HARP. The level of involvement by senior pilots and air-crew to mentor junior personnel in various tactical missions was exemplary, and the close coordination between the operations and maintenance departments ensured a 100% sortie completion rate to capitalize on valuable training op-portunities in Nevada and SOCAL. The final week proved that HSC-8 and HSM-71 have embraced their new H-60 aircraft and are taking the lead in evolving the tactics of the future for their new weapon systems.” While HARP is early in HSC-8’s workup cycle, it marks a significant milestone, highlighting the progress and potential associ-ated with the Armed Helo project. The Eightballers are excited and proud to introduce the Block III, MH-60S to carrier aviation.

After intense training, the Eightballers are ready to introduce MH-60S, Block III to the fleet. Photo taken by MC3 Kelling, USN

Feature: MH-60S Armed Helo Takes Aim At HARP


Feature:

HSL-49 Detachment Two Participates In Foal Eagle 08-03

Foal Eagle is an annual defensive exercise conducted with US and Republic of Korea (ROK) forces which tests the ability of ROK forces to defend the Korean peninsula and seeks to improve US and ROK interoperability. The exercise includes air, land and maritime units and has been conducted each year since 1961-shortly after the

close of the Korean War.

The ‘Guardians’ of HSL-49 Detachment TWO flew missions in support of anti-submarine warfare (ASW), anti-surface warfare (SUW)

and various logistics requirements. These missions gave air-crews the opportunity to interact with ROK ships and airborne ROK helicopters. The detachment’s most informative experi-ence was perhaps the increased interaction and communication with ROK pilots and surface warfare officers due to the unique

language skills of LT Terry Choe. Detachment TWO pilots had the opportunity to tour the Daejoyoung (DDH-977) and visit with fellow helicopter pilots while in Busan, ROK. The visit was a success and much information was exchanged with the help of LT Choe’s fluency in the Korean language. Addition-ally, the U.S. Navy hosted 6 ROK Navy personnel during the underway portion of Foal Eagle. LT Choe provided critical

Continued to page 13

(L to R) LCDR Jason Rimmer, LT Raul Dominguez, LT Terry Choe, and LTJG John Zahodne pose with a ROK Sailor onboard the Korean Navy Destroyer ROKS Munmu The Great (DDH-976)

during Foal Eagle 08. Picture provided by HSL-49 “Scorpions” Public Affairs Officer.

Article and Photo courtesy of HSL-49 Public Affairs Office


Feature: HSL-49 Detachment Two Participate In Foal Eagle 08-03


translation skills that allowed for a free flow of information and a more robust exchange experience for all US and ROK personnel involved.

Participating US units included the aircraft carrier USS Nimitz Carrier Strike Group (CSG 11). Participating from the Korean Navy was destroyer ROKS Munmu The Great (DDH-976), ROKS Kangkamchan (DDH-979) and ROKS Daejoyoung (DDH-977). All three Korean destroyers are of the ROK’s newest KDX-11 class representing some of the newest vessels in the ROKN fleet. The exercise including flight operations, tours and personnel exchange was judged a

A Republic of Korea Lynx helicopter. Forces from both the US and ROK participate in Foal Eagle, an annual defensive exercise.

success by all accounts and demonstrated the enthusiasm and professionalism of both navies in their combined efforts to overcome challenges and improve their ability to defend the Korean peninsula.

The USS Nimitz Carrier Strike Group (CSG 11) in formation.


Feature:


Historic Cruise for the Navy’s Oldest HS Squadron

Article By LTJG Carl Glass, USN

The World Famous Golden Falcons of HELANTISUBRON TWO (HS-2), the first West Coast HS squadron and the oldest HS

squadron in the Navy, are underway on their final deployment. Upon returning from this deployment, the squadron will retire its venerable SH-60F and HH-60H airframes in favor of the MH-60S and change its name from HS-2 to HSC-12.

HS-2 is no stranger to making history. Since its inception in 1952, the squadron’s illustrious career has included a laundry list of “firsts” and operational milestones. HS-2 was the first Helicopter Antisubmarine (HS) squadron to deploy with the Sikorsky SH-3A Sea King, the Navy’s first turbine-powered, all-weather, anti-submarine warfare (ASW) helicopter. In November 1965 the Golden Falcons became the first squadron to operationally employ helicopter in-flight refueling (HIFR) at night. Additionally, HS-2 became the first Navy helicopter squadron to execute a nighttime Combat Search and Rescue (CSAR) mission into North Vietnam, and was ultimately responsible for ten overland and five coastal rescues in 1967 alone.

Throughout the 1970s and 80s, the Golden Falcons of HS-2 continued to refine the multi-mission capabilities inherent to all HS squadrons by being the first squadron to deploy with new TACNAV-equipped SH-3D/H helicopters,

then the Navy’s latest multi-sensor ASW platform. The 1976 deployment aboard USS Enterprise (CVN-65) marked the first WESTPAC deployment using the modern Carrier Battle Group concept and allowed HS-2 to help develop modern-day helicopter ASW tactics, which it continues to refine while flying the SH-60F Seahawk, the most capable rotary-winged ASW asset in today’s Navy.

In addition to pioneering new ASW tactics and technology, HS-2 has always been at the forefront of the Navy’s humanitarian mission, helping to carve a niche for naval rotary-wing aviation as the primary platform for delivering aid and supplies to remote locales. In 1964 the Golden Falcons flew 185 sorties in six days and rescued 91 victims of flooding in Northern California. Two years later the squadron was called upon to provide support for snowbound Native Americans in Arizona, airlifting fifteen tons of food and supplies during a December blizzard. In 1974 the squadron provided disaster relief to the island of Mauritius after a devastating cyclone hit the Indian Ocean. In 1980 the squadron was awarded its first Humanitarian Service Medal for rescuing refugees in Vietnam.

Most recently, the squadron was called upon again to

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provide humanitarian and disaster relief to the victims of the December 26, 2004 tsunami in the Aceh province of Sumatra, Indonesia. In the month of January 2005 alone, HS-2 flew over 1000 total flight hours in support of Operation Unified Assistance (OUA), moving hundreds of injured and displaced survivors and providing thousands of pounds of relief supplies to the remote and devastated areas of Sumatra. For these efforts the squadron was honored with its second Humanitarian Service Medal.

In the mid 1990’s HS-2 became a part of Carrier Air Wing TWO (CVW-2) aboard the USS Constellation (CV-64). The squadron made numerous WESTPAC deployments with the Constellation until her decommissioning in 2004, at which point the airwing rebased to the USS Abraham Lincoln (CVN-72). Currently, the Lincoln and her airwing are operating in the Arabian Gulf in support of Maritime Security Operations and Operation IRAQI FREEDOM.

On their way to the Gulf the Golden Falcons participated in numerous exercises that proved their multi-mission capability. These included flying the SH-60F in support of ASW exercises off the coasts of California, Hawaii, and the Philippines, and flying the HH-60H in low-level TERF missions over Guam and in support of Heliborne Visit Board Search and Seizure (HVBSS) Team Two. Additionally, they provided armed surface reconnaissance for the Abraham Lincoln Strike Group (ALSG) during straits transits and during Gulf operations. Of course, like any good HS squadron, the crews have plenty of hours flying plane guard in both airframes, keeping day and night SAR current at all times.

Having arrived in the Gulf not more than a month ago, HS-2 has already been called upon to support Coalition efforts in multiple capacities, including providing armed reconnaissance support for Combined Task Force 158 (CTF-158), and working with British and Australian units in defense of key elements of Iraq’s offshore oil infrastructure in the Northern Arabian Gulf.

As the summer progresses and the temperatures in the Gulf steadily increase, the Golden Falcons will remain prepared to meet any challenges that may arise in the region. There are, however, plenty of challenges that await the squadron upon its return to San Diego.

In the months following its current deployment, the squadron will begin training its pilots and aircrew in new MH-60S aircraft. To the pilots, this means transitioning from the standard analog and Vertical Instrument Display System (VIDS) gauges to an all-digital “glass cockpit.” To the aircrew, the cluttered cabin of a “full” SH-60F will be replaced with a spacious cabin that more resembles the squadron’s HH-60Hs, which won’t mean too much in the way of change for the trusty AWs in the back.

As far as the mission set goes, the squadron will be relinquishing its traditional ASW role to the HSM community, while maintaining its capability to participate in Anti-Surface Warfare (ASUW) and logistics missions. This will allow crews to focus primarily on the CSAR and Naval Special Warfare (NSW) missions, which they already practice on a regular basis while attached to the Lincoln.

Not only will the squadron begin the transition process from HS-2 to HSC-12, it will do so in newly renovated office and hangar spaces. When the squadron left in March, its members packed everything that wasn’t going with them into long-term storage for the renovation. This means a lot of unpacking and furniture moving as it settles into its new home.

HS-2 will leave behind a long and distinguished history. Over the past fifty-six years HS-2 has been the epitome of tactical proficiency, technological prowess, and humanitarian service among naval rotary-wing aviation squadrons. The men and women of HSC-12 will carry on that legacy, ever mindful of the historical roots from which they came.


Features:

Hoisting Through The Trees Article By LT Chad Christensen, USN

It was a day like any other at Blackstone Army Airfield, Fort Pickett, VA. HSC-26 DETACHMENT FOUR had been deployed 100

miles from Norfolk to take part in Exercise SOUTHBOUND TROOPER, a joint and multinational military exercise. The Det had been tasked with supporting training between US and Canadian forces, to include MEDEVAC services, in the midst of unit level training events. After a thorough dual-ship helicopter rope suspension brief, the crews walked to their aircrafts for the first event of the day. During this time, HM1 Bonnett, the SAR Medical Technician deployed with the detachment, was requested to provide medical support for paradrops at Castles Assault Landing Zone (ALZ). Castles ALZ is a dirt and clay landing strip 4.5 miles Northeast of Blackstone Army Airfield. Unbeknownst to the two crews, the OIC received a phone call at 1015 from HM1 Bonnett, who explained that three jumpers had missed the drop zone and were unaccounted for. The crew of Charger 65, LT Parker (PIC), myself (copilot), AW2 McCarty (crewchief), and AW1 Nolan (2nd crewman) were spinning when Charger 60 reported that they were down in the chocks. We decided to continue single-ship with our training, and they could join us later. It was at that time the OIC radioed to us the situation at Castles ALZ and requested we proceed there immediately to offer assistance. It is important to note that Charger 65 was fortunate to have a well experienced flight crew. There were two HACs in the cockpit, a seasoned crewchief with 5 years of flying experience, and a 2nd crewman with 11 years of flying experience. The entire crew, without hesitation, began executing checklists and performing their assigned duties for an overland SAR. We were a CRM machine in motion.

We immediately launched and made the quick

transit to Castles ALZ. Upon arriving on scene, we noticed a parachute caught in the trees at the edge of the ALZ and began communicating with elements on the ground. We were instructed by the ground elements to begin a search for the missing jumpers one mile North of Castles ALZ in a heavily wooded area. The ground element was coordinating with Fire Rescue to retrieve the jumper from the trees. We were called back to the ALZ to drop off a litter 15 minutes into our search. The three missing jumpers had been found, one of which had a head injury and another who we would later find out broke his back in three places.

As we landed at the ALZ to kick out the litter, we were staring up at the jumper still hanging in the tall trees (100 feet). The jumper had deployed both parachutes and was entangled in the shroud lines. The ground element, using a handheld radio, asked if we could attempt to hoist the jumper from the trees. Fire rescue had been called and their trucks were arriving on scene. Their best guess was that it would take another 45 minutes to rig their gear, but they didn’t know if they could reach the jumper due to his location and height in the trees. After discussing it as a crew, everyone was in agreement that we should attempt the rescue.

We ORM’d the two chutes still in the trees and decided to take up a high hover (100 feet) above the trees. The winds at the ALZ were in excess of 30 knots (as indicated by our airspeed). Shortly after getting into position, we were waved off by the ground element because our downwash was placing too much pressure on the jumper’s entangled legs. We again landed at the ALZ and awaited further tasking.

We were asked to try one more time to hoist the jumper from the trees because the Fire Rescue team still wasn’t ready and we were told that the circulation in the jumper’s legs was being cut off due to being entangled in the shrouds.


HSC-26 training at Blackstone Army Airfield at Ft. Pickett. Photo courtesy of HSC-26 Public Affairs.


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Feature: Hoisting Through The Trees


He had already been entangled in the trees for at least 30 minutes. This time we decided to hover even higher, closer to 200 feet above the trees to reduce the downwash on the jumper.

AW1 Nolan hooked up to his AirSave vest D-ring because the Det had only brought two Tri-Sar harnesses, neither of which were on the aircraft. In position above the jumper, AW2 McCarty began to lower AW1 Nolan. He still had the low-profile collar flotation on when he was initially hoisted. After being hoisted about 30 feet, AW1 Nolan signaled to be hoisted up again to remove the flotation, as it was impeding his ability to see.

On the second attempt, AW2 McCarty paid out the entire 200 feet of cable and AW1 Nolan found himself suspended above the tree tops. AW2 McCarty talked LT Parker, who was at the controls, down about 20 feet so that AW1 Nolan could assess and hook-up to the jumper. AW1 Nolan expertly hooked the jumper up to the rescue strop amid the high tree branches, disentangled the shroud lines, and gave the signal to come up. We then short hauled AW1 Nolan and the jumper 50 yards to the ALZ and gently set them down.

The crew coordination between AW2 McCarty on the hoist and LT Parker on the controls was flawless. One thing you take for granted when hoisting to the water is that you are only lowering the swimmer to the surface; you are not trying to keep them at a pre-determined height above the water. In our situation, another axis was added to the equation and we had to keep AW1 Nolan on the same plane (85 feet AGL) as the jumper, in addition to controlling drift with strong winds. An added help was the ground element who was able to tell us if AW1 Nolan was descending below or above the jumper. This is extremely hard to do from the cabin while holding a 200 foot hover.

From the time we lifted from the ALZ, to the time their feet hit the dirt, the entire hoisting evolution only lasted six minutes. Again, an experienced crew and the CRM that was taking place in the aircraft were the greatest contributing factors that led to a successful rescue.


Focus

HSC-26 Supports Exercise Constant Alliance

Article and PhotoBy LTJG Erik H. Gustafson, USN

Despite the current emphasis on International and Joint Operations, it is rare to have the opportunity to actually serve on board a foreign vessel and see

operations “through their eyes”. Recently, Helicopter Sea Combat Squadron TWO SIX Detachment TWO enjoyed just such an opportunity while serving as the Search and Rescue Detachment for a Tailored Air Group (TAG) aboard the British Royal Navy’s flagship HMS Ark Royal from 1-10 April 2008. The occasion was CONSTANT ALLIANCE 2008, an all-encompassing exercise aimed at improving American and British naval interoperability. The task force faced all manner of threats, from small fast attack craft, hostile traditional naval forces, hijacked light civil aircraft, and irregular ground forces. Ark Royal was accompanied by the American cruiser USS Normandy (CG-60) and destroyer USS Mitscher (DDG-57). The exercise was a resounding success and provided an excellent chance for sailors, airmen and marines from both nations to serve with their ally counterpart. Ark Royal is a CVS-class aircraft carrier, comparable to an American LHA/LHD in her ability to serve as a land/launch platform for rotary and fixed-wing aircraft. She sports the traditional “ski-jump” bow used to launch UK Harrier aircraft and eight primary landing spots for helicopters. Though she lacks a welldeck, Ark Royal’s role in CONSTANT ALLIANCE was to serve as an L-Class ship where she proved her capability to operate in the Landing Platform Helicopter role, operating rotary-wing aircraft in support of an embarked military force. Ark Royal embarked a Tailored Air Group (TAG) comprised of four CH-46E aircraft from Marine Medium Helicopter Squadron SEVEN SEVEN FOUR and two MH-60S aircraft from HSC-

26 DET TWO. Additionally, there was an Embarked Military Force of 150 US Marines from Second Marine Division II MEF to serve as the landing force for amphibious operations. As guests of the officers and crew of Ark Royal, Detachment TWO was given access to a wide range of facilities unique to this class of ship. The accommodations were well beyond our expectations, and every member of the ship’s company was eager to aid in our adaptation. While the ground forces rehearsed their roles and familiarized themselves with the ship, the TAG executed a considerable number of deck landing qualifications, mixing American and British techniques both in the air and on the deck to

improve interoperability by applying sound operational risk management principles. Both sides adapted to form a modus operandi unique to the joint coalition assemblage of pilots, aircrew, maintenance personnel and deck handlers that was well within established operating limits. In less tangible terms, a synergy developed that fostered constructive feedback and a cohesive work environment where all parties truly enjoyed the company of their international counterparts. From a pilot’s perspective, any challenge is traditionally welcome, no matter the arena. Even while facing issues with bad weather and pitching decks, the aircrew of HSC-26 successfully provided logistics support as well as SAR alert. Over one hundred-ninety American and UK sailors were delivered safely between the surface units for “cross pollination” activities and the chance to observe their counterparts. HSC-26 was glad to provide the same opportunity to the Commanding Officers from



Focus: HSC-26 Support Exercise Constant Alliance

Ark Royal and Normandy and provided a platform for these stunning images captured by Royal Navy photographers of all three ships operating together. All of the UK sailors were quite eager to learn and requested demonstrations of all the capabilities and technology the MH-60S Knighthawk has to offer. With respect to the squadron maintainers operating aboard Ark Royal, our host was impressed by the initiative demonstrated throughout the exercise. The aircrews of Det TWO were expertly supported by a team of maintenance personnel truly second to none. Led by LT Lance Foster and AEC Anthony Bowser, the topside crews were lauded daily by the UK Flight Engineers aboard Ark Royal. The level of success achieved throughout the aptly-named CONSTANT ALLIANCE could only be matched by the friendships made by every member of Det TWO over those ten days. One of the finer points of an expeditionary squadron is the potential for the development of an extremely cohesive unit. In the words of the Officer-in-Charge, LCDR Kent Tranter, “Only with an ally as unyielding and professional as the United Kingdom could a crew, a detachment, or even the entire Flight Department achieve so much in ten days. It was an absolute pleasure operating with our friends in the Royal Navy and we thank them for their hospitality.”


Time To Bring NHA’s Logo Into The 21st CenturyArticle by LT Matthew Persiani, USN

Rotary aviation in the United States Navy is quickly moving into a new era of aviation history and will emerge as a versatile and

formidable asset for our nation. With the introduction of the MH-60R, MH-60S, MV-22, AH1-Z, UH-1Y and the CH-53K, the most technologically advanced rotary wing assets the Navy/Marine Corps team has ever seen, our community is redefining the definition of power projection from the sea. New missions and tactics are just waiting to be explored because of the technology becoming available to our pilots and aircrew. However, as the rotary wing community moves into the future, the logo of the NHA remains in the distant past. The theme of the April 2008 symposium was, “Executing the Maritime Strategy: Rotary Wing in Action” yet NHA is represented by Leonardo Da Vinci’s theoretical helicopter design, a design which does not promote action and has never even flown. The time has come to update the organization’s logo into a more fitting design that reflects the exciting future of naval rotary aviation and the NHA.

