Rr105 digital

Number 105 Spring 2009

Spring 2009 Num

ber 105

To Be or Not To Be Super JO? That Is the Question.Safety Statistics and Military Helicopter Risks.

30,000th Winging: A Naval Rotary Wing Milestone

MH-60RHere and Now

A new bird is prowling the skies. Protecting the battlegroup. Operating with confidence in the complex environments our nation’s sailors face daily. The MH-60R is here. An all-new aircraft. Armed with sophisticated equipment. Including integrated systems able to detect undersea objects at three to seven times the range of current helicopters, and track 10 times as many surface targets. And that’s just for starters. Future technology upgrades will make the MH-60R even more net-centric, more lethal, and more capable. MH-60R. The right helicopter, right now.

302-55945_MH60_RR.indd 1 11/11/08 9:52:43 AM

Rotor Review # 105 Spring ‘09 1

Number 105 / Spring‘09Naval Helicopter Association

©2009 Naval Helicopter Association, Inc., all rights reserved

EditorLCDR Kristin Ohleger, USN

Design EditorGeorge Hopson

Aircrewman EditorAW2 Kenny Sevenello, USN

HSC / HM EditorLT Sandra Kjono, USNLT Julie Dunnigan, USN

HS / Special Mission EditorLT Doug Hale, USN

HSL/HSM EditorLT Anthony Amodeo, USN

USMC EditorCapt Vanessa Clark, USMC

USCG EditorLTJG Todd Vorenkamp, USCG

Book Review EditorLCDR BJ Armstrong, USN

Technical AdvisorLCDR Chip Lancaster, USN (Ret)

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

Historical EditorCAPT Vincent Secades, USN (Ret)

Page 11

Page 21

Page 36

Page 44

Features11

12

17

18

20

21

22

23

24

25

27

Keep The Marine DIs at OCSMs. Elizabeth Hawes Unangst

A Dedicated Naval Special Operations Air AssetENS J.J. Risner, USN

The Good, The Bad, and The LuckyLTJG Jacquelyn Felber, USN

Jack of all Trades!LTJG Michael “Sweaty” Weber, USN

V-22 Faces Mission Capable Rate IssuesBettina H. Chavanne, USNAviation Week Staff Writer

Pantera, Pantera, PanteraLTJG Carlos Oroza, USN

Old School meets New SchoolAWCS Lindaleah Johnson, USN

Gauges Green, CleanLT Justin Letwinsky, USN

BASH CONDITION LOWLT Chris Grande, USN

To Be or Not to Be a Super JO? That is the QuestionLT Doug “Spooner” Hale, USN

Safety Statistics and Military Helicopter RisksPeter B. Mapes, MD, MPH, BS

Features

36

37

38

38

39

39

43

44

44

45

70

CONOPS Here and Now...Symposium in ReviewLT Doug “Spooner” Hale, USN

Keynote Address...Kicks Off...SymposiumLTJG David Thomas, USN

Maintainers in the NHA?AM2 Michael B. Bisher, USN

Catching Up With Old Bubbas and Making New OnesLT Ashley “Mary Kate” Church, USN

All the Rules, All of the TimeLTJG James Thomas, USN

NHA Symposium Awards LuncheonLT Julie Dunnigan, USN

2009 NHA Symposium Sports DayLT Dan Teeter, USN

The Strong RevealedAW1(AW/SW) Kristofer M. Camarro, USN

Captains of Industry 2009LTJG Todd Vorenkamp, USCG

No Beating Around the Bush: A Spirited Admiral’s DiscussionLTJG Jeff Foulds, USN

Perspective of the 2009 SymposiumRADM Gary Jones, USN

FocusCONOPS Here and Now...2009 Symposium Hightlights

Focus

Printing byDiego & Son Printing, Inc

San Diego, California

The cover is Digital Imagery was done by George Hopson, NHA Art Editor.

Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc (NHA), a California nonprofi t corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members on request. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578 , Coronado, CA 92178-0578


National Offi cersPresident....................................... CAPT Donald Williamson, USNV/P Corp Mem......................... CAPT Mike Middleton, USN (Ret)V/P Awards ............................................CDR Mike Dowling, USNV/P Membership .........................................CDR Chris Mills, USNV/P Symposium 2009.......................CDR Shaun McAndrew, USNSecretary..................................................LT Daniel Morreira, USNTreasurer ......................................................LT Chris Grande, USN“Stuff”.................................... ................LT Jen McCollough, USNExecutive Director.................Col. Howard Whitfi eld, USMC (Ret) Admin/Rotor Review Design Editor........................George HopsonMembership/Symposium ............................................. Lucy Haase

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

CAPT Paul Stevens, USN (Ret)

Regional Offi cersRegion 1 - San Diego

Directors.……………….....................CAPT Frank Harrison, USN CAPT Buddy Iannone, USNR CAPT Donald Williamson, USN President..…................................. CDR Robert Buckingham, USN

Region 2 - Washington D.C.Director ..…………...………….............CAPT Bill Lescher, USN CAPT Andy Macyko, USNPresident .................................................LCDR Eric Bower, USN

Region 3 - JacksonvilleDirector ...................................................... CAPT Carl Bush, USNPresident...................................................CAPT Neil Karnes, USN

Region 4 - NorfolkDirector ..............................................CAPT Steve Schreiber, USN President ...........................................CDR Christopher Rapp, USN

Region 5 - PensacolaDirectors........................................CAPT James Vandiver, USN CAPT Jim Pendley, USN CAPT Steve Truhlar, USCG

President ..........................................CDR Chris Heaney, USN

Far East ChapterPresident ......................................CDR Stephen McKone, 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, IncBinghamton Simulator Company

Boeing Aircraft & MissileBooz | Allen | Hamilton

Breeze-Eastern CAE Inc.

Delex System, Inc G.E. Aircraft Engines

Goodrich Corporation, Fuel & Utility SystemsHarris Corporation

Lockheed Martin Systems Integration-OwegoL3 Communications / D.P. Associates Inc.

L3 Communications / Ocean SystemsL3 Communications / Vertex Aerospace

Navy Mutual Aid AssociationNorthrop Grumman Integrated Systems

Pen Air Federal Credit UnionRaytheon Naval & Maritime Systems

Robertson Aviation LLCRockwell Collins Corporation

Rolls-Royce CorporationSikorsky Aircraft Corporation

StandardAeroTelephonics Corporation

Whitney, Bradley and Brown Inc.

NHA Scholarship Fund

President.... . . . . . . . . . . . . . . . . . .CAPT Paul Stevens, USN(Ret)V/P Operations.........................................................................TBD V/P Fundraising ...............CDR Richard O’Connell, USNV/P Scholarships ..........CDR Gregory M. Sheahan, USNV/P CFC Merit Scholarship.............LT Nate Velcio, USNTreasurer....................................LT Price Balderson, USNCorresponding Secretary..................LT Sharon Stortz, 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-OwegoUniversity of San DiegoNavy Mutual Aid AssociationUSAASikorsky Aircraft Corporation

C2263548C4

Page


Number 105 / Spring ‘09

Departments

Editor’s LogLCDR Kristin Ohleger, USN

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

President’s Message CAPT Donald Williamson, USN

NHA Scholarship Fund CAPT Paul Stevens, USN (Ret)

Executive Director’s Notes Col Howard Whitfi eld, USMC (Ret)

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

Industry and Technology

Historical

H46 over BaguioLCDR(Ret) Joe Gardner, USN

CSAR Stories... Sea Services Helicopters Go To...Korean WarLCDR(Ret) Tom Phillips, USN

There I Was

Change of Command

Regional Updates

Squadron Updates

Book Review

A Salute to Our Fallen Heroes of Naval Helicopter Community

Stuff

4

4

5

6

6

7

8

31

32

49

50

53

57

68

69

72

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 .