BackgroundLeonardo Da Vinci was an ingenious innovator who is

given credit for the first serious attempt at a working helicopter and his famous design, the current logo of NHA, dates back to 1490. Da Vinci wrote about his design, “...I have discovered that a screw-shaped device such as this, if it is well made from starched linen, will rise in the air if turned quickly...” (“History of Helicopters.” Infoseek. Internet. 25 Dec. 1997). Leonardo intended on four men to turn the screw to give his contraption flight. The modern helicopters of the future will require these individuals to not act as horsepower but as innovators of their own right as they combine their knowledge of tactics and the use of new technology to defeat the ever-modernizing enemy. The comparison of the NHA and Tailhook associations is probably not politically correct but it does provide a good example. Would the Wright brother’s airplane be a good representation for the Tailhook association? The Wright brother’s design was ingenious and proved man could fly but does it represent how the fixed wing community has



Feature: Time To Bring NHA’s Logo Into The 21st Century

evolved over the years? The same question can be applied to the NHA logo. Yes, Da Vinci’s design does represent innovation and advances in technology but does it represent the brains of the 60R or the firepower of the Super Cobra? Naval rotary aviation has evolved and will continue to do so. NHA needs a logo that represents where we are today and the amazing future that lies ahead of us.Recommendation NHA should sponsor a contest through the Rotor

Review magazine in order to take advantage of the artistic skills and motivation of the members. A new logo can either be voted on, or if already selected be revealed, at the 2009 symposium. This will be a long process but building brand awareness by updating the logo to increase brand recognition will only prove beneficial in the long run. If NHA existed 518 years ago, the Da Vinci helical design would be the perfect logo to represent our community but NHA is here to stay in the 21st century and our logo needs to represent to the world that we will dominate the maritime environment through superior aircraft and even more importantly, superior aircrew.


FRCSW Lands CNO Aviation Safety AwardPress Released by Fleet Readiness Center Southwest

In recognition of its consistent, effective, and safe airborne operations, Fleet Readiness Center Southwest (FRCSW) was recently chosen by the

Naval Safety Center to receive one of several, Chief of Naval Operations (CNO) 2007 Aviation Safety Awards.

The award announcement was made in an all-Navy message released on April 23, which stated “these award winners are recognized for their professionalism, commitment to excellence, solid leadership and competent risk management which resulted in safe and effective operations.”

Joining FRCSW in the Commander, Naval Air Systems Command category was the Naval Test Pilot School at Patuxent River, MD.

As the Commander Naval Air Forces’ West Coast premier aircraft repair and maintenance facility, FRCSW conducts more than 275 initial test flights annually of Navy and Marine Corps aircraft including F/A-18 Hornet fighters, E-2C Hawkeye airborne early warning planes, C-2A Greyhound transports, and CH-53 Super Stallion helicopters.

Aircraft that have completed repairs or servicing are transported to the FRCSW flight test area on Naval Air Station North Island, where a staff of approximately 40 civilian artisans and military personnel put them through a series of tests to establish safety assurances and component reliability.

“Before the actual test flight, the pilot will conduct functional check flight procedures that entail a series of ground checks. Then, once airborne, the actual flight checks are performed,” said LT Benjamin Harrison, FRCSW aviation safety officer and flight check operations officer.

A post-flight report details the condition of the aircraft and any unusual or hazardous occurrences experienced. The reports are forwarded to the FRCSW managers and quality assurance departments to analyze and, if necessary, create recommendations through new checklists, training, or awareness programs.

The reports also capture data for metric-based analysis on any repeat failures of an aircraft’s systems. The data can be used to introduce cost-savings or safety improvement

Aircraft examiner Gerry Lorenzo, right, reviews his evaluation of the hydraulics of a C-2A Greyhound wing with FRCSW aviation safety and flight check operations officer LT Benjamin Harrison at the test line. Photo by Scott Janes

measures.FRCSW enhanced test line safety procedures in 2006

with the purchase of a foreign object damage (FOD) sweeper. FOD is any errant material such as a sheet metal screw, rocks, or any item that may prove harmful to an aircraft engine or its components.

In addition to normal FOD, the sweeper picks up micro-FOD (sand and dust) not only from the aircraft ramp, but also from the parking lot. The sweeper picks up approximately 10 times the amount of FOD as a traditional visual inspection, thereby reducing the amount of hours spent screening for this material.

“For what we do here, aircraft safety is an ongoing and continuous process; it’s not something you just do once and be done with,” Harrison said.

FRCSW averages more than 550 test flight hours annually.


Feature

Blue to Blue Part IIIArticle By LTJG Todd Vorenkamp, USCG

OK, this is the last segment of Blue to Blue. I promise.

The last episode left you in suspense as I was starting my HH-65C Dolphin

transition course (T-Course) at the Coast Guard’s Aviation Training Center (ATC) in Mobile,

Alabama. The Coast Guard’s version of the Fleet Replacement Squadron (FRS) / Replacement Air Group (RAG) is decidedly different.

In my Navy career I transitioned to three different fleet aircraft. The H-46 CAT I and H-3 CAT II FRS syllabuses took nearly six months. The MH-60S CAT II took four months. Navy FRS production is often slowed by various delays for weather, maintenance, money. At the time I was transitioning through the FRSs delays and cancelled flights were the norm.

The Coast Guard sends all of its aviators (with the exception of C-130 crews) to the ATC in Mobile where training is centralized. H-60, H-65, HU-25, and HC-144 pilots report to Mobile for their transition courses.

The HH-65 course is designed to be six weeks long. Some students finish in less time. I took the full six weeks due to Veteran’s Day and Thanksgiving holidays. There are no pools, no two-week check-in programs, and very little downtime. On day one you get a welcome aboard by the CO and then march off to your first ground

school class with your “stick buddy.” Two new students start the syllabus each week. Through the six weeks you will attend ground schools and simulator events with your classmate. Airframe specific ground school class sizes for your airframe are, you guessed it, two students and one instructor.

Day two of the course brings you to your first simulator. Day three is an all emergency procedure sim. Fire hose ON! Helmet fire, AYE!

I enjoyed the T-course. The load was a bit intimidating at times, but the attitude of the instructors is different from the mentality shown in primary/intermediate/advanced flight school. “We are from ATC and we are here to help,” should be the instructor motto in Mobile. As I mentioned in Blue to Blue II, the course is designed

to train pilots to be capable co-pilots. The instructors know that as soon as you leave Mobile, it will be a very short period of time til you are standing duty and out on a dark-and-stormy night in challenging conditions. The job of the ATC staff is to make sure that when you are out on that mission early in your USCG days that you are not a complete buffoon.

Before you know it, you are done with T-course and back to your air station to start flying and standing duty. I was home for a week before I was on the duty schedule. Duty, at least at Air Station Humboldt Bay, is a 24-hour 30-minute alert. Crews stand duty from 1330 to 1330. You will be spending the night at the air station. I stand about 5-7 duty days a month. Coast Guardsmen like to compare SAR duty to standing duty at a big-city fire station, waiting for the alarm to sound. I agree with that comparison.

I had my first mission on my third week of duty. I followed that a week later with a second mission. This is different from Navy SAR duty. Four-hour alert down in San Diego basically meant a day off for the H-46 crews assigned. Standing duty at NAS Whidbey was fruitless for almost 2 years before I got a rescue. In fact, there was a popular theory that if I stood SAR duty 24/7/365 up at NAS Whidbey, no one would get injured hiking/climbing in the Northern Cascade Mountains. I digress.

Several months of Coast Guard life have showed me that there are some fundamental differences between the Coast Guard and Navy. Neither positive nor negative, they represent a slightly different mentality and a different basic mission. Also, it is important to know that the Coast Guard’s basic mission has been changing.

When the USCG transferred from Department of Transportation to the Department of Homeland Security there was a shift in some of the missions, some equipment, and some procedures used by USCG crews. Many air stations now spend a large amount of time, fuel, and money training for and executing homeland security missions vice pure SAR. Although 50% of missions flown under the DoT banner were law enforcement there is no question that the emphasis has shifted since falling under DHS.



Feature: Blue to Blue, Part III

Air Station Humboldt Bay has felt this shift, but not being located near a large commercial port, the air station’s structure lies closer to the “classic” air station with SAR as the primary mission. Undoubtedly many aviators wishing to transition from other branches of the military will be surprised when they find out that they may be flying at a Coast Guard air station and training for homeland security missions vice maritime SAR. Personally, I was surprised at the amount of resources and effort being put into non-SAR missions in the Coast Guard.

A common military slogan is, “Train like you fight and fight like you train.” The Coast Guard exemplifies this. Rarely is there an actual SAR mission when the seas are calm and the sun is out and the beaches are full of half-naked sun worshippers. Bad things happen at sea when the weather turns sloppy and the Coast Guard does not think twice about conducting training in extreme weather conditions. This was an adjustment that I am continuing to make. In my time in the Navy flying out of North Island and Whidbey there were many days when the weather was too poor to conduct training so we would call it a day and wait for the weather to pass. The Coast Guard regularly drops rescue swimmers into 15 foot seas and our minimum visibility for departing on training missions is an eye-straining ¼ mile.

I was discussing this subject with another Navy friend and he agreed that the Navy, as a common practice, does not practice SAR in extreme weather conditions and he added, “That is why every time you read about a Navy crew doing SAR in bad weather they usually come close to killing themselves throughout the evolution.” No, I do not think the Navy should throw ORM to the wind and stop analyzing risk vs. reward, but, based on the sea stories I have read in Rotor Review and heard in the wardroom, my friend did have a point.

Week two at Humboldt finds me strapping into an HH-65C in heavy downpour with associated very poor visibility and low ceilings and strong winds to launch on a training mission. “You have to get comfortable flying in conditions like this,” says the aircraft commander. “Does anyone ever truly get comfortable flying in these conditions???” I think to myself as I swallow hard.

Along with poor-weather flying, you will find the Coast Guard does SAR training much more often than you may be used to. There are almost-daily rescue swimmer training flights vice the “throw a dozen guys into the back of the Phrog for their semi-annual jumps.” There are more instrument approaches to the water as well as hoisting to and from the back of Coast Guard patrol boats (WPBs) and motor life boats (MLBs).

A Navy friend recently asked me if the Coast Guard is very different from the Navy. It is not. In fact, my job here at Humboldt Bay is very similar to my job at Whidbey. One difference from shore-duty flying is that the pace of operations is closer to that of an operational squadron. Changing flight

schedules, missions, and crews are more like the environment around a fleet squadron than a shore-based Navy unit.

Now my transition/assimilation is nearly complete. Several times I have even referred to the Coast Guard as “we” or “I” instead of “you” or “them.” That might be indicative the toughest part of the transition: Joining a new team and working to get yourself a place on the starting lineup so that you can be known at your air station as a fellow Coast Guard Aviator and not as a Swab, Grunt, Airedale, or Jarhead. I do not think I am quite there yet, but progress continues. Another note worth mentioning is that, as a DCA, you will not be a minority at your air station. When you round off the numbers, the typical Coast Guard air station wardroom is one-third USCGA grads, one-third USCG OCS, and one-third DCA.

Well, that wraps up my three-part series on my Coast Guard transition. The ride continues to be challenging and fun. There are times when I miss the Navy, especially the opportunity I had to work with some very talented and intelligent Sailors and fellow aviators. Luckily for me, and for the country, the US Coast Guard is chock-full of talented and intelligent Coast Guardsmen who are cut from that same cloth. Now I get the privilege of working with them as I continue to fly helicopters and train to save lives.

Please feel free to contact me if you have any questions regarding the Coast Guard or the DCA program at [email protected]. The Coast Guard is currently falling short of its DCA recruitment goals. If you are thinking about leaving your current service, now is a good time to come to the USCG. Good luck!

LTJG Vorenkamp, former editor-in-chief of Rotor Review, flies at USCGAS Humboldt Bay and maintains a

photography website at www.trvphoto.com.


The feature article s will continue on page 48 with the story “ Whidbey SAR Sailors Awarded The Air Medal” by MC2

Eric J. Rowley, USN

Rotor Review # 101 Spring ‘08 23Continued on page 24

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As a squadron XO, and now CO, I periodically dig through my old files to find new questions and stories to share with my Readyroom, or to ask during those all important HAC board scenarios. I have promised every one of my prospective HACs that during their board they will NEVER have the same questions from me, so the education process for them continues to challenge me and keep me on my toes as well, even if it means digging up old tales from the crypt. After all, we know what happens to your memory as you begin to get older…,”IT ONLY GETS SHARPER” should be your

answer!!!The story below is a reproduction of an article I wrote to Rotor Review and Approach

Magazine about fourteen years ago. I was a lieutenant on my first underway period as a junior HAC, shortly after making Helicopter Aircraft Commander. After reading it again, I felt that even though it was fourteen years ago when I wrote it and the event happened more than twenty years

ago, the education and lessons learned here are invaluable and still relevant today.Hopefully, the story still has as much influence now, as it did then, and it will assist someone

as they work through their aircraft commander syllabus. Enjoy!!!CDR Dana R. GordonWarrior ONE, HSL-42

Here it is:

What Does It Mean To Be An Aircraft Commander?

Article by CDR Dana R. Gordon, USN

I recently finished my first long cruise as an H2P, getting the chance to fly over 300 hours and gaining a wealth of knowledge and

experience in the process. During preparation for our aircraft commander boards, my fellow H2Ps and I had a chance to hear many stories of things that have happened to other HACs and their crews. Getting the chance to hear about the mistakes and/or misfortunes of others was a very eye opening experience. While all these stories helped me gain an appreciation for the inherent dangers of Naval Aviation, they also showed me how much responsibility the title of Helicopter Aircraft Commander holds.

The many discussions, scenarios and facts thrown at us by fellow pilots, our chief and the maintainers all helped the three of us with our boards; we all did fine. There are always one or two stories that stick out in your mind. This happens to be one that was told to me by my LPO from his days as an LSE in H-2s. See if you as an aircraft commander or aspiring one (studying H2P) can learn from it. Many of the older salts have probably heard this story before, but for us “new kids on the block,” I figured I’d better share it with you.

The ship was conducting pax and cargo transfers to several different decks and things were in a “need to get it done in a hurry” tempo. The crew landed on their deck and requested fuel to continue their operations. Their request

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There I Was: What Does It Mean To Be An Aircraft Commander?


was met with a refusal by the detachment’s OIC. They were told they had plenty of fuel and that time was of utmost importance. [Anyone ever heard of this happening before? Who’s the HAC? Now, I know it’s difficult to tell your OIC otherwise, but as we learned way back in flight school, if it makes you feel uncomfortable, “fess up,” so as not to make an error in judgment later.] The crew decided to take the OIC’s word and turned down available fuel. However, to conserve fuel they decided to place one engine in IDLE while waiting on pax and cargo to be loaded. (Does placing an engine in IDLE really help you conserve fuel?) Once the aircraft was loaded and ready for takeoff, the flight deck crew broke down chocks and chains and the pilots requested a green deck for takeoff. Given permission to lift, they pulled power and got about 5 -10 feet off the deck before they realized, as they were headed for the water, that the aircraft was in a single engine configuration. Luckily for them, they got caught up in the nets, which slowed their descent and probably saved their lives. Pulling power in an effort to break free from the nets, the aircraft reacted with 360 degree spins due to loss of tail rotor authority induced by having only one engine on line. As they headed for the water, the crew got the idle engine into FLY and managed to climb successfully. All seemed fine until they discovered that in their haste to upright themselves they had damaged one of the main landing gear and rendered it useless. Once the crew regained their composure, it was time to get the aircraft back on the deck safely. The LSE and deck handlers set up the flight deck with several stacked mattresses to compensate for the loss of the use of the landing gear. The helo was brought back and landed safely without much of a problem. So what do we as junior aircraft commanders learn from this experience? Well, I’ll let you make up your own conclusions from this incident. I have been told by my OIC that as a HAC you’ll learn more in your first 100 hours than at any other point in your flying career, short of your first few flights during flight school. I am currently underway in the Haitian OPAREA in support of Operation Support Democracy. Things are fairly low stress down here, so I’ve gotten a chance to absorb many of the intricacies of being an aircraft commander. I’m learning the things that can’t be taught but must be experienced as a HAC at sea; to fully understand my aircraft and the full use of its systems. In other words, I’m starting to get “The BIG PICTURE”.

Some of the things I’ve learned in my short time are that the checklist is still the same checklist whether you’re a HAC or H2P, so use it. This story is a prime example for establishing good checklist habits. Since you are new, no one is going to fault you for taking your time in doing things the right way; it should be expected. The last and most important thing is ensuring you’re comfortable with what is happening. If it takes climbing up on the aircraft a second time to ensure that all compartments are closed, then do so. After all, you are the one responsible for the aircraft. Your comfort level is very important; you’re the one making the final decision on the operations of your aircraft and you’ll definitely want a clear head to make good decisions. Always remember the three major duties of a HAC are safety of your crew, accomplishment of the mission, and training of junior personnel. I guess that’s the main reason I decided to reproduce this story; hopefully it will be one that you’ll remember. If that’s the case, then I’ve helped teach someone else and fulfilled one of my major duties as an aircraft commander.

Special Thanks to AMH1(AW/SW) Robert L. Bell for the story

CDR Dana Gordon is currently the Commanding Officer of HSL-42 Proud Warriors. Photo courtesy of HSL-42 Public

Affairs Office.


Graduate Award Winner

Lisa BeattieShe is a t tending South AlabamaUniversity with a major in Speech-Language

DPA Turning Points of Light Award Winner

David OwensHe is attending Virginia Tech with a major in General

Engineering

Ream Memorial Award Winner

Christine BoswellShe is attending Angelo State University with a major in

Chemistry

Raytheon Scholarship Award Winner

Ian CountsHe is attending Stanford University with a major in

Physics/Music

Sergei Sikorsky Award Winner

AlexanderLeishman

He is attending University of Maryland with a major in

Aerospace Engineering

NHA Region One Award Winner

Randy HoltHe is attending Arizona State University with a major in

Secondary Education

NHA Region Two Award Winner

Clement YangHe is attending University of Maryland with a major in International Studies /

History

NHA Region Three Award Winner

Gianna-Marie MedinaShe is attending University of Georgia with a major in Biology/ Animal Studies

NHA Region Four Award Winner

Zachery ReaverHe is majoring in Biomedical Engineering.

College / University is unknown.

NHA Region Five Award Winner

Matthew ZachHe is

attending University of Nebraska-Lincoln with a major in Biochemistry

2008

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Van Horn Aviation Aftermarket Tail Rotor Blade Now Available for UH-1B and UH-1F

Press Released by www.rotorhub.com

Van Horn Aviation (VHA) today announced availability of its aftermarket tail rotor blade for UH-1B and UH-1F Huey

helicopters. Previously certified on various models of UH-1H, the VHA composite tail rotor blade received an amended STC for the UH-1B and UH-1F models on April 18.

“We’ve had positive responses from several UH-1H operators who have been flying our tail rotor blades,” said VHA President James Van Horn. “With the amended Supplemental Type Certification (STC), UH-1B and UH-1F operators will be able to take advantage of the same performance enhancements and lower direct operating costs as UH-1H operators.”

VHA’s composite tail rotor blade features a carbon fiber spar and skin, fiberglass root fittings, and a stainless steel abrasion strip. The advanced carbon fiber construction results in a lighter but stronger rotor blade with a 2,400-hour life, which is double the life of the OEM tail rotor blade. The VHA rotor blade also incorporates a more efficient airfoil design and is nearly one inch wider than the current OEM blade.

The VHA tail rotor blade requires no modification to the tail rotor hub for installation. List pricing for VHA’s UH-1H tail rotor blade is $10,500 per blade.

VHA’s UH-1H Huey tail rotor blade takes advantage of high-tech materials, a more efficient airfoil design, and advanced construction techniques to deliver great performance at double the life of the current blades on the market. The composite tail rotor blade features carbon fiber spar and skins, fiberglass root fittings, and a stainless steel abrasion strip resulting in a lighter but stronger rotor blade. Although VHA’s UH-1H tail rotor blade is nearly one-inch wider than the OEM blade, no

modification to the tail rotor hub is required for installation.

Description: 1. 2,400-hour life (double the life of the OEM blade)2. New, more efficient airfoil design3. Nearly a 1/2 pound lighter than OEM blade4. No modification to tail rotor hub needed for installation5. Stainless steel abrasion strip reduces leading edge wear6. Corrosion-resistant composite blade with carbon fiber spar and skin, and fiberglass root fittings

Based in Tempe, AZ, Van Horn Aviation specializes in the design, certification and manufacturing of aftermarket dynamic components for various rotorcraft. In addition to receiving STC/PMA certification on the UH-1H tail rotor blade, VHA is currently in development of an all-new carbon fiber tail rotor blade for the 206 helicopter. VHA is also in partnership with Los Angeles-based Helicopter Technology Company to certify and manufacture an aftermarket UH-1H main rotor blade.