The Rotor Review is intended to support the goals of the association, provide a forum for discussion and exchange of information on topics of interest to the rotary wing community, and keep membership informed of NHA activities.As necessary, the President of NHA will provide the guidance to the Rotor Review Editorial Board to ensure the Rotor Reviewcontent continues to support this statement of policy as Naval Helicopter Association adjusts to expanding rotary wing community.

Page 9

Page 55

Page 64

Page 31


Editor’s Log

LCDR Kristin Ohleger, USN Rotor Review Editor-in-Chief

Chairman’s Brief

Continue on page 5

In the spirit o f f u l l disclosure,

I’ve never attended an NHA Symposium I did not enjoy. That sa id , I be l ieve the 2009 Symposium set a new standard for professionalism,

camaraderie, tactical dialogue and fun! Following the benchmark success of 2008’s Norfolk Symposium, Region 1’s Symposium Committee (led by CDR Shaun McAndrew) had their work cut out for them. As everyone who was there knows, they were more than up to the challenge. The most vivid moment for me was prior to the Flag panel. I was about to introduce our panel members when I had the opportunity to recognize 1967 Vietnam H-3 CSAR Navy Cross winner, Neil Sparks, who was in the audience. The spontaneous standing ovation was unexpected (by him) but sincerely, emotionally appreciated. And there we were, the 2009 Rotary Wing community honoring a legacy hero. In our audience that day were our past, present and future: LT Sparks, whose fl ight helped establish our heritage; CDR Sunni Williams, H-46 driver and record-setting astronaut; and our current membership, naval aviators, aircrew and maintainers, executing the

most diverse mission-set we’ve ever known. That’s what I will remember about NHA San Diego 2009. This 105th edition of Rotor Review is dedicated to the Symposium here is my brief recap:- Board of Director’s/Trustee meeting: Volunteers all, we review what is working, what could be improved and take stock of our future. Our focus remains on supporting interaction between and recognition of our active duty membership and promoting an appreciation of naval rotary wing aircraft. Bottom line: voluntary membership is at record numbers and is growing; our fi nances, even in these diffi cult times, are solid thanks to wise, conservative investment; our tactical and strategic relevance to our Navy and nation has never been more appreciated. VADM Kilcline joined us for the BOD meeting. He shared his vision for Naval Rotary Wing Aviation and the important future for all aviation associations. My sincere thanks to our national and regional NHA leadership and our pilot/aircrew/maintainer members. You are all responsible for our success and infl uence

as an association.- Members Reunion: 503 in attendance at the Admiral Kidd Club, a new “unoffi cial” record. The fact that only 265 of you pre-registered was OK…. LT’s. Lembo and Hacker were fl exible. One unexpected re-union had former squadron mates meeting for the fi rst time in 36 years; one other case was a happy re-union of shipmates who hadn’t seen each other since last summer. It’s all relative. Heard one XO say “is that my schedules offi cer talking to the air boss?” You always hate to see this event end; remains one of NHA’s signature events.- Keynote Address: Our “air boss”, VADM Kilcline. Spoke to us with an in-depth knowledge of current operations, rotary wing TTPs and he can hover, too. Since ’93, he’s fl own the 60 B, F, H, R & S. Took questions from the audience and provided direct, unambiguous answers. We are increasing our “fl eet footprint” from 35 to 41 Navy helicopter squadrons. The air boss re-stated he sees an air wing commander in our future and an air boss. Yes, an air boss. He knows and greatly appreciates our warfi ghting contributions to the fl eet. We contribute, we perform, we execute.- Awards Luncheon (LT Dunnigan): Every year I stand in awe of the accomplishments of our national award winners. Family, friends

Welcome to Rotor Review105! As you

may notice, just like every spring issue, we are again focusing on the Naval Helicopter Association’s Annual Symposium. While we try to make each issue of Rotor Review focus on new and exciting topics in our Naval Helicopter community, the editors believe that it is important to keep the tradition of reviewing the highlights of the event in the magazine. This year’s Symposium was held out here in sunny San Diego and is highlighted in color in the center section of the magazine. For those of you who were able to make it out here and even those who weren’t

so lucky, you will find that these articles captured some of the great presentations given and other events from the Symposium.