Industry and Technology

L-3’s SmartDeck® Receives FAA Certification

Article by Michelle Steveson, L-3 Communications / Avionics Systems

L-3 Communications Avionics Systems (L-3 Avionics) announced today that it has received Technical Standard

Order (TSO) Authorization and Supplemental Type Certification (STC) from the Federal Aviation Administration (FAA) for the SmartDeck® Integrated Flight Controls and Display System. The STC has been awarded for the Cirrus Design SR22 G2 model, and L-3 Avionics will offer the STC through authorized dealers for retrofit.

“SmartDeck’s revolutionary user interface is designed to boost pilot confidence and create a safe, simple and easy-to-control cockpit environment,” said Adrienne Stevens, president of L-3 Avionics Systems. “We’re thrilled to deliver this state-of-the-art, next-generation avionics system to the market.”

L-3 conducted extensive testing to create SmartDeck’s simple user interface and designed the menu structure to support pilot functions in “three clicks or less.” The result is a departure from the current glass cockpit model; pertinent flight information is more rapidly accessible and less confusing than with other systems.

“It makes flying safer, easier and more fun,” said Stevens. “When pilots fly the system for the first time, we receive overwhelmingly positive feedback about the crisp graphics and overall ease of use. The best way for someone to compare SmartDeck to other systems is to fly it. It speaks for itself.”

SmartDeck is the only system in the light aircraft market to include a display dedicated to flight plan management and communication information as part of its standard configuration. The Center Console Unit (CCU) is a 4 x 5.25

inch display that frees up space on the multi-function display (MFD) and enables pilots to continue monitoring a flight while obtaining airport or flight plan information.

SmartDeck integrates a number of advanced situational awareness technologies that provide detailed data on navigation, traffic avoidance, terrain avoidance, communication, flight controls, engine parameters and enhanced vision. Many of these resources are made available through the integration of L-3’s products.

SmartDeck is scalable and designed for installation on new general aviation aircraft, turboprops and light jets. L-3 is progressing with Cirrus Design to customize SmartDeck for the

development phase of “the-jet,” as announced at the National Business Aviation Association (NBAA) annual convention last September.

L-3 Avionics Systems has been providing industry-leading avionics technologies to aviation markets for more than 45 years. Known for bringing cost-effective and advanced technologies to the industry, L-3 developed the SmartDeck® Integrated Flight Controls and Display System for business and general aviation aircraft. Additionally, the company continues to provide a wide array of avionics safety and situational awareness technologies, such as the SkyWatch® collision avoidance system, Stormscope® lightning detection system and the IRIS™ Infrared Imaging System.

For more information, please visit the company’s Web site at www.L-3Avionics.com and the SmartDeck Web site at www.smartdeck.com.

Headquartered in New York City, L-3 Communications employs over 64,000 people worldwide and is a prime contractor in aircraft modernization and maintenance, CISR (Command, Control, Communications, Intelligence, Surveillance and Reconnaissance) systems and government services. L-3 is also a leading provider of high technology products, subsystems and systems. The company reported 2007 sales of $14 billion.

To learn more about L-3, please visit the company’s Web site at www.L-3Com.com.

L-3 ‘s Smartdeck. Image courtesy of L-3 Communications


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lTHE ART of VERTREP( Vertical Replenishment )

Article By LCDR Joe Gardner, USN (Ret)

From the beginning of helicopters, vertical replenishment of ships at sea was inevitable. It was the magic

carpet of re-supply

The first Navy helicopter to provide this service on a regular basis was an H-19 helicopter assigned to the USS Altair

home-ported in Barcelona, Spain. The H-19 had a limited lift capability and was replaced by the H-34 Sea Horse.

The USS Altair was a conventional supply ship with an open platform attached at an elevated level to the stern of the ship. Cargo was moved along the main deck to the stern. There, cables and booms would lift the cargo to the flight deck, once there; the cargo was moved on pallets to cover the flight deck. The helicopter was moved to another ship while the flight deck was being loaded. Part of the reason for this was the close proximity of the cables to the rotor blades. When the VERTREP started, the helicopter would hover very low over the load, and a deck crewman would attach the lifting rings to the cargo hook. Although it sounds cumbersome it moved quite smoothly. Normally the helicopter approached the loads quite slowly because the helicopter was not made to stop quickly. The pilots learned to approach flying rearward and when over the load could stop quickly by merely lowering the nose. Also the pilots were so skilled they could put the cargo hook in the hands of the “hookup” man. In very rough weather the pilots would note the pitch cycles of the ship and would “time” their pickups to the very short pauses of the gyrations of the ships. The only real limitation was the lifting capability of the helicopter. The

lion’s share of the VERTREP was to aircraft carriers and there was very little limitation on the amount of cargo you could deliver. A VERTREP delivery to the “small boys” was a little slower but their requirements were fairly small. At one point the Navy hired the Stanford Research Institute to study our operation and suggest ways to speed it up. They were amazed at the speed and skill of the helicopter crews and could offer. They had no recommendations.

In the spring of 1964 the Navy received the H-46 Sea Knight helicopter. During the East Coast sea trials it became evident that the Sea Knight and the new class of Fast Supply Ships would need some “fine-tuning”. The project was assigned to LCDR Joe Gardner and ably assisted by LCDR Dean Keen of the 5th Fleet staff. Changes and improvements included a rework of the helicopter fuel system to include installation of a go-no-go fuel filter to prevent fuel contamination, fire shields installed on deck for crew protection, a “control-tower” installed on top of the helicopter hangar and improved radio links added. In addition, much of the slow and cumbersome automated cargo handling equipment was replaced by fast moving and agile forklifts which were a real time saver. More importantly, changes were made to the helicopter cargo handling system. Early sea trials showed the aircraft cargo hook was not designed for easy-on easy-off operation. The highly skilled machinist on the ship modified the hook on the spot. The lifting lanyards that connected the loads to the helicopter were a new concept designed by LCDR Gardner and fabricated by the skilled personnel on the USS Rigel. The ship deployed to the Mediterranean Sea in the spring of 1965 and relieved the USS Altair. In an attempt at one-upmanship, during the early morning hours of the first day, the H-46 of the USS Sylvania deposited a 3 holer outhouse on the flight deck of the Altair with the cryptic message inside that said, “The jobs not done until the paperwork is in”. Shortly thereafter there appeared on the deck of the Sylvania, 12 brightly colored, loudly squawking Guinea hens. Handover complete.

The addition of the H-46 helicopter to the VERTREP

Continued to page 29Photo is courtesy of NHA Archives



Historical: The Art Of VERTREP

equation was substantial. Shortly after arrival in the Med, the H-46 flew off the ship in Nice, over to Marseilles, up the Rhone River to Lyon then to Paris, where the aircraft, piloted by Joe Gardner, performed brilliantly in the Paris air show. After the show the aircraft flew back to Barcelona and the ship. Incidentally, that helicopter was configured with 24 passenger seats. Normal operations carry two crewmembers. That difference is indicative of the load that H-46 could carry.

Any VERTREP strives to be as quick as possible to allow the receiving ship the freedom of independent action. Since any helicopter is load limited, the main variable is quickness or speed of operation. From the beginning, speed was of the essence. One way to increase speed was to decrease distance between ships but being too close sacrificed safety. In the Med the carrier would be 500 to 1,000 feet to the starboard of the supply ship and slightly ahead. The helicopter would lift off the supply ship with a short lanyard for the load. This would give the pilot greater control than the long-line method. The helicopter would move straight to the receiving ship again the short lanyard allows quicker “in transit” because less altitude was required. After the load was set on deck, the helicopter would fly sideways to the edge of the flight deck and then roll over the edge and turn towards the supply ship. As the helicopter approached the supply ship the pilot turned to parallel it decreased power and raises the nose to induce rearward flight. The helicopter would rapidly approach the load area but the

pilot had the ability to quickly stop by simply lowering the nose of the helicopter and adding a little power. In actual practice, a skilled pilot could complete the entire cycle in less than 45 seconds or less. This was where skill became ART.

Of course there were many variations. Off the coast of Vietnam, many operations were conducted at night with the carrier alongside the supply ship on the port side. Re-supply of Battleships was accomplished by delivering needed supplies to tops of the big gun turrets. The Navy helicopters supported even shore establishments in Vietnam from time to time.

L o n g l i v e s V e r t i c a l Replenishment.

The above personal accounts, hopefully, will jog the memories of many others, not only HU-4 alumni but also all makers of Naval Helicopter History, to tell some of their experiences for the benefit of everyone.

Lineage of Navy Helicopter Utility Squadron Four (HU-4)Article By CDR Lloyd Parthemer, USN (Ret)

The squadron was Established 1 July 1960 at NAS Lakehurst New Jersey. CDR Gene Moyer was the first Commanding Officer,

moving over to HU-4 from his job as Executive of Officer of HU-2. HU-4 was tasked with the logistic support of non-aviation ships of the U.S. Atlantic Fleet.

The initial oranization consisted of the “Home Guard” establishing the command structure at NAS Lakehurst. The majority of HU-4 personnel at that time were transfers from HU-2, particularly department heads and key enlisted personnel.and four detachments. HU-2 Detachments 20, 71, 74 & 94, while deployed, were transferred to HU-4 on 1 July 1960 and continued their schedules to completion and eventual return to HU-4 at Lakehurst. The squadron reached its planned end strength in less than three months but always seemed to be short of equipment and personnel for the tasks that were assigned.

I was able to contact a couple of pilots, one from Det 20 and another from Det 74. Look for their comments that follow.

This was a squadron that never received the world wide recognition it deserved and most of the helo community, as a whole, is not aware, even now, of the accomplishments of this squadron even though it was composed of some of the most experienced pilots, air crews, maintenance and other personnel serving the helicopter community at that time.

HU-4 was re-designated along with all HU squadrons on 1 July 1965 to HC squadrons. The squadron was again re-designated as HSL-30 on 1 March 1972 and disestablished on 30 Sept 1993 a listing of Commanding Officers follows:


Rotor Review # 101 Spring ‘08 30Continued on page 31

Historical

HU-4E.H. Moyer Jul 60S. J. Barry Jul 61R.A. Close Jul 62C.C. Coffee, Jr. Jun 63 A.A. Tonkovic Jun 64W.C. Sharp May 65

HC-4W.C. Sharp Jul 65

(HU-4 re-designated as HC-4)D.A. Cook Jun 66R.W. Johnson Jun 67R.G. Burkemper Jul 68 L.E. Perry May 69E.W. Hille May 70J.M. Lang May 71

An awkward moment in landing to get instument time with the Beechcraft during annual flying requirement.s

Some ten years before the disestablishment of HSL-30, the current HC-4 (2nd) was established on 6 May 83 with R.A. McDaniel as the commanding officer [HC-4 CO’s are listed on page 29]

The author thanks former commanding officers, E. H. Moyer, R. A. Close and C.C Coffey, Jr. for information contained in this article.

Information was also obtained from OPNAVINST 5030.4E, dated 19 March 1998, which revises policy and approval procedures governing the Navy Aviation Squadron Lineage Program and the Naval Aviation Command Insignia Program.

Two detachment pilots, Gene Pellerin from Det 20 and Tom Tibbatts from DET 74, responded to my inquiries, as well.

This article written by Gene Pellerin is about the Frank

Dressen and Gene Pellerin from DET 20 attached to Patrick AFB:

Frank and I were selected to fly an H-19 to Patrick to support the USS George Washington Polaris Missile launch. This was the first successful underwater Polaris launch. Our task was to provide photographic coverage of the launch. We carried an RCA cameraman who took 16MM movies and still shots. We were attached to the Naval Ordnance Test Unit that was located at Patrick AFB. The first missions were to provide a lane count to the submerged George Washington each morning so she could calibrate her inertial navigation system called SINS as I remember. For the lane count, we were fitted with a system called LORAC that counted red and green lanes generated by two towers located on Cape Canaveral. We flew out 30 or so miles to locate the George Washington’s whip antenna, which stuck out of the water a couple of feet. This was not an easy task as all we could see was a small feather/wake, because of the submarines slow speed. After locating the antenna we would over-fly it providing lane count on

each of several passes. Next we were assigned a mission to provide photographic coverage of the test launch of a dud Polaris missile from the launch tubes installed on a surface ship, the USS Observation Island. The dud shot went well so they scheduled a live missile launch from the USS Observation Island and we provided the photographic coverage. This Polaris launch did not go so well. The missile came out of the launch tube and hovered, wobbled around and fell into the Atlantic. For a few seconds it looked like the missile might come our direction as our assigned station was 1000 feet astern at 1000 feet of



Historical: A Lineage of Navy Helicopter Utility Squadron Four (HU-4)

HSL-30J.M. Lang Mar 72(HC-4 re-designated as HSL-30)C.E. Myers May 72D.R. Bilicki Aug 73W.J. Pharis Oct 74J.M. Hatcher Jan 76B.A. Butcher Apr 77R.H. Jesberg Jul 78E.E. Rogers II Jul 80C. Kiseljack Sep 81F.M. Dirrin Jr. Jan 83M.J. Pollens Apr 84J. Baker Jr. Jul 85R.G. Fenn Nov 86W.J. Cummings Apr 88R.T. Zeimer Jun 89A.W. Clark Sep 90J.F. Boland Apr 92

Disestablished 30 Sep 93



HC-4 [#2] Re-established

R . A . M c D a n i e l M AY 8 3J . Scur r i a MAY 84P. W. S c h e m p f N O V 8 5R . L . P a y n e , J r . M AY 8 7J . W. M u l l a r k y J U L 8 8D.J . Smania JUL 89A.J . Ne lson JUN 90R. Tenga JUN 91M.H. Dye JUN 92W.H. Allen SEP 93T. Barns OCT 94M . C . L u c a r e l l i N O V 9 5C.S. Real MAR 97J . M . Z i t t e r k r o p f J U L 9 8M. Zamesn ik DEC 99D . E . B r a s w e l l A P R 0 1M . F i t z p a t r i c k A U G 0 2G . W. A d a i r M AY 0 4T. M . C a s h m a n M A R 0 5

E.S . Shi rey JUN 05 B . B u c k i n g h a m J U L 0 6

Disestablished JUL 07

altitude. No one knew what happened until the film was processed. The missiles aft closure fell off (thrust nozzles etc.) so there was no way for the missile to guide itself and no thruster plate to push the missile into flight. The first submerged launch of a Polaris missile was scheduled with a crowd of press and naval personnel present aboard the USS Observation Island. We were on station (1000 ft. astern and 1000 ft. altitude) for the first George Washington missile shot with the submarine running at 50 ft. below the surface. We had the best seat available from our perch. One of the later test shots from the GW did not go very well. The missile broke the surface of the water, the engine started and the missile climbed out headed toward Florida rather than down the Atlantic Range. The safety observer pushed the destruct button. The bad news was that the missile was overhead our helicopter. We saw parts falling from the sky, big parts. The good news was that nothing hit us.

While Frank and Gene were in Florida, HU-2 split so that all the H-19s and Bells moved to HU-4 (July 1960). HU-2 kept the HUPs and Kaman HOK/HUKs used for plane guard. The split was announced while I was returning from the deployment in the Antarctic. The basic reasoning was that HU-2 was too large. HU-2 would concentrate on providing Plane Guard for the carriers and HU-4 would cover all the other utility missions. Our first HU-4 Commanding Officer was CDR Gene Moyer who had been the XO of HU-2. When Frank and I returned from Florida, we were in HU-4. The new squadron set up operations across the hangar (Dock 3) from HU-2. We had great spaces and plenty of room but poor office equipment. Our missions included riding icebreakers to the Arctic and Antarctic, survey ships around the world, amphibious

ships around the Atlantic, Cable laying ships and Vertical Replenishment Ships. The HU-4 VERTREP mission was to grow, however the Navy turned HU-2 Detachment Norfolk into a VERTREP squadron so they took most of the missions away from HU-4.

For the first VERTREP operations HU-4 received H-34s and a few pilots to go with them. The first detachments were deployed to the Mediterranean flown by experienced pilots like Ben Collins, Buch Howorth, Frank Garrudo, Ken Kingston, Gene Musselman, Joe Gardner, Dean Kean and others. Gene Musselman was on detachment at the same time I had a Detachment on the USS Mt. McKinley (AGC-7) supporting COMPHIBRON TWO. The USS Mt. McKinley detachment was deployed from September 1961 to February 1962. I was the OIC and LTJG Fred Lakeway was the assistant.

HU-4 deployment to the Arctic is described by Tom Tibbatts when he was assigned to Detachment 74 aboard the U.S. Coast Guard Cutter, Westwind:

Myself in a HUL and two other officers, LTJG. Lee Wright and ENS Tom Chider flying the HRS departed Lakehurst Naval Air Station May 20, 1960 to go aboard the USCG Cutter, Westwind which was tied up in the Brooklyn Navy yard. The operation of the two helos was dependant on a crew of eight enlisted men who traveled from Lakehurst to New York in ground transportation. The ship departed May 23 for a five-month cruise to the arctic to help re-supply the Thule Air Force Base. The Westwind, an icebreaker, broke the thick ice ahead of the supply ships. Our detachment provided utility support for the Captain such as flying ahead of the ship looking for breaks in the ice. We also carried personnel and supplies ashore when launching small boats or tying up along side was not feasible.


Historical: A Lineage of Navy Helicopter Utility Squadron Four (HU-4)


The Memories of A Naval Aviator Helo Driver.Article and Photos by CWO4 Allen B. Perry, USN (Ret)

The 100th edition listing of the originators of the NHA brought back many memories of my early naval service. I reported to HU-1 at ALF

Ream in August 1952 from AD-A school, and was promptly, in October, sent to DET 1 at Opama along with 22 others. In November, I was detached to the Kearsarge DET to replace a crewmember (ADAN Coons) that had been killed in a flight deck accident.

This was a six-man, two-pilot unit with one HO35 aircraft. With about two days training enroute to the line off Korea, I was now a rescue crewman. Four of us shared the flying duty, flying crewmen a half day every other day for about 90 hours. This was plane guard for all day launches and recoveries, guard mail, Personnel transfer (ADM Jocko Clark was frequent) and on occasion relieving another detachment when their bird

was down. HU-1 had a unit on 16-18 ships and an island during that time, and was growing into one of the largest Navy squadrons.

Line periods were about 40 days then a 4-5 day in port period at Yokosuka or Hong Kong. Every 4th or 5th day on the line was replenishment. Everything came aboard by high line. The helo usually flew all day carrying guard mail


ADAN Allen Perry, ADC Bernard, LTJG Ray McMillian, onboard the

U.S.S. Kearsage CV-33 .

We departed as a HU-2 detachment and returned as a HU-4 detachment. We returned to Lakehurst, October 17, 1960. One high light of the cruise was crossing the Arctic Circle on June 5, 1960 and going through the initiation into the Polar Bears.

Bill Jones (Arden William Freeman Jones Jr.) was in HU-4 and deployed aboard the USS Atka along with Jack Bolton and Gene Pellerin. Following his Antarctic trip, Bill deployed to the Arctic. Bill remembers one of the innovations developed for VERTREP that did not work so well. The HEAP was a conveyer belt on a long narrow structure that was mounted on the starboard side of the ship like a long arm. When not in use it folded along side as I remember. At the end of the arm was a platform on which the cargo was placed for pickup by the helo. When the ship rolled, the arm accentuated the motion so that the pilot had a very difficult time trying not to get hit by the thing. On top of that, the platform was small so the pilot could not see it; all he could see was the side of the ship and the water out in front of the ship. The designer had configured the platform with mirrors so the pilot could tell when he was over the platform. Looking at a mirror (things in reverse) was just not possible so the helo crewman would talk the pilot over the platform much like a water rescue. An army officer, who knew nothing about operating around ships, developed this system. HEAP (can not remember what HEAP stands for) evaluations were done with the USS Rigel in Gitmo in November of 1961. No one gave it a favorable endorsement.

Nevertheless, VERTPEP was born, with the first deployment in the Med., and the HUS flown by HU-4 pilots. Bill Jones tells us about some of his HU-4 experiences:

I departed NAS Lakehurst in June 1960 with Nelson and Howarth on the EDISTO for a (SUNAC) cruise replacing Lloyd Green because he broke his arm. This was right after coming back from Deepfreeze. That allowed me to cross the Equator, the International Date Line, the Antarctic and Artic Circle all within one year (fun). HU-2 split to HU-4 in July

while I was on DET. I can remember coming back to the new squadron and I was given a desk with three legs. Furniture was scarce but we did have a ping-pong table. You had to get to the squadron by 0630 to get on the ping-pong list to play. My wife Caroline could never figure why I had to go in so early.

The Beechcraft in the photo on page 30 is what we used in HU-4 for getting our annual instrument time. I was picked to do the take off and landings so other pilots could get their instrument time in, flying approaches etc. As you can tell this was one of my better landings. Prior to this we all had to get a waiver of annual flying requirements for instrument time. This didn’t go over well with the folks in OPNAV.


Historical: The Memories of A Naval Aviator Helo Driver


and Office to flag meetings. Personnel on the small boys were unfamiliar with helo’s and a smart crewman had cable cutters ready when sending the hoist hook down in case a deck hand snapped the hook to a life line.

My next deployment was in the Spring of 1954 with the helo DET aboard Burton Island (AGB-1) with an HTL-4 and a HUP-2. This was the cold weather trial for the HUP-2 and it failed. At 20 degrees F. and below minimum operating cylinder head temperature could not be attained. The ship returned to San Diego in July to re-supply and off load the HUP, and with some crew change we went back up in August. One new crewmember was LT Richard Walloch, an NHA original. We lost an HTL-5 north of the Cold Bay. LT Walloch was flying the pontoon-equipped bird with two ships officers when it went down, chopping off the tail boom. We went into Nome shortly after, and a new bird was flown into the Air Force facility where we put it together and test flew it before proceeding to the Arctic. We also received a new pilot at Nome, LCDR Moore, who had been recently released from a North Korea POW camp. As I recall HU-1 and five crews captured

and five men returned.My tour in HU-1 was completed with a six-month

deployment to Opama, and unfortunately I never had another helo tout although a year (70-71) at FASU Bien Tuey, in support of HAL-3 and VAL-4 may count. I did complete 28 years service and retired in 1979. I served in enlisted ranks E1-7, Warrant Officer W1 -4, O2 and 3.

During a varied and interesting career, one thing comes to mind. During a tour at VS-41 at North Island as the Framp Training Officer (which is mostly personnel officer duty) I had occasion to interview a young man to determine what specialized training we had would be appropriate with no “A” school training. He has a degree from a Wisconsin college as I recall, and had gone to the local recruiter to ask about joining. Knowing little of the Navy he was easily persuaded that E3 out of boot camp on a three-year enlistment was the way to go.

He wanted to be a photographer but on a three-year enlistment he didn’t qualify. He said, “I’ll extend.” They said “no quotas available, the recruiting command has them as


Rescue of F9F pilot from U.S. S. Kearsarge (CV-33) in North China Sea about January 1952.


Historical: The Memories of A Naval Aviator Helo Driver


recruitment incentives.” It was catch 22 all the way so I asked him if he would like to fly airplanes. To shorten this sea story, this young man with the unusual name, Tomaszeski, reported

to preflight in late 72 or 73, and I heard from him about a year later that he was now a Naval Aviator Helo driver. I wonder if there is any relationship to our chairman.

HUP-2 onboard the U.S.S. Burton Island (AGB-1) during the Spring cruise in 1954.

The crew onbaorad the U.S. S. Burton Island during the Spring cruise in 1954.

Get Your Cameras Ready

2008

NHA Anuual Photo ContestSend your photos to Naval Helicopter Association, Inc. (NHA) either via email to [email protected] or mail to

Naval Helicopter Association, Inc P.O. Box 180578, Coronado, CA 92178-0578.

Please send information about your photo for a caption along with the name, date, place, squadron or unit. Deadline for photo submission will be

August 22, 2008.


FONT FAMILY: Times (Regular), Interstate (Regular, RegularItalic, Light, Bold, LightItalic)COLORS: IMAGES: EHL_FDIC_K.ai, Y82162-C-1.eps (573 ppi; CMYK), USAA_Tab_9”DM_4cGold.ai, vignette 1pg1.psd (164 ppi, 219 ppi; Gray), USAA_SIG_BLU_NonItal_NoTag.eps, USAA_CTA_ICON_BLU.eps

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WORK ORDER #: 47400

FILE NAME: USA_GEN_D8_5581_87259_C.R1

ARTIST: Joe Casanova

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Rotary Wing in Action2008 NHA Symposium

The Rotary Wing community was at full force when members, exhibitors, and guest witnessed another extraordinary event as the 2008 Naval Helicopter Association

(NHA) Symposium made its way back to Hampton Roads after a 16 years absence. The 2008 NHA Symposium took place the week of April 14-17 at the majestic Marriott Norfolk-Waterside in Downtown Norfolk, VA. This year’s theme was Executing The Maritime Strategy: Rotary Wing In Action. It wasn’t just another successful NHA occasion, it was a groundbreaking event!

Airlift delays and problems didn’t put a damper on getting the festivities underway. The annual Members’ Reunion kicked off the Symposium off with “a bang” at Vista Point on “Aircraft Carrier Lane” aboard Naval Station Norfolk. More than 600 members both old and new graced the Vista Point banquet hall in style for a night of catching up on what has been happening with the community over the past year. The party was so incredible that people didn’t want to go home.

But a good night before made for an eventful next day as the Marriot Exhibit Hall was ready for members to witness some of the major technology that is available in support of the rotary wing mission. Not only was there a representation from many of the companies and corporations (such as Sikorsky, Bell, Raytheon, and CAE) which have supported NHA Symposiums throughout the years, but many also got the chance to enjoy a book signing by Mr. Kenny W. Fields featuring his book A Rescue of Streetcar 304: A Pilot’s Forty Hours On The Run In Laos (See the Book Review by CAPT (Ret) Vince Secedes on Fields book on page 65.) Team Seahawk provided Romeo design improvement information and displayed the latest MH-60R upgrades was on display, including Lockheed Martin’s MS2, Raytheon’s FLIR , ALF’s dipper; Telephonics’ Multi-Mode Radar, and General Electric’s MH-60R keysets. Additionally, Northrop-Grumman’s model of the RQ-8B Fire Scout. was on display

The morning continued on as ADM Jonathan W. Greenert presented members with his keynote address in Marriott’s Hampton Room. He spoke on how the operational dynamics within the Rotary Wing Community have been redefined starting with his own position as Commander, U.S. Fleet Forces Command. He stated that the our Rotary Wing Community must continue to train effectively and efficiently;


Article By NHA Editors

ADM Greenert gives the keynote address at the Symposium.Photo taken by CDR Lloyd Parthemer, USN(Ret)


The NHA Scholarship Fund was founded in 1993 as a501(c) (3) non-profit association dedicated to providingscholarships to undergraduate and graduate studentsaffiliated with the naval rotary wing community.

The Scholarship Fund has awarded thousands of dollars in support to college students.

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

** The Fund is looking for 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.

in order to be operationally ready at anytime and in anyplace to protect the homeland and allies in the Global War of Terror and to support humanitarian efforts. He explained that the naval helicopter’s role is to remain vigilant on deployments and control the situation by being able to conduct stand off kinetic strikes and project and sustain power ashore. In conclusion, he asked the community to promise three things: “remain busy, remain relevant, and remain indispensable.”

The NHA Community awarded its very own for their efforts in remaining busy, relevant and indispensable. The NHA Awards Luncheon gained great success once again as NHA Chairman RADM (Ret) Steve Tomaszeski kicked off the luncheon with a toast to the men and women that were being honored. He proclaimed that he could see why these individuals were being honored due to their dedication, bravery and attention to detail. Everyone watched as the Commanding Officers of HS-5, HSL-37, HSL-42, and HS-3, among others received the Commander of Naval Air Force Awards. RADM (Ret) John Waickwicz received the Lifelong Service Award for his contributions to the naval helicopter community. The Service To NHA Award was being presented to CAPT (Ret) John McGill for his contributions and service to the association. Then NHHS (Naval Helicopter Historical Society) President CDR (Ret) Lloyd Parthemer presented CDR(Ret) Don Hayes with the Mark Starr Award for his contribution to naval helicopter history, including being one of the 12 founding fathers of NHA (Read more about the 12 founding fathers in Rotor Review 100) The hightlight of the luncheon was when ADM(Ret) Robert J. Natter witnessed

his daughter LT Kelly Natter being presented with this year’s Pilot of the Year. It was a moment to make any father proud.

The 2008 NHA Symposium can definitely be considered one the best Symposiums in NHA history. This credit is due to this year’s Symposium committee headed by CDR Greg Wilson, and LT Paula Langille. LT Paula Langille received the NHA President Award for her hard work and contributions, which made it not only a great Symposium, but an event to remember. Read more on the Symposium throughout this issue.


Representatives from Naval Aviation Enterprise at the Exhibit Hall. Photo taken by CDR Lloyd Parthemer, USN (Ret).


Focus

2008 NHA Awards

RADM(Ret) Steve Tomaszeski (left) presented the NHA Lifelong Service Award to RADM(Ret) John Waickwicz (right).

CAPT(Ret) John McGill (center) was presented the Service to NHA Award by Lockheed Martin representative CAPT(Ret) George Barton (right) as RADM(Ret) Tomaszeski looks on.

CDR Chris Misner received the 2008 Rotor Review Best Scribe Award for his article “A Joint Tour in DC – It’s Just Not That Bad,” which is on page 69 in Rotor Review, Issue 97.

CDR Roy Undersander (left), commanding officer of HS-5, received the Admiral Jimmy S. Thach Award. CAPT(Ret) Barton was the presenter.

CDR Alvin Hosley, commanding officer of HSL-37 (left), CDR Dana Gordon, commanding officer of HSL-42 (center) received the Captain Arnold Jay Isbell Award, while host commodore, CAPT Paul Lluy (right) accepted the awards on behalf of HS-3 and HS-14.

NHHS President CDR (Ret) Lloyd Parthemer (right) presented the Mark Starr Award to CDR (Ret) Don Hayes (left).

Mr. Steve Estill of Sikorsky Aircraft presented CAPT Jamie Hopkins (right) a $5000 donation of the NHA Scholarship Fund.

Photos taken by CDR Lloyd Parthemer, USN(Ret) and LT Bobby Holihan, USN


Focus: 2008 NHA Awards

LT Kelly Natter (center) was presented the Pilot of the Year Award by Rolls Royce representative Mr. Fred Dickens (left) as RADM(Ret) Tomaszeski looks on.

L-3 Communication / DPA representative Dennis Corrigan (left) congratulated LT Jeffrey Franz with the Fleet Instructor Pilot of the Year Award.

RADM(Ret) Tomaszeski presented LCDR Paul Will (right) with the Shipboard Aviation Helicopter Aviation Officer Award.

L-3 Communications / Vertex Aerospace representative Mr. Dean-o Fourier presented the Training Command Instructor Pilot of the Year to CDR Kevin Kropp, who accepted the award on the behalf of this year’s winner LT

David Waner.

LT Declan Hartney (left) was presented the Maintenance Officer of the Year Award by BAE System representative Mr. Larrie Cable.

Mr. Cable presented the Maintenance Chief Petty Officer of the Year Award

to ADCS Lisa Villard

AW1 Paul Picotte of HSC- 84 (right) accepted the Aircrewman of the Year on the behalf of this year’s winner AT1 Logan Warner, who was currently on a deployment.

(left) Mr. Corrigan presented the Instructor Aircrewman of the Year to AW1 Dennis Byington.

(right) Mr. Dave Stancil of U.S. Divers / Aqualung presented AST2 Drew Dazzo with the Rescue

Swimmer of the Year Award.

Mr. Estill presented the Aircrew of the Year Award (Deployed) to HSC-23/ Bullet 63 Aircrew: AWAN Jerry Lancaster III, AW2 Stephen Hart, LT Dave Owens, LCDR Shawn Bailey.

CAPT(Ret) Barton from Lockheed Martin present the Aircrew of the Year Award (non-deployed) to Coast Guard Rescue 6003, USCGAS Elizabeth City: (l-r) LCDR Adam Kerr, LT Andrew Schanno, and AET1 Thomas Romero. AST2 Michael Ackermann is not pictured.

RADM Garry Hall did the honors in winging LTJG Riccardo Jones (left) and ENS Benjamin Ross

(right) during the ceremony


Focus: 2008 NHA Members’ Reunion

Let’s Party

No late airlitt would dare stop this party as the 2008 NHA Members Reuninon unofficially kicked off

the main event on April 13, 2008 at NS Norfolk’s Vista Point. Over 600 NHA members and new members (both young and the young at heart) gathered together in their causal wear or flight suits for an evening of drinks, hors d’ oeuvres, laughs, and just catching with old friends and making new friends. A collage of photos were taken by CDR Lloyd Parthemer, USN(Ret)

2008 NHA Symposium Members Reunion at Vista Point, NS NorfolkArticle By NHA EditorsPhotos taken by CDR Lloyd Parthemer, USN(Ret)


Bring The Pain A Tale Of The 2008 NHA Aircrew Competition

Article By LT Dave Ayotte, USN & AWC (AW/SW) Charles G. Ott, USN

On a cool Virginia morning, a competition unfolded at the Little Creek Amphibious Base between some of the most athletic aircrew and

pilots in the helicopter community. Teams representing the east coast, west coast and Far East competed on a five-mile adventure course consisting of six checkpoints.

Having successfully competed in the 2006 Aircrew Competition in Jacksonville, our team was excited about another adventure race style event. The first sign of foreshadowing for the difficult challenge came from the gear list. “Wetsuits-highly recommended” was foolishly overlooked by our San Diego “fair weather” team (First Mistake). The race director created a staggered start to space out the teams. I thought this was a good idea in order to not embarrass weak swimmers or tempt them to tow on victims that swam too close. After wadding to only waist high deep 55 degree water, I was angry and confused. Why did I wake up this early and pay to endure this feat of masochism (Second Mistake)? As I surveyed my team and heard the reactions, most were too vulgar to be included in this article, I was convinced their experience with the frigid Norfolk water was mutual. The moments until I set foot on the beach again lasted an eternity and I think ego, not intellect, prevented any of us from letting the lifeguards pull us into their dry and warm boat just feet away.

After the completion of the swim each team was issued a map of the course, this would navigate them to the finish line. Trusting the black and white map of Little Creek to be accurate (Third Mistake), our team planned a direct route to the checkpoints. Before the journey could begin, our team had to suit up. What started as a friendly idea to find a race uniform, resulted in wildly out of control pajama party on the beach. We began our journey down the beach in NEX endorsed 2-piece pajamas and stocking headwear (Fourth Mistake-chaffing). According to the map a short jog down the beach was required to find checkpoint 1. The next part of our quest put the “adventure” in adventure race as we may have taken too many wrong turns and found ourselves sprinting into the middle of a live gun range! Coincidently we weren’t the only team to make this egregious error and we tried to pretend that this was part of the plan all along.

Then it was off to check point two, the pull up bars where each team was required to complete 50 pull-ups. After the teams completed their pull-ups, they were cleared to check point three for a 50-meter rescue litter carry. For teams that were “sans aircrew”, it was another moment of confusion followed by shoulder shrugs and a little ingenuity. Upon completion of the litter carry it was off to check point four, the infamous Seal Obstacle Course that demanded teams to navigate deep sand and complete all obstacles in their way. Once back on course it would be a mile run to check point five, the pull and carry. Each team was required to pull a 250-pound sled and carry a 10-foot, 70-pound pipe full of water (All normal household items that one would practice moving?). Exhausted yet still motivated, teams pressed on to checkpoint six, the SAR bag carry. The race concluded with a short sand run down the beach to the finish line. HSC -26 finished first followed by HSC-2 and HSC-22 in second and third place respectively. After all competitors crossed the finish line, we gathered for a BBQ and awards ceremony. One team even carried a 40 lb dummy around the majority of the course for a time deduction.

This year’s challenging competition was a great success and the course brought out some of the best athletes in the Naval Helicopter Community. In retrospect, I might

The teams did the wall climb as one of the task during the obstacle course. Photo submitted by AWC Charles Ott, USN

One team fights raging and very cold water during the swim and rescue challeage. Photo submitted by AWC Charles Ott, USN

not be convinced t h a t P J s a r e more conducive f o r a t h l e t i c c o m p e t i t i o n , than say…shorts. However, the team building for all competitors w a s o f g r e a t r eward . Ou r team representing

HSC-3, walked away with a renewed respect and awe for the conditions that aircrew eagerly train and complete their mission in. My ten minute cold water experience was minute in comparison to the daily training aircrew endure. I appreciate all the hard work that Chief Ott and the other staff did to put on this year’s Aircrew Competition.

Focus: 2008 NHA Aircrew Competition

Here comes the HSC- 3 Pajamas Gang. Photo submitted by LT Dave Ayotte, USN


Focus: Enlisted Panel

“FORCM Frederick O. Pharr Speaks To 250 Sailors”Article By LTJG Anne Crawford, USN. Photo by YN3 Pouncil, USN

On Thursday, 17 April 2008, nine subject matter experts from across the aviation community convened to address Sailors from across the

globe at the Naval Helicopter Association Senior Enlisted Panel Workshop. This workshop took place in Norfolk as a part of the Naval Helicopter Association’s Annual Symposium and Commander Naval Air Forces Atlantic (CNAL) Force Master Chief Frederick O. Pharr served as the Keynote Speaker.

FORCM Pharr kicked off the event by discussing the critical role of helicopter aviation in the world of tomorrow. He fervently explained that “things done by helicopters can’t be done by other communities.” He talked about the

importance of helicopters in humanitarian efforts across the globe and applauded those out on the front line doing the business of their community. He praised our Sailors as being capable and ready for anything, able to take charge and get a job accomplished. FORCM Pharr urged Sailors everywhere to strive to understand their role in the Navy of tomorrow and to see where each of them fit. He discussed Individual Augmentations and the importance of an accessible command coordinator. He explained that 75% of IA assignments should now be detailed through Global War on Terrorism (GWOT) Support Assignments (GSA). This will be beneficial in the long run because it will provide a more standardized approach for selecting individual augmentees, promote volunteerism and enable manning stability. FORCM Pharr stressed that in our

Navy, there are many intangible things, like quality time with one’s family and job satisfaction, upon which you can not place a monetary value. He explained the Naval Aviation Enterprise (NAE) concept of “we are not trying to run Naval Aviation as a business, but rather for us to understand the business of Naval Aviation.”

FORCM Pharr also urged all Sailors to take physical readiness very seriously and asked us to encourage our shipmates and motivate each other daily. He explained that the new physical training uniform would be introduced in a three phase effort. The new uniform will be utilized for all group PT and when conducting the semi annual physical fitness test. In closing, FORCM Pharr discussed the core values of honor, courage and commitment. He insisted upon the importance of treating others as THEY want to be treated. He also advocated asking these questions daily: “Am I the best I can be? How can I improve?”

The panel also boasted the experience of the following individuals: Master Chief Carl T. Bailey II of HS-10, Senior Chief Robert A. Hoffmann, the CNO Search and Rescue Model Manager, Senior Chief Daniel L. Gray, the senior instructor at HSC-2, Chief Mark L. Hitschew, an authority on Aviation Life Support Systems, Chief Robert Kershaw, a tactical expert from HSCWL, Chief Raymond C. Johnson, a specialist on Unmanned Aerial Vehicles and Chief Steven L. Riefer, a senior Aviation Warfare (AW) detailer. The workshop was moderated by Master Chief Michael E. Kennedy of HSC-2. Chief Timothy B. Jewell of HSC-26 planned and coordinated the event.