I would like to take the opportunity to thank two of our community editors for all of their time and effort put in to making Rotor Review the great magazine that it has become over the last few years. Both LT Sandra Kjono and LT Kevin Colon will be leaving us to pursue other opportunities outside of the Navy. We wish both of you luck and thank you for all of your hard work you have given to this magazine. You will both be missed. With that

being said, I would like to welcome LT Julie Dunnigan and LT Doug Hale to the staff. If you have any questions for the HSC/HS community submission, please contact them.

As always this issue has a lot of squadron updates and a few scary ‘There I was’ articles. Please continue to submit articles to your community editors as the magazine wouldn’t be what it is without your support.

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


Continued from page 4

President’s Message

RADM Steve Tomaszeski, USN(Ret) NHA Chairman

CAPT Donald E. Williamson, USN NHA President

and squadron mates join NHA’s industry and uniformed leadership to recognize professional achievement. I have the pleasure of reading each regional award submission. I wish we could publish them all in RR. They are simply inspiring. A unique coincidence occurred during this year’s ceremony honoring the USCG Aircrew of the Year from Alaska. The presentation was made special by the presence of RDML Ostebo, USCG, who joined his heroic CG crew at the podium. Why special? Well, 20 years ago, LT Ostebo was the HAC of an Alaskan H-3 crew who were awarded NHA “Crew of the Year” honors in 1989. Can you top that! Yes, you can if you were one of the multiple NHA scholarship awardees. Capt. Paul Stevens did the honors; see his Scholarship report inside.- Sports Day (AWCs Deaton and Norman, AW1 Santini, LTs Anderson, Brown, Balderson, Hacker, Uhl): The Aircrew competition, 5K run, golf, and Sports B-B-Q. Golf at NAS North Island was a treat but what’s with the limit on buying Mulligans? There were prizes for everyone; I know even last place scored $25 gift certifi cates. See more inside on the results of our competitions. - Spouses Luncheon: Always a most elegant affair. Held this year atop NAS North Island’s

Island Club and well organized by the Helicopter Officer Spouses Club. By all accounts a grand success with guest speaker Lee Silber delivering entertaining remarks.- Captains of Industry Panel: Corporate leaders come to NHA to hear what you have to say and once again they were not disappointed. Executives from Telephonics, CAE, Raytheon, Sikorsky, Lockheed Martin and Northrop Grumman formed our panel moderated by RDML Grosklags, USN. UAV’s, ASW, crew served weapons, acquisition effi ciency and brownout technology were some of the topics covered.- Flag Panel: SRO, always. Moderated with style by RADM McGrath, USN. 90+ minutes of Q & A with the leadership of Naval Aviation. Professional, candid dialogue across the spectrum of issues important to our community. This forum never lacks for enthusiastic audience participation. RADM Jones delivered inspiring Symposium closing remarks to conclude the panel. They are re-printed within this edition of RR.

Final thoughts: The Symposium edition of RR was a benchmark in professional association publications. George Hopson is responsible for that. There is no finer association magazine in Naval Aviation today. Thank you, George!This year’s guest speakers and topics were exceptional. CVN integration, anti-piracy, safety, personnel detailing, and our own astronaut….priceless. My only regret was the one star list had not yet been released as all 3 selectees were in attendance. Congratulations to: RDML (sel) Lescher, Roberti and Scott!Yes, the 2009 Symposium was an unqualifi ed success. Tip of the Blade to: Commodore Williamson and his hard working staff and Symposium workshop committee members; our 28 corporate sponsors without whose year round support this all would not be possible; our NHA HQ staff Col. Whitfi eld, Lucy & George; and YOU, each member of NHA. Your service underwrites our continued success. BZ! And see you in Jacksonville in 2010. Until our next brief, fl y well and…Keep Your Turns Up!