The Enlisted Panel Workshop proved to be a huge success serving as an excellent forum for the free exchange of knowledge. The workshop brought a collection of nine talented men from various communities together and made them accessible to a multitude of curious enlisted sailors embarked upon diverse career paths. Enlisted sailors were provided the opportunity to ask the questions most important to them and as a result everyone in attendance benefited. This was an informative event that is sure to draw a crowd at Naval Helicopter Association Symposiums in years to come.

FORCM Frederick Pharr was the moderator for the Enlisted Panel.


Focus: 2008 NHA Symposium

Continued to page 45

2008 NHA Symposium

Captains of Industry PanelPhotos and Story by LTJG Todd Vorenkamp, USCG

As it does every year, the NHA Symposium brought together some of the biggest names in the helicopter industry. Returning to the NHA Symposium this year

were Frank C. Meyer, President of Lockheed Martin Systems Integra-tion, Joseph J. Battaglia, President and CEO of Telephonics Corporation, Larrie Cable, Vice President of BAE Systems IDS for Information and Electronic Warfare Systems, and Robert Kenney, Bell Boeing’s V-22 Program Director. New faces on the panel included Scott D. Starrett, Vice President of Government Programs for Sikorsky Aircraft, Michael T. Fuqua, Director of Fire Scout Business Development for Northrop Grumman Corporation, Robert Chaplin, Director of Raytheon’s Busi-ness Development of Seapower Capability Systems, and moderator Paul Croisetiere, General Electric Government Programs.

The first topic fielded by the group was identifying the biggest challenge on the horizon for the members of the panel. Mr. Battaglia said that his biggest challenge was keeping up with state-of-the-art technology so that he could bring cutting edge equipment to the war fighter and to bring technology to the fleet to allow the customers to do their jobs better. Both “Too Tall” Kenney and Scott Starrett said that production capability was a serious concern due to the volume of orders both companies have on the books.

The next question dealt with the offshore outsourcing of technology and workers in today’s international marketplace. All of the panel members seemed to choose their words carefully when answering this question. Mike Fuqua said that we were in “inter-esting times” and everyone in the industry was looking at the U.S. Air Force tanker contract protest with interest as the decisions and the political implications of that decision may serve as a landmark precedent to future contracts. Robert Chaplin said that Raytheon is a limited player in the international arena because they, like other defense contractors, feel an obligation to limit their foreign sales to keep America with a technological edge.

In response to a question about improving dialog between industry and the end-users in the fleet Bob Kenney mentioned that the Marine Corps invites industry representatives to their annual OAG conferences, but the Navy does not. This immediately raised the eyebrows of some naval officers in the front of the room. Scott Starrett said that is was important for the customer to provide a large set of performance parameters when searching for a new platform and then give latitude to allow industry to create solutions, which meet those parameters. Mike Fuqua said it was important for the Fleet to provide more information so that industry can create prod-ucts that fit current and future plans and strategies.

A professor from the Naval Postgraduate School asked the panel if the United States was putting enough money towards helicopter aerodynamic research and development when compared to foreign programs. “No,” was the answer from Bob Kenney. Frank Meyer said that the emphasis in the US was on improving weapons Col Paul Croisetiere, USMC (Ret) was the modertor for the

Captains of Industry Panel

RADM Robert Chaplain , USN (Ret) of Raytheon and CAPT Mike Fuqua, USN of Northrop Grumman talked to each other about a question that a member of the audience had asked.



Focus: 2008 NHA Symposium Captains Of Industry Panel


systems on existing airframes.The panel was asked what they saw as the next large

technological leap in the naval rotary-wing community. Scott Starrett spoke about the new Sikorsky X-2 prototype which hopes to achieve 250 knot forward speed and eventually develop into multiple platforms. Bob Kenney said that he sees more tilt-rotor aircraft in the future, including a 4-bladed model. Tilt-rotor tech-nology is only a quarter-century into development, and he feels it has a long future of technological and performance improvements ahead of it. Mike Fuca and Joseph Battaglia said the future will bring smaller, lighter, and simpler aircraft with the emphasis placed into the avionics and war fighting systems.

RADM Bill Shannon asked the panel what new technol-ogy the group could reveal to get some of the younger members excited about the future of high-technology systems. Larrie Cable said that he foresees a time, in the near future, where the entire Sikorsky MH-60R avionics rack is the size of a thumbnail. He also thinks the future is in energy weapons with the capability to deliver electromagnetic pulses (EMP) to stop versus destroy a target. Also, to protect our assets from such EMP weapons being used against us, there is an emphasis on developing a fly-

by-light technology to replace fly-by-wire. Bob Kenney said that he thinks the future is in technology that changes the rotor angle from traditional helicopter edge-wise rotors to a position where propulsion is involved. To emphasize his point, he pointed out that an H-60 uses an edge-on 47’ diameter rotor for forward flight where an ATR regional airliner with much more fuel, cargo, and passenger carrying capability has two rotors with 11’ diameters. Frank Meyer sees a large future in nanotechnology.

Acquisitions, an annual topic of discussion at the Captains of Industry panel, waited towards the end to enter the fray. Joseph Battaglia said that when he shops at Best Buy® for a cellular phone he is presented with a myriad of choices and can select a product that best suits his needs. The government acquisition program, he says, is set up to purchase products that meet the minimum require-ments and have the lowest price tag. This prevents the customer from selecting a better product. Bob Kenney cited the V-22 as an example of long cycle times saying, “Cycle time is killing us.” Scott Starrett said that he feels that government should accept

more risk in order to achieve larger gains with new programs; all without sacrificing safety.

The panel was asked about the possibility of increasing the number of prototyping competitions in which products are developed and then pitted against each other in a “fly off.” Larrie Cable said that such a program inherently increases the costs on both the government and industry sides of the coin. Bob Kenney disagreed, saying, “Would you ever buy a car before you drive it?” and encouraging “fly before you buy” competitions. History shows that fly offs have been successful in the past, he said.

The last question fielded by the panel regarded un-manned aerial vehicles. Mike Fuca, of the unmanned Fire Scout program, said that he thinks UAVs and manned aircraft will live together in the future and that the UAV will evolve to serve as another tool in the war fighter’s toolbox. He also evoked groans from the audience by predicting 25% of the commercial airline traffic will be unmanned by the year 2050. Bob Chaplin said that there is a bright cost-saving future for UAVs. A flight-hour breakdown of current helicopter assets shows that 80% of the fly-ing is done solely for training and the remaining 20% for actual missions. UAV usage will change that metric. Bob Kenney sees a future for UAVs in combat and combat SAR roles.

The Naval Helicopter Association would like to thank our distinguished Captains of Industry panel members for joining us this year in Norfolk, VA and we eagerly anticipate seeing the entire panel again in 2009.

Frank Meyer of Lcckheed Martin and Scott Starrett of Sikorsky listen to one of the answers from the panel..

Larrie Cable of BAE Systems eagerly listens to a question from the audience.

Bob Kenney of Bell-Boeing listens to one of the question coming from the audience.


Focus:Flag Panel

2008 NHA Symposium Flag PanelArticle by LT Paula Langille, USN

Capping off the NHA Symposium this year in Downtown Norfolk was the Flag Panel Question-and-Answer Period. Moderated

by Admiral Garry Hall, Commandant, Industrial College of the Armed Forces, questions ranging from the future of OAMCM to the issues regarding current Junior Officer first tour flight time were discussed at length. Luckily, Admiral Hall didn’t have to blow his whistle to move people forward as the Waterside Marriot’s Hampton Room was filled to capacity with the standing room only crowd. Rounding out the panel this year were Vice Admiral David Architzel, ASNRDA; Vice Admiral Thomas Kilcline, CNAF; Rear Admiral Michael Tillotson, CNECC; Rear Admiral Gary Jones, CNET; Rear Admiral Allen Myers, OPNAV N88; Rear Admiral Mark Guadagnini, CNATRA; Rear Admiral Patrick McGrath, CNRF and winning the award for longest title; Rear Admiral William Shannon, Program Executive Officer for

Unmanned Aviation and Strike Weapons; PEO (U&W).

Throughout the two hour question-and-answer period the highly attentive crowd were all waiting for, in the words of Admiral Hall, “some JO to stand up and commit career suicide” with an inappropriate or overly pressing question. Luckily, this didn’t happen as there was no shortage of quality questions throughout the crowd. Everyone in attendance gained a wealth of information concerning the future of Naval Helicopter Operations as it relates to current fleet requirements. In concert with this year’s NHA theme, “Executing the Maritime Strategy: Rotary Wing in Action,” the future of Naval Rotary Wing aviation is strong as our role in fighting the War on Terrorism continues to evolve. NHA and the NHA symposium committee would like to extend a warm thank you to the members of the panel and to all of the NHA members that attended making this event so successful. Thanks for your support!

RADM Garry Hall (at the podium) keeps the guest flag officers and the rest of audience entertained as he moderated the 2008 NHA Symposium Flag Panel alongwith the following: (l-r) RDML Patrick McGrath, RDML Mark Guadagnini, RADM Gary Jones, and VADM Tom Kilcline. Photo was taken by CDR Lloyd Parthemer, USN(Ret)

VADM David Architzel, RADM Allen Myers, RDML Shannon, RDML Michael Tillotson (l-r) wait for the audience questions on what roles that the naval helicopter community can expect possibly in the future in the maritime strategy arena. Photo was taken by CDR Lloyd Parthemer, USN(Ret)

Photos taken by CDR Lloyd Parthemer, USN(Ret)


focus

String-Gate 20 8

This year’s NHA Golf Tournament, held at NAS Oceana on April 16th, may be remembered for one of two things. Some may remember it for the nearly 250 Rotor-Heads invading the Jet-Jocks recreational course, while still others will recount the up-to-10 feet of putting-string that they bought to drop scores nearly 20 below par! Commodore Paul Lluy, Commander HSCWINGLANT, hosted the golf tournament, which was planned b y t h e o f f i c e r s o f HSC-28.

Prizes, monetary dona t ions and guidance were provided by several NHA Sponsors. Lockheed Martin s e r v e d a s t h e primary sponsor and donated hats, balls, tees and towels to fill the grab bags. Sikorsky picked up the bill for the beer carts as well as providing prizes that were given to the bottom teams from each course. Goodrich sponsored the 1st and 18 th ho les . CAE sponsored the 9th holes. L-3 Vertex sponsored the Closest to P in Cha l lenge and Hole - in -One Challenges. Lastly, ARINC provided the grand prize.

NHA Golf Tournament at NAS Oceana’s Aeropines

Beyond NHA’s corporate sponsors, the following local businesses contributed to our event. Dick’s Sporting Goods donated grab-bag coupons as well as a $50 gift certificate for our raffle. Golf Galaxy provided coupons for the grab-bags as well as eight free golf lessons. Ruth’s Chris Steakhouse donated two $50 gift certificates for the Longest Drive Challenge.

Taking grand prize for the best overall score was the team of RADM Terry McKnight, CAPT Joe Bauknecht, CAPT Travis Montplaisir, and CAPT Michael Hawley; each received a $100 gift certificate to Golf Galaxy, courtesy of ARINC. After a successful tournament NHA handed out over $1,500 in prizes to 56 worthy recipients.

So whether you remember the day because of the gorgeous weather or the extra-low scores, we’d like to thank our Sponsors, the golf pros at Aeropines, and all of our participants for helping make the tournament such a wonderful event.

Focus: 2008 NHA Symposium Golf

Article By LTJG Jeremy Bartowitz, USNPhotos taken by LT JG Stephaine Erwin, USN


Focus:2008 NHA Symposium 5K Run / Feature SAR Sailors Awarded Air Medal

Going for Gold2008 NHA Symposium 5K Run at NAS OceanaArticle by LTJG Ryan Pineda, USN

It was a temperature in the high 60s with a nice cool wind, which was a nice day for a 5K on NAS Oceana. The NHA Symposium 5K Race was definitely a success as more than thirty runners took to the

pavement to who would become king and queen of the event and for all --- a good morning workout.

CDR Kevin Kropp, Commanding Officer of HT-8 made it look easy down the stretch when he finished ahead of everyone else at an overall time of 17:02. As far as the ladies, it was Mrs. Petra Rocha, who finished in style with an overall time of 20:20.

However, this race would have not been possible with the hard work and organization that was put together by MWR Oceana and L-3 Communitions / DPA MWR Athletic Director Lisa Sebelis organized the team leaders and water stations. Also Maj. Fitzgerald and base security ensured the safety of runners along the route during the early lunch time traffic.

Whidbey SAR Sailors Awarded Air MedalsArticle By MC2 Eric J. Rowley, USN

Naval Air Station (NAS) Whidbey Island Search and Rescue (SAR) Sailors were awarded Air Medals April 14 for their rescue

efforts during heavy rainstorms, gale-force winds and flooding in Centralia and Chehalis, WA, Dec. 3-4.

The five Sailors awarded rescued 38 people from their rooftops with MH-60S helicopters, flying the rescued people to a nearby airport and high school football field.

“This is what we train to do,” said Aviation Warfare Systems Operator 1st Class (AW/NAC) Jeremiah Brown, NAS SAR. “So, it’s nice to go out and help people in their time of need.”

The citations state that superior airmanship and leadership were critical to the successful rescues. The Sailors were part of an extraordinary effort to deliver stranded citizens from their roof tops and homes as floodwaters threatened to

overtake them, while persevering in the face of extremely low cloud coverage, visibility, gale-force winds, and driving rain. Many of those rescued were critically ill, elderly or physically challenged.

“This was a great mission,” said Aviation Warfare Systems Operator 1st Class (AW/NAC) Lance Tanner, NAS SAR. “If you look back at it, there were a lot of times where someone could have died or we could have crashed, but didn’t, so it doesn’t seem as perilous (now).”

“This was the first call I had at this command, to go down to the floods and pick up as many people as we could,” said Aviation Warfare Systems Operator 2nd Class (AW/NAC) Christopher Wedding, NAS SAR. “I learned a lot doing this. I learned that you would be surprised at where you can land a helicopter.”

Photo by MC2 Eric J. Rowley, USNNAS Whidbey Island SAR aviators stand next to their rescue MH-60S helicopter with RADM James Symonds, commander Navy Region Northwest, after receiving Air Medals for their efforts rescuing 38 people during extensive flooding in Centralia and Chehalis, WA, Dec 3-4. There were 91 people rescued over the two days and 16 Sailors received the medals.

Feature:



Feature: Whidbey SAR Sailors Awarded The Air Medal / Sea To Sand

They were able to rescue about 10 people at a time before they had to drop people off to go back and save more people.

“I felt lucky to be able to do this mission,” said Aviation Warfare Systems Operator 1st Class (AW/NAC) Chad Lewis, NAS SAR. “This is potentially my last tour in the Navy. So, I was happy to be able to help these people. I’m happy to get the award, but it’s not the award we were looking for. It’s that we are just so happy to go out there and do our job and be able to help people. That’s the biggest reward.”

There are a total of 16 NAS SAR Sailors who have received Air Medals at several different ceremonies for their efforts rescuing more than 90 citizens during the massive flooding.

“The satisfaction of being able to help people is the best reward we could get,” said LT Patrick Smith, NAS SAR. “It’s definitely nice to be recognized, but it’s not why we do this.”


Sea To SandArticle by AC2 Mike “Wrongway” Thometz, USN Photos taken by CAPT Joe Stuyvesant, USN

Wet salty air and a pitching deck below are what most rotary-winged Naval aviators expect from deployment. With

individual augmentee assignments nearly common enough to be considered mainstream throughout our Naval community, many sailors can expect a roll in the sand even if it’s sometimes a surprise just what role they‘ll play. At Al Asad Air Base, Iraq, Navy personnel are not only coping with the rigors and challenges of nontraditional IA billets, they are, quite simply, running the show.

The Al Asad Air Base Command Group (BCG) is a Navy provisional command that stood up last July to serve as a central oversight and command nexus for Al Asad Air Base in support of the Marines operating from there. Just as the name implies, BCG runs everything from public works, dining facilities, and billeting to overseeing the operation and expansion of the airfield and associated contractor negotiations. The base produces everything a small city needs to operate, to include producing and using over 1 million gallons of fresh water each day, generating 45 MegaWatts of power and serving over 22,000 meals per day in normal operations. The BCG replaced an Army Area Support Group (ASG) for facilities operations, a Marine 06 led logistics staff operating as Base Mayor and another Marine 06 and staff acting as the Air Field “Air Boss”.

The task of standing up this unique provisional Command, comprised primarily of Navy IA personnel, fell to CAPT Joe Stuyvesant, a west coast LAMPS pilot. He departed as commanding officer of NAS Sigonella, Italy, to stand up and take command of the Al Asad Air Base Command Group in May of 2007. His nearly year-long assignment gave him the opportunity to serve and support the Marines from both 2D MAW(FWD) commanded by BGen B.T Hanifen and 3D MAW(FWD) commanded by BGen Tex Alles. He also had

the opportunity to work with two rotations of outstanding IA’s from all over the Navy. CAPT Stuyvesant was relieved in April by another Navy helicopter pilot, CAPT Fred Flight, an east coast HS Pilot who is on an IA from CNAF requirements shop (located in Norfolk). CAPT Flight is now leading the third rotation of Navy IAs to operate this base.

Perched atop Al Asad’s 150 foot control tower, LCDR “Dollar” Bill Billingsley, a LAMPS pilot served as the Air Boss. Though his role is similar to his shipboard counterparts, Dollar Bill’s duties are more akin to that of an airport manager. The former two-time HSL-42 “Proud Warrior” and two-time FRS instructor (HSL-40 and HSL-41) is as likely to be meeting with third country contractors or Navy Seabees hammering out the finer details of the runway lighting project as he is working hands-on with squadrons or controllers.

LT Ariel “Princess” Torres, the Mini Boss, left behind an exciting and gratifying assignment with the “Boomers” of VT-27 as a primary flight instructor in the mighty T-34C Mentor. A former H-3 Sea King pilot with HC-2, LT Torres has made deployments to these parts of the world as a world famous Desert Duck. His energies now center on improvements of the airbase, to include construction of multiple parking ramps, capable of serving C-5 and C-17 aircraft, and runway lighting projects that will nearly double the current through put of contractor air cargo flights per day.

Al Asad Air Base is located in Al Anbar province near the Syrian border just over 100 nautical miles west of Baghdad. It is the second largest airbase in Iraq and temporary home to 3D MAW(FWD) and elements of I MEF. Temperatures climb above 140°F in the summer, yet plunge to sub-freezing during winter nights that even produce snow. This vibrant airfield defies the lifeless desert that surrounds it through playing host to over 17,000 personnel to include 9,000 Marines, 2,000 Army soldiers and smaller numbers of Navy and Air Force service



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HMM(T)-164Knightriders

LtCol Brett T. Sherman, USMC relieved LtCol Matthew D. McEwen,

USMC on May 16, 2008

HMM-268Red Dragons

LtCol Brian E. Bufton, USMC relieved Col John J. Gamelin, USMC

on June 6, 2008

HM-15Blackhawks

CDR David M. Padula, USN relieved CDR Frank J. Dowd, USN on May

16, 2008

NASKey West

CAPT Steven W. Holmes, USN relieved CAPT J.R. Brown, USN on

June 13, 2008

HS-6Screamin Indians

CDR Jack Schuller, USN relieved CDR Michael Baratta, USN on April

29, 2008

COMHSMWINGPAC

CAPT Donald E. Williamson,USN relieved CAPT Matthew J. Pringle,

USN on July 1, 2008

HSC-28Dragon Whales

CDR Peter M. Mantz, USN relieved CDR David A. Stracener, USN on

May 2, 2008

HSL-43Battlecats

CDR Richard R. O’Connell, USN relieved CDR Matthew F. Coughlin,

USN on May 15, 2008

HSL-37EasyRiders

CDR Brian Teets, USN relieved CDR Alvin Holsey, USN on May 22, 2008

VT-28Rangers

CDR Brian A. Hoyt, USN relieved CDR Michael W. Leupold, USN on

July 7, 2008

HT-8Eight Ballers

CDR Christopher H. Heaney, USN relieved CDR Kevin F. Kropp, USN

on June 19, 2008

HSL-47Saberhawks

CDR Jack P. Olive, USN relieved CDR Shawn P. Malone, USN on July

2, 2008

HS-2Golden Falcons

CDR Terence A. Hoeft, USN relieved CDR Edward J. Iocco, USN on July

1, 2008


Naval Helicopter Association, IncMembership Application

Date: _____________________Member Information:

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Rank/Rate: ________________________________ Service: _______________________________

Company Name (civilian): ____________________________________________________________________

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Work Specialty: Pilot: Aircrew: Non-Pilot:

Warfare Specialty: (HSC, HSM, HS, HSL, etc.): _________ Aircraft Flown:___________________________

Do you wish to be listed in the On-Line Directory? Yes No If Yes, name, aircraft & exp. date are listed (All information posted there is considered public domain.)

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Levels of Membership:

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Subscription to the Rotor Review magazine is included in the annual membership in the Naval Helicopter Association. Rotor Review is published quarterly and is open to anyone having the background and interest to support the goals of NHA. Subscriptions are available to

organization or individuals. Rotor Review is mailed periodical rate. Change of addresses, inquiries for membership, subscriptions, back issues, sales items, etc, should be directed to the NHA

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Features: Sea To Sand

members, as well as 5,000 civilian contractors and third country nationals. The base supports combat operations, both air and ground, for the entire western half of Iraq. It played a key support role in the “Al Anbar Awakening”, which describes how the citizens of this part of Iraq turned their backs on Al Qaeda in Iraq (AQI) and teamed up with Marine and Army combat units to flush out the insurgency, making Al Anbar Province, once thought to be impossibly out of control, a signature victory in the war.

Recently, aviation history was made at Al Asad, as ten V-22 Osprey tilt rotor aircraft of VMM-263 completed a highly successful seven-month combat deployment. This was the Osprey’s first ever combat deployment and the “Thunder Chickens” deftly demonstrated the utility of this unique aircraft as well as the great potential it will bring to future conflicts.

The traffic at Al Asad airbase is diverse and exotic. Sharing the air are Ospreys, Cobras, Black Hawks, and Hueys which mingle seamlessly with lumbering Super Stallions, Frogs, Globemasters, Galaxies and Hercules. Hornets, Harriers and Prowlers shriek into the break above a motley fleet of mostly Anatov 12s, Illyushin 76s and giant AN-124s. It’s surreal to see outdated Soviet-made machines operating side by side with top-of-the-line fleet birds. This is where the camel’s share of the Iraq air force once resided before the invasion, but there’s now far more flying being done here than ever before.

Operations sometimes can be difficult and congested with the mix of aircraft coupled with airfield maintenance and construction. Repairs to the cargo/passenger ramp severely impinge upon parking and squeeze visiting aircrafts’ time on deck, requiring the joint personnel operating

Pre-war Iraqi fighter jet hidden within the debris.

the airfield and the cargo operations to work 24/7 juggling the traffic flow. The base somehow still manages an average of 500-plus operations per day.

High profile visitors keep Al Asad’s VIP pad busy and make the job both more interesting and satisfying. President George W. Bush, SECDEF, former CJCS General Pace, former CENTCOM Admiral Fallon

and Secretary of State Condoleezza Rice visited with the troops last Labor Day. The Chief of Naval Operations, Admiral Roughead, MCPON Campa and Secretary of the Navy, Donald Winter, made stops in the fall, taking time to discuss the role of Navy IAs in this theater of operations. Both the Commandant and the Sergeant Major of the Marine Corps have made multiple stops at the airbase to visit with Soldiers, Sailors and Marines, as well. A surprisingly popular celebrity with the younger troops, Chuck Norris, has entertained here to standing room only crowds. The steady stream of noteworthy personages highlighted Al Asad’s profile and shines the spotlight on this extremely valuable piece of turf in the Global War On Terror.

Through a constantly evolving conflict and ever unique meshing of roles and responsibilities, several helicopter pilots no longer beat the air into submission for a living but have beat out another path for others to follow in the desert of Iraq, like so many of our community have done over the past several years.


LCDR Donald “Dollar” Billingsley (left) greets Chuck Norris


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s“Sweaty Betty” Goes 13,000 Hours!

Article and Photo by LT Sarah Flaherty, USN

On Saturday, 19 April 2008, Red Stinger (RS) 102 flew her 13,000th flight hour in support of Counter Narco-

Terrorism Operations in the Eastern Pacific. RS 102 is the first of the Navy’s SH-60B helicopters to reach the 13,000 flight hours milestone. RS 102 is currently maintained and flown by HSL 49 Detachment SIX High Lifers from NAS North Island, CA, embarked on USS Crommelin (FFG 37).

Red Stinger 102 (BUNO 162109) is affectionately known as “Sweaty Betty” by Detachment SIX maintenance technicians and aircrew because she is the hardest working helicopter in the fleet. “Betty” has flown over 440 mishap-free flight hours on her current deployment, missing just 4 scheduled launches in that period. Even more impressive, this deployment marks the 16th of her flying career- RS 102 truly is the hardest working helicopter in LAMPS! She is always “mission capable” and never lets her crew down.

Surpassing 13,000 total flight hours is an important

milestone for the SH-60B community and the Navy as a whole. These airframes were originally designed for a 10,000 hour lifespan; however, their service life has recently been extended to 14,000 flight hours to meet operational requirements as the MH-60 Romeo arrives in sufficient numbers. RS 102 is the first SH-60B to test these new limits- the success of “Sweaty Betty” and Detachment SIX in completing flight tasking demonstrates that the Bravo airframe is up to the challenge.

Detachment SIX is extremely proud to be part of this unique milestone with RS 102. Every additional flight hour is a true testament to RS 102’s superior quality and the hard work and dedication of the maintenance and aircrew professionals blessed to operate her on a daily basis. The High Lifers have enjoyed nearly a year of maintaining and flying RS 102- and “Betty” has never lets us down!

HSL-49 Det SIX High Lifers pose with the always reliable “Sweaty Betty.” The High Lifers are currently participating in Counter-Narco

Terrorism Operations in South America.

HSL-49 DET SIX Halfway ThereArticle and Photo by LT Sarah Flaherty, USN

Onboard the USS Crommelin, the Scorpions of Helicopter Anti-Submarine Squadron Light FOUR NINE, Detachment SIX recently completed the first half of a six-month eastern Pacific deployment aboard USS Crommelin (FFG-37). Led by LCDR Eric Wever, the 13 maintainers, two aircrewmen, and five pilots of

DET SIX flew missions in Red Stinger 102 supporting the United States of America’s Counter-Narco Terrorism efforts in the Eastern Pacific Ocean.

While operating in support of Counter-Narco Terrorism, DET SIX was able to provide United States Coast Guard District ELEVEN with a reliable over water surveillance platform. The Detachment was also able to provide armed surveillance and



SQUADRON UPDATES: HSL-49 / HSL-45

reconnaissance for the boarding of suspected drug smuggling vessels. The Detachment’s efforts culminated in the successful interdiction of a “go-fast” vessel using Airborne Use of Force tactics with a Coast Guard sniper and observer onboard. This event marked only the third time that a Naval Aircraft has successfully executed Airborne Use of Force and the first operational employment of the Barrett .50 caliber sniper rifle for disabling fire. Additionally, Detachment SIX was able to interdict another “go-fast” vessel the old-fashioned way, using only their guile and piloting skills to render the evasive target dead in the water with a steering casualty. Finally, Red Stinger 102 and its aircrew and maintainers were able to provide the Crommelin with invaluable logistic support during a MEDEVAC to Panama City, Panama, and numerous parts and passenger transfers.

The sailors aboard USS Crommelin represented the U.S. Navy with class in multiple port visits in Latin America including Puerto Vallarta, Panama City, and Cartagena. Other port visits for Crommelin included Key West and Mayport, Florida. Crommelin completed two Panama Canal transits, going west-to-east on its transit to Mayport for its mid-deployment maintenance availability and then returned east-to-west to the Eastern Pacific operating area.

Red Stinger 102 crew with Sweaty Betty in the middle spread a little holiday cheer amongst themselves while on

deployment onboard the USS Crommelin

HSL-45 Earns 2007 Battle “E”Article by LT Christopher A. Moton, USN

Wolfpack’s SH-60B in flight. Photo courtesy of HSL-45 Public Affairs Office.


The world famous Wolfpack of HSL-45, based in San Diego, California, capped off its 21st year of service by earning a second

consecutive Commander Naval Air Forces Battle Efficiency Award for 2007. This represents the seventh Battle “E” the squadron has earned since inception, and hallmarks a year of tremendous operational and maintenance successes at the Pack. HSL-45 surpassed 112,900 mishap-free flight hours in 2007 while deploying four detachments to the most dynamic operational environments in support of Operations ENDURING and IRAQI FREEDOM, as well as Counter Narco-Terrorism Operations. The Wolfpack also received the Commander, Helicopter Maritime Strike Wing Pacific Golden Wrench Award for superior maintenance and the Commander Pacific Fleet’s Retention Excellence Award for 2007.

HSL-45’s accomplishments were achieved by a team; through deliberate and innovative group efforts from the deck plates on up to the Chief Petty Officers and Officers. Every member of the Wolfpack is proud of the squadron’s history of excellence, and looks to continue this tradition in 2008.


SQUADRON UPDATES: HSL-45

HSL-45 Sailor Awarded for HeroismArticle and Photo by MC2(SW) Matthew J. Kuhlman, USN

A Sailor from the Wolfpack of Helicopter Anti-Submarine Squadron Light (HSL) 45 received the California Citizens of Courage Award on

April 16, 2008, for saving the life of an 18-year-old newlywed father.

According to police reports, Aviation Machinist’s Mate 2nd Class (AW/SW) Charles E. Wright witnessed an intoxicated driver, traveling well above the speed limit, crash into another car as it rounded a corner on Interstate 5 – one of San Diego’s busiest freeways. After Wright accessed the situation, he administered first aid to the injured man and saved his life. “As soon as the car stopped rolling, even before my Navy training in first aid came into play, my training in Operational Risk Management kicked in,” said Wright. “My first thought was to minimize any further danger to anyone involved.” At the scene of the accident, Wright positioned his car in the freeway to block oncoming traffic while he performed CPR on the critically injured victim until paramedics arrived.

It was this type of quick thinking under pressure that drew the attention of the District Attorney’s Office. The District Attorney’s Office presented the award to Petty Officer Wright at a luncheon held at the Westin Horton Plaza Hotel, downtown San Diego. The annual award luncheon recognizes citizens who either displayed tremendous courage as surviving victims or put themselves in harm’s way to aid victims of crime or tragedy. San Diego District Attorney, Bonnie M. Dumanis, personally presented the California Citizens of Courage Award to Wright along with six other recipients, in front of an audience of more than 200 public officials, civil servants, and San Diego citizens. Dumanis spoke about Wright’s heroic act before introducing a video interview in which he described the events and his feelings on being chosen for the award. “I’m proud [to have been chosen] but saddened at the same time,” said Wright. “Knowing that in order for me to receive this award, something tragic had to happen.”

“The Deputy District Attorney nominated Wright for the award while working with him to prosecute the drunk


District Attorney Bonnie M. Dumanis presented AM2 Charles E. Wright the California Citizen of Courage Award for his heroism of saving a man from a hit and run accident on Interstate 5 in San Diego.


SQUADRON UPDATES: HSL-45 / HSC-28


driver who not only caused the accident but who also tried to intimidate Wright at the scene and in the courtroom to change his account of the events,” said Paul Levikow, Communications Director for the San Diego District Attorney.

Wright’s actions were also lauded by his immediate Supervisor. “When I heard the news of what Petty Officer Wright achieved,” said Aviation Structural Mechanic Chief (AW) Carmelo Tirado, who was also at the ceremony to support Wright, “I immediately thought, ‘That exemplifies everything about our efforts to instill Navy Core Values of honor, courage and commitment.’ The Navy, as a whole, teaches our Sailors to adhere to these values whether on the job or off duty and out in town.”

Wright is stationed with HSL-45 which flies SH-60B Light Airborne Multipurpose System (LAMPS) helicopters that provide expanded operational capability to Fleet Commanders around the globe in numerous mission areas, and is a major weapons system designed to dramatically increase the war fighting capabilities of the surface combatant in a multi-threat environment. The LAMPS capability supports the Navy’s Maritime Strategy to remain strong, protect the United States and American territories, work with partners around the world, and apply seapower for U.S. security and prosperity which underwrites global security and prosperity.

HSC-28 Reaffirms Its Reputation with Battle ‘E’ AwardArticle and Photo by MC1 (SW/AW) Leslie Tomaino, USN

Helicopter Sea Combat Squadron TWO EIGHT (HSC-28), The Dragon

Whales, received Navy Battle ‘E’ in a ceremony held at Naval Station Norfolk, VA, April 28, 2008. The prestigious award was presented to the Commanding Officer and Command Master Chief on behalf of the crew by Commander Naval Air Force Atlantic, RADM Bill Goodwin.

The Battle ‘E’ is awarded annually to ships and units that display the maximum condition of readiness in their group, and for their capability to perform their wartime responsibilities. Squadrons are graded in areas such as operational efficiency, readiness achievements, aircraft material readiness, training, schedule and cost performance, to name a few. Among the squadron’s many accomplishments recognized in 2007, HSC-28 provided the first helicopter detachment to deploy aboard the USNS Comfort (T-AH-20) after overcoming numerous overwhelming logistical and maintenance challenges. With Detachment TWO’s participation in the Partnership of the Americas, a presidential ordered humanitarian mission aiding 12 nations, their aid enabled the Comfort to provide medical and public health support to nearly 100,000 disadvantaged personnel in the Caribbean, and Latin, and Central America regions. The squadron in turn helped pave the way for future MH-60 Sierra helicopter detachments.

“Battle ‘E’ is a yearlong event but it doesn’t stop there, and it didn’t start there. I think the highest compliment a squadron can have is to win the Battle ‘E’,” said RADM Goodwin. “It’s all about the here and now, you have to look to today and tomorrow and you can’t stop doing what you’re doing.”

The crew’s ability to focus and complete their jobs efficiently resulted in the squadron’s successful completion of 4,517 Class Alpha mishap-free flight hours in 2007, surpassing the 50,000

RADM Bill Goodwin (middle) presents the Battle ‘E’ Award to HSC Commanding Officer CDR David Stracener

(left) and Command Master Chief (CMDCM) Linda Dennehy (right).



SQUADRON UPDATES: HSC-28 / HSL-43

consecutive mishap-free flight hour mile stone as a squadron. On the tip of the spear, the dedicated Dragon Whales showed their ability to get the job done safely and skillfully.

CDR. David Stracener, HSC-28 Commanding Officer, thanked his crew for all their hard work and dedication, and recognized the command’s supportive families and Ombudsman as instrumental in their success through their unwavering support, allowing the crew to focus on the jobs and the mission at hand.

“Critical conduit and part of that success can be attributed to the communication and resources that our squadron Ombudsmen have provided,” said CDR Stracener who presented the Ombudsman with bouquets of flowers as a

token of the command’s appreciation. HSC-28 Command Master Chief (CMDCM) Linda

Dennehy, was presented the Battle ‘E’ plaque along with the Commanding Officer and shared her thoughts on what the award meant to her and the Sailors of HSC-28 as a culmination of a year’s worth of hard work.

“The Battle ‘E’ is an acknowledgement that you’ve maintained the level of readiness and mission accomplishment non-stop, for a year,” said Dennehy. “It’s a terrific feeling knowing your Sailors are being recognized for the incredible work they’ve accomplished… and the Sailors of HSC-28 are the best.”

HSL-43 Returns to North IslandArticle courtesy of HSL 43 Public Affairs Office

Sailors from Helicopter Anti-Submarine Squadron Light (HSL) 43 DET 7, returned to Naval Air Station North Island (NASNI) in San

Diego on May 5, after a six-month deployment operating in the Arabian Gulf onboard USS Ingraham (FFG 61).

Detachment 7 is comprised of 26 Sailors including six pilots, three aircrewmen, 26 maintenance personnel and two operationally equipped SH-60B Seahawk helicopters.

While in the Arabian Gulf, DET 7 Thunder flew more than 200 hours in support of Operation IRAQI FREEDOM through Oil Platform (OPLAT) defense. They provided 24-hour aerial coverage of two critical Iraqi offshore oil platforms, Al Basra Oil Terminal and Khawr al Amaya Oil Terminal, in conjunction with coalition forces from the Iraqi, Australian and British Navies. DET 7 also participated in exercises IRON SIREN, EAGLE SALUTE and INDIGO SERPENT during their 600 mishap-free flight hours.

Detachment Officer in Charge, LCDR Pete Riebe was impressed with his Sailors.

“I asked them to work long hours in sometimes unbearable conditions and they never let me down,” he said. “I’m touched by their selfless service and I’m honored to have led this fine assembly of professionals.”

The Battle Cats’ mission is in direct support of the CNO’s Cooperative Strategy for 21

st Century Seapower by

providing fully combat-ready SH-60B Seahawk Light Airborne Multi-Purpose System (LAMPS) detachment pilots, air crew men, technicians and aircraft to U.S. Pacific Fleet warships. Seapower is the common denominator that enables global security, stability and prosperity. The Maritime Strategy ensures that the right capabilities are available at the right time in the right place.



SQUADRON UPDATES: HS-7


Dusty Dogs Making It Look Easy Again!!Article by LTJG Jonathan Dorsey, USN

February 22, 2008 was the first day back to regular flight operations aboard the USS Harry S. Truman (CVN-75) after a five-day

port call in the Arabian Gulf. The Dusty Dogs of Helicopter Anti-Submarine Squadron Seven (HS-7) started the day conducting a joint exercise with the 1F4 Platoon from the U.S. Marine Corps Security Force Company Bahrain. The exercise involved inserting a group of Marines onto the deck of the carrier via FASTROPE. During the middle of the exercise a distress call was intercepted and the Dusty Dogs were tasked to investigate. The Dusty team unloaded the Marines and seamlessly refitted their HH-60H helicopter to prepare for the upcoming rescue. Dusty 617, piloted by CDR Kevin Lenox and copiloted by LTJG Jonathan Dorsey, headed towards the distressed vessel about 50 nautical miles away. The crew chief was AW1 Shad Hernandez, and the rescue swimmer was AW2 Brenton Graham. The ship assembled a medical team consisting of Flight Surgeon LT April Matiasek and two corpsmen, HM1 AnnMarie Lawrence and HM1 Francis Nielsen, to assess the distraught crew of the vessel and aid with any medical needs. Dusty 617 quickly arrived on the scene and began to assess the situation. Also on-scene was the USNS Sacagawea (T-AKE 2), a supply ship. The aircrew determined that they would have to drop off the medical team on the Sacagawea first and then bring the rescued crewmembers back to the Sacagawea for medical examinations. While waiting for flight quarters to be manned on the Sacagawea, Dusty 617 flew by the distressed vessel, Nadi, several times to determine the best course of action for rescuing the crew since the helicopter would not be able to land on the ship.

The Nadi was a small 200 foot merchant vessel sailing under a Kuwaiti flag. Its super structure was situated on the aft part of the ship. The ship has two masts, one positioned a third of the way from the bow and the other a third from the stern of the ship. Each mast had a thick wire connected to bow and stern respectively, but no wire between them. Nadi, which had 10 crewmembers, had been dead in the water for about a week, but they were still able to produce electrical power through their diesel generators onboard. After several days of being at the

mercy of the seas, their ship started to take on water. They had full operation of their bilge pumps, but the ship was taking on water at a faster rate than they were able to expel. The Captain determined the ship could not be saved and made a plea for assistance from any ship or aircraft within range. Dusty 617 answered the call.

As soon as flight quarters were manned on the Sacagawea, the copilot, LTJG Dorsey, made the approach to land and drop off the medical team. The medical team headed inside and made preparations for the survivors. Dusty 617 then launched from the Sacagawea and proceeded back to the Nadi. It was early-afternoon with about 20 knots of wind and 12-14 foot waves. Nadi was anchored and aligned into the wind. From the initial flyovers the crew determined that they would lower their rescue swimmer down between the two masts where there was no wire, allowing maximum room to execute the rescue and maintain visual reference to the rest of the ship. They also determined that the rescue would require two trips, since the helicopter had room for seven passengers and there were 10 crewmembers on the ship.

The pilot positioned Dusty 617 ten feet above and in-between the two masts, while AW1 Hernandez made verbal position calls to assist the pilot in maintaining a good position in order to execute the rescue. When the helicopter was established in a steady hover, AW2 Graham was lowered down to the ship’s deck. The sea state made it difficult to plant the rescue swimmer on the deck so the crew chief timed the arrival of the swimmer to the deck with the lull of the waves. The pilot kept a close eye on the masts, while maintaining altitude vice climbing and descending with the ship, which pitched up and down 5-10 feet as the waves passed underneath. AW2 Graham hit the deck, Petty Officer Hernandez made sure to payout extra slack on the hoist so that if the ship started pitching again it would not lift AW2 Graham back off the deck. Once on deck he was able to communicate to the crew how the recovery was going to happen. The first three crewmembers were hoisted off one at a time. AW2 Graham came up with the fourth individual and the aircraft departed the hover and returned to the Sacagawea to


drop off the four crewmembers for medical care. The helicopter was then repositioned back over the Nadi; the remaining six individuals were recovered and then taken back to the Sacagawea for treatment as well. Each trip took about 20-30 minutes to complete. The pilot landed on deck and shut down as the medical staff examined the individuals.

After all the examinations were complete, the medical staff determined that the survivors were malnourished and dehydrated. One crewmember, from the Nadi, had a broken hand that needed some special attention. The aircrew and medical staff departed back for their ship, CVN-75. The Nadi eventually sank later that night.

Through the hard work and dedication of HS-7 Dusty Dogs, the medical staff, and the USS Sacagawea the individuals were rescued from a sinking vessel. The exceptional flexibility of HS-7 was demonstrated in the way the maintenance department flawlessly reconfigured the helicopter from a special operations configuration into a MEDEVAC capable platform. Furthermore, the aircrew shifted their frame of mind from the training exercise to a real world rescue. Everyone performed their duties with the utmost professionalism to accomplish the mission. This is the second rescue mission for the Dusty Dogs during JTG-08-01 thus far, totaling 13 rescued individuals.

Continued on page 58SQUADRON UPDATES: HS-7 / HSL-37

HSL-37 Det FIVE Participates In CARAT ‘08

Article and Photo by LTJG Chris Robison, USN

The “ANCHORMEN” of Helicopter Anti-Submarine Squadron Light Thirty-Seven (HSL-37) Detachment FIVE stationed at Marine

Corps Base Hawaii departed Kaneohe Bay Hawaii on Monday May 5th. A squadron SH-60B Seahawk helicopter, EasyRider 55, and the accompanying aircrew and maintenance personnel embarked in USS Ford (FFG 54) for a five month Cooperation Afloat Readiness and Training (CARAT) deployment. During Week One Work-Ups, the Ship-Air Team participated in various training activities benefiting both the aircrew and ship personnel. They conducted day and night landing qualifications, Medical Evacuation (MEDEVAC) drills, small arms training, flight deck “crash and smash” drills, and other team development evolutions, honing the skills of the Ship-Air Team for the

rigors of long-term organic helicopter operations. They are currently attached to Commander, Destroyer Squadron ONE and will be operating in cooperation with navies from various Southeast Asian countries including the Philippines, Singapore, Thailand, Indonesia, and Brunei. The goal of CARAT 2008 is to develop close working relationships, continue support and training for the involved navies, and establish a learning environment for all involved.

Ship and aircrew personnel participating

in small arms training.


SQUADRON UPDATES: HSL-37

HS-6 Crew Chief Achieves Milestone

On Dec. 28, 2006, AWCS (AW/NAC) Mark Hendricks of HS-6 “Indians” surpassed 7,000 Sikorsky, mishap-free flight hours as a crew chief / tactical

sensor operator in the SH-60F/H Seahawk. He is currently assigned as the HSM-41 FRS training department LCPO for MH-60 “Romeo” transition. During his career he has flown with HS-1, HS-3, HS-5, HS-7, HS-6, DCMA OWEGO and HSM-41.

HSL-37 CO Reaches 4000 HoursArticle by LTJG Kevin Yost, USN

On a sunny Hawaii afternoon, CDR Alvin Holsey, Commanding Officer of the EasyRiders from Helicopter Anti-Submarine

Squadron Light Thirty-Seven (HSL-37) flew his last flight as the Commanding Officer (CO) of the squadron and at the same time reached the distinguishing mark of 4000 flight hours during his Naval Aviation career.

On 12 May 2008 CDR Holsey and fellow aircrew, LT Kevin Yost and AW3 Jeremy Ragon, completed a local area flight event in EasyRider 60 (ER60). ER60 is one of HSL-37’s SH-60B Seahawk helicopters and displays a unique paint scheme commemorating the local Hawaiian history and warrior spirit. ER 60 also carried a special passenger, the squadron’s Command Master Chief CMDCM Terry Watson. Skipper Holsey directed an in-flight rendezvous with EasyRider 54 (ER54) and led the formation to Pearl Harbor. CMDCM Watson had the honor of being reenlisted by the CO while flying past the USS Arizona Memorial in Pearl Harbor. He now has the unique distinction of having been reenlisted on a ship, a submarine, and an aircraft in his 25 year career. ER 54 and aircrew LT Paul Henderson, LTJG Brian Roberts, and AW3 Paul Cehr flew formation wing and photographed the special occasion.

The flight gave CDR Holsey 4001.3 total flight hours, which include time in the T-34C Turbo Mentor, TH-57B/C Jet Ranger, SH-2F Sea Sprite, and the SH-60B Seahawk. His flight time spans his 20 year career; starting with his first flight in January 1989. After turning over command of the “EasyRiders” to CDR Brian Teets this month, CDR Holsey has orders to Millington Tennessee to head Aviation Placement at the Navy Personnel Command.CDR Avvin Hosley at 2008 NHA Symposium


SQUADRON UPDATES:

Multimission Is Not Just A Buzz-word.Article and Photo By LTJG Jonathon Lance, USN

The past several months have been quite busy and exciting for the Tridents of Helicopter Antisubmarine Squadron THREE. Following

an extended period of numerous carrier qualification detachments, HS-3 has begun to focus on the upcoming deployment with CVW-8 and USS Theodore Roosevelt. During late summer, the Squadron flew out to NAS Fallon, Nevada for Airwing training. Following an uneventful three-day cross-country flight, the squadron braved the desert sun and went to work. The training center at NAS Fallon provided a unique and rigorous training environment. Everyone was excited for the opportunity to train in overland Combat Search and Rescue and Naval Special Warfare missions. In addition, many of the pilots were able to participate in mountain flying school. The desert environment provided a realistic preview to that found in the current deployed operations.

During the detachment, HS-3 launched five Hellfire missiles. This allowed for early combat crew qualifications, and for many pilots, these were their very first live shots. In addition, three HS-3 aircrews were able to participate in Maritime Close Air Support (MCAS) training. HS-3 was joined by Hawaii based HSL-37 and HSC-3 from San Diego to participate in the first integrated Seahawk CAS/MCAS firing exercise. HS-3 fired three Hellfire missiles, while coordinating with U.S. Army JTACs. Working with JTACs provided for a unique and fast-paced “joint” training opportunity. Each

section was also provided with realistic urban SOF call for fire scenarios. The controllers, simulating being overrun by the enemy, fell back into “Combat Town” and marked targets for aerial gun patterns. For HS-3, the detachment was highly successful. Five valid missile shots, CSAR training, and valuable mountain flying experience placed squadron aircrews well ahead in the aircrew combat training continuum.

From October through December, as a part of the inter-deployment readiness cycle, HS-3 participated in the Helicopter Sea Combat Weapons School Helicopter Advanced Readiness Program (HARP). During the ASW detachment to AUTEC, five torpedoes were expertly loaded onto aircraft and effectively employed against underwater targets. The crucial attention to detail and expert performance of the Trident Aviation Ordnancemen paid huge dividends and resulted in excellent weapons performance during crucial training engagements.

A few weeks later, the Tridents had the opportunity to join VX-1 and HSL-42 at AUTEC for the Sea Combat Commanders Course. This week long exercise allowed the TRIDENTS to integrate with various air and surface units to participate in the training of prospective U.S. Submarine Commanding Officers. Working in conjunction with cruisers and frigates provided an intricate and realistic ASW training environment. The SH-60F’s performance was noteworthy. While executing dual-dipper tactics with an MH-60R from VX-


1, TRIDENT aircrews, utilizing the AQS-13F sonar, were able to keep up with and at times, outperform the newer system. For the Navy Special Warfare segment of HARP training, HS-3 was joined by a detachment of Air Force Pararescue Jumpers (PJs) from the 23rd Special Tactics Squadron, based at Hurlburt Field, FL. Both the Tridents and PJs were able to obtain several qualifications during multiple day and night fast-rope insertions, simulating maritime interdiction operations against a small mobile surface vessel. Additionally, PJ sharp shooters were able to conduct aircraft live fire sniper training. The PJs were fantastic to work with and provided valuable joint standardization and training.

In December, the Squadron completed the strike portion of HARP with several successful CSAR events. Shortly thereafter, the Tridents were finally back onboard USS Theodore Roosevelt. After a thorough cleaning of the Squadron spaces and a couple of coats of paint, it was back to business. The

SQUADRON UPDATES: HS-3/HS-11

time aboard allowed the CVW-8 fixed-wing pilots to update their carrier qualifications. The “Big Stick” was also able to complete its flight deck certification. In January, HS-3 was back onboard CVN-71 for a multi-climate FRS CQ and TCQ. The detachment began in Norfolk with subfreezing temperatures and an icy flight deck. Later, the Tridents found the climate quite comfortable as they kept a close eye on the 24th parallel to avoid Cuban airspace. The warm tropical waters between Key West and Cuba were in stark contrast to the earlier cold of the VACAPES OPAREA.

For HS-3, the inter-deployment readiness cycle has reached full swing. TSTA, COMPTUEX, and Airwing Fallon lie ahead. In the next few months, the Squadron will depart more frequently and for longer durations. Everyone is preparing for the cruise with its upcoming challenges, excitements, and many adventures abroad.

While detached to NAS Fallon, NV HS-11 Maintenance supported thirty-three NSAWC sorties totaling over seventy-two hours of flight time. These sorties provided the pilots who were enrolled in the SWTI course a rotary wing “graduate-level” instruction in all tactical mission areas. They were able to hone their piloting and instructor skills by perfecting numerous Aircraft Handling Maneuvers, practicing Surface-to-Air Countertatics (SACT) and Aerial Gunnery, and refining their Hellfire employment procedures. NSAWC’s use of Dragonslayer aircraft allowed the SWTI students to effectively place eight AGM-114 Hellfire missiles and thousands of crew served machine gun rounds on target.

Each day, following the SWTI events, HS-11 took

HS-11 SUPPORTS NSAWCArticle and Photo courtesy of HS-11 Public Affairs Office

Shortly after returning from two back-to-back deployments in December 2007, the Dragonslayers began the new year

by supporting Naval Strike and Air Warfare Center’s (NSAWC) Seahawk Weapons and Tactics Instructor course (SWTI). During a span of three months, HS-11 detached to NAS Fallon, NV and Altlantic Undersea Training and Evaluation Center (AUTEC), Andros Island, Bahamas providing aircraft, pilots and maintenance personnel to render assistance to the SWTI course. In characteristic Dragonslayer fashion, HS-11 stepped up and made the most of this opportunity. Thanks to the diligent and tireless efforts of the Dragonslayer Maintenance Department, they were able to conduct invaluable Unit Level Training events simultaneous with the SWTI support. Continued on page 63


SQUADRON UPDATES: HS-11

advantage of the exceptional training environment offered by the Fallon Range Training Complex. While detached to Nevada for a almost a month, the Dragonslayers completed thirty-one syllabus events and qualified three pilots and two aircrew in Strike Level II. Additionally, HS-11 air crew shot approximately 17,000 rounds of .50 cal and 7.62mm ammunition requalifying 16 crew member’s in Aerial Gunnery procedures.

After a short two week stay in Jacksonville, FL, home of the Dragonslayers, HS-11 flew four aircraft, twelve pilots, fourteen aircrew and approximately seventy maintenance personnel to AUTEC to support SWTI course Anti-surface and Anti-submarine Warfare training. Emulating Fallon operations, HS-11 and the SWTI course trained simultaneously, totaling over seventy-five flight hours and the completion of thirty sorties. Both units practiced their search, localization, and

tracking procedures against a MK 30 target in order to enhance their proficiency of submarine prosecution. With this training HS-11, completed twenty syllabus events, dropped six exercise torpedoes and qualified three Sea Combat Level III pilots.

As a result of the Dragonslayer’s dedication to quality work and fleet support, NSAWC successfully trained over twenty new Seahawk Weapons and Tactics Instructors, continuing their tradition of being Naval Aviation’s primary authority on training and tactics development. “HS-11’s Maintenance Department was truly the man behind the curtain throughout these detachments. We could not have provided the support we did without their expertise,” stated CDR Mike Michel, Commanding Officer of HS-11. The Dragonslayers have proved once again that “Double Ones are Second to None.”


HS-11 Dragonslayers Honors One of It’s Own Original Cadre.

Article and Photos by LTJG Joseph A. Hyde

Mr. Webster was transferred to Hollister, CA for training as a SB2C Helldiver rear gunner; with follow on orders to the USS Saratoga. His training included shooting twin 30 cal. Machine guns at simulated Japanese Zeros. During one of his training exercises, Mr. Webster was assigned red bullets while his shipmates were assigned various different colored rounds to shoot at the target. After the exercise, the target was painted with red rounds and little of any other color. On that day Mr. Webster found his pilot after this pilot went to inspect the target and shouted “Red is my crewman!” On one memorable day during his training, alarms sounded and cheers were heard all over the base and airfield - World War II was over.

Mr. Webster eventually found his way over to Jacksonville, Florida as one of the original members of HS-11. One of Mr. Webster’s sailors designed the patch that HS-11 still wears today. While sharing some of his sea stories, Mr. Webster bragged that HS-11 once held sonar contact on a Russian Submarine continuously for 96 hours until the Admiral called it off because the sub was headed to Gibraltar. During one of his cruises with HS-11, Mr. Webster was only one of 8 chiefs who were allowed to go on liberty from the ship, in Beirut, while local combat was going on in the area. While shopping on liberty, the chiefs could hear ricochets from bullets all around them. The group saw a Marine Master Sergeant with his men armed for combat running around the corner. The Master Sergeant asked them what they were doing, they told him they were shopping, the Master Sergeant then shook his head and shouted “ You guys are nuts!”

It was a pleasure having Mr. Webster sharing old sea stories about the early days of our squadron. As a token of appreciation for stopping by, HS-11 Command Master Chief Terry Stickles gave Mr. Webster a command coin which Mr. Webster really seemed to appreciate.

HS-11 Dragonslayers were honored with a visit by ATC Merle R. Webster (ret) on 21 FEB 2008. Mr. Webster was a member of the original cadre of personnel that

commissioned HS-11. He received a certificate designating him as a Rotary-wing Plank Owner dated 27 June 1957. Mr. Webster was able to share his sea stories and enthusiasm for HS-11 over a cup of coffee with the troops. His career spanned 24 years; he enlisted on the 13 September 1944 and retired in 1968.

Mr. Webster’s first assignment was in Faragout, Idaho for boot camp during World War II. Half the members of his boot camp class were assigned aboard civilian armed guard ships, which were merchant vessels; many of whom were killed in action. Mr. Webster feels he was fortunate to have been assigned to ordinance school in Norman, Oklahoma instead of the merchant vessels. After Oklahoma,

HS-11’s CMC Terry Stickles (left) and Skipper Michael Michel (right) honored Mr. Webster during the visit.


SQUADRON UPDATES:

Wildcard SAR Det Rescues Marine On A Dark And Stormy Night

Article and Photo by LCDR Shawn Bailey, USN and LT Billy Walsh, USN

An MH-60S crew from the One-Eyed Jacks of HSC-23

Det 3 braved heavy rains, strong winds and low illumination to rescue a Marine pilot in the Indian Ocean on May 18, 2007.

The crew of BW 63, LCDR Shawn “Opie” Bailey, LT Dave “Farva” Owens, AW2 Steve Hart and AWAN Jerry “Man Catcher” Lancaster, had been conducting night plane guard for about 2.5 hours when an AV-8B Harrier launched into the darkness from the deck of USS Bonhomme Richard (LHD-6). Seconds later, a short Morse code and ELT hit was heard on Guard. Unable to get a radio response from the jet, Tower suspended the launch of the second Harrier and called for BW 63 to do a visual search of the sky for the missing aircraft.

The crew reported in with TACRON to get the last point of radar contact and began a manual square pattern search at 300 feet AGL, 70 KIAS at the datum, 3nm off the bow. On the second leg BW 63 noted a blinking light on the surface about 2nm off the bow and proceeded to investigate. The smell of fuel was heavy in the air as they updated TACRON and Tower and prepared to mark an “On Top” position for a windline rescue pattern. Rolling on final into the wind, they noticed the surface light was gone, but engaged the coupled approach to their “On Top”.

The Harrier pilot had ejected just after takeoff and despite the immediate disorientation of being shot into a low-light night, had deployed his raft while parachuting to the surface. His parachute disconnected and LPU inflated automatically when he entered the salt water. When he heard the helicopter nearby, he signaled them with his flashlight, but turned it off when they got close, trying not to bloom out their Night Vision Goggles. As the SAR helicopter set up for approach, the Marine climbed into his raft and signaled them again once they were established in a hover overhead.

‘That’s one smart dude,’ Opie thought from a 70 foot hover when he saw the flashing light again at 2 o’clock and approximately 50 yards. BW 63 positioned over the survivor, keeping an eye out for his parachute and any wreckage on the way in. Neither parachute nor wreckage were sighted, only a wet Marine sitting in his raft and waving at them. The Aircraft Commander passed controls to Farva in the right seat, then engaged crew hover so the Crew Chief could guide the helicopter into position. The crew reported on top with position and 50 minutes of fuel remaining.

Less than 10 minutes after the ejection, the Rescue Swimmer deployed into the water via the hoist. AWAN Lancaster assessed the survivor to be doing well and prepped him for recovery. AW2 Hart was standing by to deploy the litter when a heavy rain storm engulfed the aircraft, visibility dropped to near zero and gusting winds pushed the aircraft around creating yaw excursions left to right up to 30 degrees in heading. Crew Hover was disengaged and the

HAC took the controls back briefly in an attempt to steady the yaw before passing controls back to the right seat Copilot. The helicopter was buffeted by wind and heavy rain while the swimmer continued to work with the survivor. After about three minutes the aircraft began to yaw right about 60 degrees. When the HAC mentioned the yaw excursion, the Copilot stated he had vertigo, so the HAC took the controls. The aircraft began to drift and rotated 180 degrees before yaw was stopped. As the aircraft stabilized, the Crew Chief stated that he had payed out all the rescue hoist cable and no longer had sight of swimmer and survivor.

As the aircraft drifted over and away from him, Airman Lancaster maintained positive control of the survivor with one hand while he disconnected from the rescue hook with the other to avoid being dragged by the helicopter and to remain with the survivor. The rescue strop was lost in the process of disconnecting. When he saw the hoist station searchlight flashing, he knew that the crew had lost sight of him, so he activated his strobe light. The rain subsided briefly at this point, allowing the HAC to see the swimmer’s strobe light 50-100 yards to the left of the aircraft. Opie slid the aircraft left to position over the swimmer and survivor where the Crew Chief regained sight.

Heavy rain and wind again engulfed the aircraft dropping visibility back down to near zero. The aircraft was continually buffeted by rapidly shifting winds causing the loss of the Radar Altimeter, Rad Alt Hold, Hover Coupler, and Heading Hold features of the Automatic Flight Control System (AFCS). The aircraft dropped 20 feet before the Barometric Altitude Hold auto engaged. The Copilot was able to reset the AFCS and the coupler re-engaged. The hoist station light was too bright against the pouring rain, so the Crew Chief asked the pilots to direct the IR Search Light toward the swimmer and survivor, Farva slewed the light into position. As he was preparing to hook the survivor and himself up to the hoist by their harness “D” rings, the

Wildcards never fold. (l-r) AW1 Hart, LCDR Bailey, AWAN Lancaster, Capt Foster, LT Owens



Rescue Swimmer noticed his right foot fin was loose, and the heel strap was gone. As he attempted to reset his foot in the fin pocket the fin came off and was lost. About this time, AW2 Hart’s Intercommunication System (ICS) began to fade due to water saturation from the pouring rain. Despite the ICS trouble and near blinding rain, the Crew Chief shouted a continuous flow of situational awareness building communications to the crew, aiding the pilot in maintaining hover position while passing the progress of the swimmer and survivor. In addition, Farva noticed that the windshield wipers had failed and notified the HAC and Crew Chief. Very difficult flying conditions just got worse. It was a Varsity night.

Onboard the USS USS Bonhomme Richard, the Captain was calling the Air Boss, concerned that he couldn’t see the SAR Bird and that he hadn’t heard from them in several minutes. Being a pilot, he appreciated how dangerous this weather was for flying and didn’t want to lose two aircraft in one night. The Air Boss called to the SAR Bird, “63, Ops Normal?” …No response. …Again, “63, Tower?”

“Standby, Boss.” Opie replied. He had more than enough to concentrate on, and talking to Tower would have to wait a minute.

“That’s all I needed.” The Air Boss said to the crowd in the tower, relieved to hear they were still alive out there somewhere. He knew the aircrew was very busy just keeping a good hover, not to mention rescuing a downed pilot.

“Swimmer and survivor coming up.” Opie called over the radio. Cheers filled the Tower. Approximately one half hour after he went in the water, the Marine Harrier pilot was pulled into the hovering helicopter. Man Catcher, having lived up to his name, plugged into the ICS.

The SAR Helicopter departed its hover at 2115 and headed just a mile or two back to the ship, realizing that their flight was far from over. With less than 5% moon illumination and visibility near zero in heavy rains and wind, the pilots followed the TACAN needle back to find the ship.

“Boss, 63, Say BRC.” Opie tried to figure out what side of the ship he was on. Making an approach from the port quarter, the well deck lights of the ship were sighted at approximately 1/16 of a mile. BW 63 announced a fuel state of 15 minutes and set up for a left seat approach to Spot 5.

“Dave, turn on the windshield wipers.” The rain poured down the windshield as if they were looking through a waterfall.

“I told you, boss, they’re broken.” Farva replied.“Boss 63 is waving off.” Opie had no chance of

seeing the landing spot or LSE due to the heavy rain and lack of wipers.

“63 Left turnout.” the Mini Boss called, not wanting the helo to fly over the bow of the ship. As they turned and continued 1 nm upwind, Opie announced vertigo from the left seat and passed the controls to Farva in the right seat. The H2P commenced a 20 degree left hand turn to down wind.

“63, Tower, Say position” the Air Boss asked.“We’re at your 190 at 1” Opie replied.“Can you see the ship?” None of the half dozen people

in the tower, using NVDs, could see anything past the deck edge, and weren’t surprised by the answer 63 gave.

“Negative boss. Got a little bit of vertigo too.” Opie replied.

In the Tower, the Air Boss turned up the Tram lights to full bright, hoping 63 would be able to pick out the lights the Harriers use as a “runway centerline” during takeoff.

Farva could not see the ship from the right side, so he asked Opie to call his turn. Again, the HAC first spotted the well deck lights at approximately 1/16 of a mile and took the controls to align the aircraft on final before passing controls back to the Copilot for the right seat landing. The approach was made difficult by low visibility and failed wipers, but Farva was able to acquire the tram lights and landing lights of spot 5 on short final. He placed the aircraft in a 150 foot hover abeam spot 5 to gain more reference with the flight deck from the right window. Opie then disengaged the Altitude Hold as Farva slid right over the deck edge into a very high hover. AW2 Hart called him into position and down to a landing on spot 5.

The sense of relief from getting the SAR bird on deck turned to joy as the Harrier pilot walked out of the rotor arc on his own and into Flight Deck Triage. AWAN Lancaster came over the ICS, “Sorry Boss, I lost the rescue strop and a fin.” Opie nearly laughed. SAR gear can be replaced. This young man just rescued a Marine from the dark stormy ocean.

Those of us who fly Search and Rescue know that on any given day we can find ourselves thrust into some pretty difficult flying conditions in an effort to save a life. Many of us fly countless hours in the Starboard D, our primary mission to be ready for exactly this to happen. On the dark and stormy night of May 18th, the crew of BW 63 braved the elements, rose to the challenge, and performed heroically to recover a shipmate in distress. The SAR Dog earned their keep that night.

SQUADRON UPDATES: HSC-23Continued from page 64


Air Station Humboldt Bay Responds To Four People In The Water

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At 1:40 p.m. on 17 May 2008, US Coast Guard Air Station Humboldt Bay received a report of four people in the water at the

mouth of the Klamath River south of Crescent City, CA. Allegedly, the four men were fishing on a 16-foot flat-

bottom jet-drive boat, which capsized after reaching 15-foot breaking surf at the mouth of the Klamath River. None of the members onboard the boat were reported to be wearing lifejackets

At 2:00 p.m. an HH-65 helicopter from Air Station Humboldt Bay, was launched and arrived on scene at 2:23 p.m. As the HH-65 transited to the area, two of the people in the water were rescued by a Yurok Tribal Rescue boat. The Coast Guard helicopter arrived at the mouth of the Klamath River and commenced a search for the remaining two boaters.

Assisting in the helicopter in the search was the Yurok Tribal boat, a Del Norte County Sherriff vessel, and a US Coast Guard Auxiliary vessel which had deployed from Crescent City.

The HH-65 spotted a person in the surf who had washed up onto the shore. The person appeared unresponsive and several beachgoers had gathered near the man and signaled to the orbiting helicopter. The helo deployed a rescue swimmer to the beach to assess the condition of the man and confirm that the other persons on the beach were not from the overturned boat. With help from the bystanders, the boater, unresponsive to First Aid, was later transferred to Del Norte County Sheriff’s Coroners Office.

After the rescue swimmer had analyzed the situation on the shore, the HH-65 returned to the beach, recovered the rescue swimmer, and then began a search for the last missing boater.

At 3:14 p.m., the HH-65 located the fourth person from the fishing vessel, two miles offshore. The aircraft immediately deployed the rescue swimmer to the water and backed away as the swimmer approached the survivor. The man was extremely hypothermic after being in approximately 55 degree water for almost 1.5 hours. Also, the person was equipped with a prosthetic leg which made swimming and staying afloat difficult.

The rescue swimmer gained positive control of the survivor and swam him to the helicopter as the rescue basket was deployed. The man was placed into the basket and hoisted aboard the aircraft which then recovered the rescue swimmer and proceeded to Crescent City Airport.

The survivor was transferred to a waiting ambulance at the airport and then transported to Mercy Hospital. The helicopter refueled at Crescent City and returned to Air Station Humboldt Bay.

The two boaters rescued by the Yurok Tribal Rescue boat were also transferred to Mercy Hospital by ambulance.

The Coast Guard recommends the use of lifejackets when onboard any vessel and recommends all vessels file a float plan before getting underway. California’s coastline is known for heavy surf and the Coast Guard recommends all vessels check weather reports before getting underway to monitor surf conditions.

Article Released by USCGAS Humboldt Bay Public Affairs Office


COAST GUARD UPDATES: USCGAS Sitka /

Coast Guard Delivers Pump To Flooding Vessel

An HH-60J Jayhawk helicopter was launched from Air Station Sitka just after 9pm on March 29th to respond to a distress call

from the fishing vessel Charles T. The two men onboard the Charles T were offshore, approximately 20 miles west of Noyes Island when the vessel began taking on water. When the men realized that the vessels’ pumps were unable to keep up with the flooding, they turned the boat toward the beach and transmitted a distress call on VHF channel 16.

A Coast Guard helicopter arrived on-scene to find the Charles T underway, having repaired their onboard de-watering system. The crew requested an extra pump however, in the event that their installed equipment might again become inoperative. The aircrew delivered a de-watering pump and the vessel established a 1-hour communications schedule w/ the Coast Guard command center in Juneau for the duration of their transit to Petersburg.

The Charles T arrived safely in port the following morning.

USCGAS New Orleans

USCG Aviation Training Center Mobile“Salty” the Pelican Unveiled in Pensacola

The Coast Guard held a dedication ceremony for, Semper S. Paratican, the Coast Guard’s Pelican as part of Pensacola’s “Pelicans in

Paradise” program here Wednesday May 7, 2008. The dedication ceremony included a search and

rescue demonstration by crewmembers from Coast Guard Station Pensacola, Air Station New Orleans and the Aviation Training Center in Mobile, AL.

Salty the Pelican was unveiled May 6, 2008. Photo taken by Adam Ziglar, Pensacola News Journal

Article Released by USCGAS Sitka Public Affairs Office

Article Released by USCGAS New Orleans Public Affairs Office


Coast Guard Rescues Two Men From Disabled Sail Boat

The crew of a Coast Guard HH-65C rescue

helicopter from Air Station Corpus Christi hoisted two men at 10:00 a.m. March 4th 2008, off a disabled sailboat 108 miles offshore east of Corpus Christi.

Both the 50 year old and the 35 year old men were from Dallas, Texas and suffered no injuries. The 30 foot disabled sailboat named Air Pirate, home ported from Kemah Boardwalk in Galveston, Texas, was left adrift.

Coast Guard Air Station Corpus Christi initially responded to the sailboat’s distress signal at 5:50 p.m. last night by launching the crew of a HU-25C rescue aircraft.

The sailboat incurred ripped sails last night with winds gusting to 45 knots and seas at 12 to 14 feet. The sailboat’s engine would not start and both men elected to spend the night aboard the boat until this morning.

The sailboat departed Galveston on February 29th and was en-route to the Yucatan peninsula.

COAST GUARD UPDATES: USCGAS Corpus Christi / USCGAS Cape Cod

USCGAS Cape Cod, Massachusetts

CG MEDEVACs Two Injured Crewmembers

Two severely injured mariners were MEDEVACed from a 619-foot vessel anchored in Ambrose Channel. One

crewmember is reportedly suffering from a broken right leg, as well as injuries to his chin, knee and back. The other was reportedly suffering from an injured collarbone and back and was immobilized. The injuries reportedly occurred due to heavy seas while the mariners were working on board the Thor Alliance, home ported in Thailand, while the vessel was en route to New York Harbor Saturday, March 22. A Coast Guard HH60 helicopter crew from Air Station Cape Cod arrived on scene at 3:15 p.m. and lowered an emergency medical technician to the vessel to determine if an airlift would be physically safe for the crewmembers. Once the MEDEVAC was determined to be safe, the injured men were hoisted onto the helicopter and transported to a local hospital

on Staten Island.A Coast Guard boarding team was conducting a

security boarding at 10:40a.m. when they discovered that the two crewmembers were injured. Due to the length of time the vessel was to be at anchorage and the unknown severity of the injuries, a flight surgeon recommended the MEDEVAC.

“It’s crucial to take pre-cautions for all medical conditions you might receive while underway on the water,” said the Coast Guard Sector New York command duty officer. “Had it not been for the quick thinking of the Coast

Guard boarding team members, the crewmember’s injuries could have gotten progressively worse.”

Weather on scene was reported as calm with 10-15-knot winds and one-foot seas.

Article Released by USCGAS Corpus Christi Public Affairs Office

Article Released by USCGAS Cape Cod Public Affairs Office


The Rescue of Streetcar 304A Navy Pilot’s Forty Hours on the Run in LaosBy Kenny W. FieldsReviewed by Capt Vincent C. Secades, USN (Ret)

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The 31st of May 1968 LT Kenny Fields was flying his A-7A Corsair II aircraft in his first-ever combat mission. He had catapulted off USS America (CVA-66), steaming in Yankee Station, the Gulf of Tomkin. While making his second bombing run on designated targets in Laos, his aircraft was hit by anti-aircraft

artillery (AAA) fire. A large piece of the right wing was ripped off. The aircraft began to tumble, completely out of control. LT Fields had to eject right in the middle of a large concentration of enemy forces, North Vietnamese regulars and Pathet Lao guerrillas. Unknown to him, the area was being used by the remnants of the North Vietnamese forces that had been defeated during the prolonged battle of Khe Sanh to regroup and plan their next course of action in the war. The area where Lt Fields went down was ringed with a massive concentration of AAA emplacements. During his ejection he suffered a compression fracture of vertebrae in the lumbar area, which caused him severe lower back pain. During the next 39 hours LT Fields had to run for his life, hide in the jungle thickets, the ferns and high grasses of lightly forested clearings, and evade a persistently searching enemy, sometimes only a few feet from his hiding positions. LT Fields’ ejection triggered one of the largest and longest air rescue efforts of the Vietnam War. A total of 189 sorties were flown before the rescue was accomplished, a few by the Navy, but the bulk of them by the Air Force. Four pilots had to eject. Four airplanes were lost and three more were heavily damaged. Eight airmen required rescue. One of them was captured and had to endure five years of imprisonment in the hands of the North Vietnamese. LT Fields faced the threat posed by a nearby leopard, a tiger, and the maddening torture inflicted by a swarm of hungry mosquitoes. He caught malaria. Fortunately, the symptoms did not begin to manifest until a few days after he was rescued. He was nearly killed by friendly fire on numerous occasions, including a truly miraculous one, when a CBU anti-personnel bomblet hit the ground a few inches from his feet and failed to explode. He suffered shrapnel damage to his sciatic nerve, which caused excruciating pain in his right foot. In the weeks that followed after LT Fields was finally rescued, nineteen CBU bomblet pellets and several pieces of shrapnel had to be extracted from his body. It took him four months to recover from his injuries and to return to flying status. However, before his cruise was over, he again flew combat missions over North and South Vietnam.

In his book, Kenny Fields relates in simple, clear language his harrowing saga. He very eloquently describes the dreary and forsaken conditions he had to endure during his 39 hours hiding and evading the enemy, and the range of emotions these conditions engendered. His pervasive fear of being captured and becoming a POW. The moral boost generated by the promise of each rescue attempt, and the forlorn disappointment that followed each failure. His is a story of fortitude and perseverance in the presence of ominous odds. After extensive research, he also pieced together the stories of the airmen involved in the several failed attempts and the one miraculous rescue. These segments are logically interspersed in the narrative to provide a smoothly flowing and coherent story. This story has such an intrinsic dramatic magnitude that no literary embellishments are necessary to make it a riveting narrative. Once the reader immerses himself in the story, it is very, very difficult to put this book down. Kenny Fields also gives us a vivid word image of the angst and sacrifices that military duty imposes on wives and families. With his unassuming and objective style, he gives us a realistic glimpse at the manifestations of careerism, inter-service rivalry and service parochialism that unavoidably arise occasionally, even in the midst of a war. But, above all, this is an inspiring story about valor, dedication to duty, and heroism. First and foremost, this is a book about heroes. Kenny Fields poses a very complex and difficult question; a question that not even he can answer. What is one man’s life worth? Is it worth the lives of many to save just one? And, if so, for what future purpose is that life saved?

The word “hero” is the most misused and abused word in the American lexicon. This book tells the story of true heroes; men that put their

lives at great risk, notwithstanding their fears. Men that, in spite of their psyches rebelling internally against the traumatic assaults to their survival and mental sanity, go on performing their perilous duties day in and day out, their truly heroic deeds remaining largely anonymous to all but the very few in their inner circle. The willingness to put their lives on the line to save the lives of their fellow servicemen is the greatest manifestation of nobility of fighting men in combat. The motto of the helicopter combat search and rescue crews, “So That Others Might Live,” evokes the spiritual sentiment of the biblical verse, “Greater love than this no man hath, that a man lay down his life for his friend.”

The Rescue of Streetcar 304 Kenny W. FieldsNaval Institute Press, Annapolis, MD2007, hardcover, 384 pages, Illustrated

$29.95


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NHA 2008:

The View from the WaterfrontArticle By LT BJ Armstrong, USN

Every spring the NHA Symposium rolls into town. For a decade and a half that town has either been San Diego,

California or Jacksonville, Florida. This year, however, the gathering of the best and brightest of rotary-wing aviation returned to the home of the largest naval base in the world: Norfolk, Virginia. The squadrons were

organized and aviators arrived from all over the country. This year’s attendees included a group often overlooked by the rest of the helicopter community, a group that frequently attends the symposium but is rarely recognized. They are helicopter pilots on disassociated sea-tours. It is appropriate, with this year’s location and its waterfront full of aviation related ships, that the Symposium drew large numbers of attendees from aboard the “boats.”

Aviators on their “boat tour” are surrounded on all sides by outside influences, whether it is our surface warrior brothers or the hard-charging Marines aboard the Gators. The NHA Symposium provides an opportunity for these helicopter pilots to return to their roots every year. Old friends are met, new connections made, and disassociated sea-warriors plug themselves back into the greatest community in the Navy. Career options appear limited when you’re on “the boat,” so attendance at the symposium can suggest new ideas and open new doors. It also helps aviators keep in touch with their individual communities, staying abreast of the rapid changes that come in the age of Helo CONOPs.

Helicopter pilots from aboard the L-decks were the largest contingent present this year. Even those who weren’t able to make the trip to the Atlantic coast achieved accolades as the USS Essex won a coveted “Max-Beep” award with 100% membership in NHA. The aviators aboard USS Wasp also achieved “max-beep,” and had 100% attendance at the Symposium’s many events. Other L-decks also achieved the “double hundred,” including the USS Ponce whose Air

Boss LCDR Brian Shultz, the sole aviator aboard, attended the Symposium.

The briefings and Q&A sessions with the detailers are always an important draw for aviators disconnected from the squadrons. The Flag Panel also drew a large crowd. But it isn’t all serious work. Helicopter pilots on the dissociated sea tours attended the many receptions and social events in large numbers, taking part in the camaraderie and occasional adult beverage that many miss while away from their communities. The golf tournament, as always, was a big draw and USS Wasp sent its own team made up of CAPT Dan Fillion the Commanding Officer, MAJ Matt McCloud the Air Operations Officer, LCDR Billy Delmar the Hanger Deck Officer, and LT Doug Burfield the Mini-Boss. These functions also give those with the same position on different ships the opportunity to compare notes and look for new and different ways of executing their jobs.

In their own time each helo bubba on a “boat tour” will return to their communities and the joy of once again being able to escape the boat, even if it is just to log some flight time doing DLQs or flying “The D.” However, until those next orders come the NHA Symposium helps to remind them of where they come from, and where they will return.


The Next Issue of the

focuses on Naval Helicopter TrainingAll photo and article submissions need to be no later than August 22, 2008 to your Rotor Review community

editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or [email protected]


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