NHA Members,Thank You! I think you would

agree this year’s NHA National Symposium was one of the best in recent memory. This issue of

Rotor Review is dedicated to the symposium and is full of great stories and photographs that highlight the great professional symposium we all shared.

I would like to personally thank those that made this year’s symposium possible. I’d like to start by thanking our corporate sponsors. Quite frankly, without the support of our industry partners, the annual NHA Symposium would not be possible. Not only do they underwrite much of the cost, they also bring their hardware to display for all of us to see.

As you can tell, running the NHA Annual Symposium is big business – and it is a complex business. I’d like to thank our NHA professional staff for their enduring dedication to NHA. COL (Ret) Howard Whitfi eld, Mr. George Hopson and Mrs. Lucy Haase put together another fi rst-class event

this year. These three pro’s provide the month-to-month and year-to-year continuity for our organization that allow us to continually make our Symposiums better. COL Whitfield provides the oversight and business plan. Mr. Hopson, with the support of our Rotor Review Editorial Staff, has done wonders with our magazine and has made it a top-notch national publication. Mrs. Haase does a terrifi c job coordinating our membership and keeping track of our databases.

Next, I’d like to thank the 2009 Symposium Committee for their fantastic work. This committee of over 30 First Class Petty Officers, Chiefs, Senior Chiefs, Master Chiefs, Lieutenants and Lieutenant Commanders, all under the charge of CDR Shaun McAndrew, coordinated every detail of the symposium schedule of events with precision. Thanks to all of our Active Duty volunteers that helped make this past Symposium such as a success! The symposium would not be possible without the dedicated service of all our volunteers.

Last, I’d like to thank all of you - our NHA Members - for your participation in this year’s symposium. From Commanding Offi cer to junior enlisted, I think this year’s symposium had something for everyone. I appreciate the CO’s taking an “operational pause” to allow your Sailors the time to attend the symposium. I’d also like to thank all those that traveled from out of town to attend. This year’s “Member’s Reunion” was the most well attended reunion we’ve ever had. It is you, our Active Duty membership that sets NHA apart from other Navy associations. Although Tailhook has a membership base of about 10,500, both Tailhook and NHA have the same number of Active Duty members – right around 3,000 members. Our close relationship with Active Duty Fleet helicopter aviators is what continues to make NHA a vibrant and successful organization. Thank you!

Keep your turns up!


NHA Scholarship Fund

CAPT Paul Stevens, USN (Ret)NHA Scholarship Fund Chairman

Executive Director’s Notes

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

Wh a t a g r e a t

s y m p o s i u m ! Clearly the health of our Association and the rotary

wing community has never been better. Many thanks to all who contributed to our Scholarship Fund through this raffl e, golf tournament and with individual donations. We raised more than $1200 during the Symposium and networked some promising leads in the corporate world that may pay big dividends in the coming year. BZ to all for your support!During the Awards Luncheon, we announced this year’s Scholarship winner and we’ve included them in this edition of the magazine. We also recognized our most consistent corporate donors whose generous gifts help fund our scholarships each year. They are: Raytheon, DP/L-3 Associates, Lockheed Martin and Sikorsky. I can’t say enough about how important they are to the viability/growth of our Scholarship Fund.We’ve made a few personnel changes on

the Scholarship Committee this past month. I’d like to thank two members who moved on: LT John Anderson who was the glue that held the Committee together for the past two years as our executive secretary and CDR Greg Sheahan, our VP for projects. Both did an outstanding job in administering the Fund. Taking their place is LT Sharon Stortz, CDR Eric Pfi ster and Lt Jim Scharff. Thanks for volunteering for this important work!The health of the Fund remains quite good. You will soon see a revised website and along with that, new scholarship eligibility rules that will more closely target our rotary wing community. We have also started to recover some of our market losses and are optimistic about the potential for new growth this year. If you are retired and looking for a way to give back to the community, please consider joining our scholarship team. I am looking for a retired representative in each of our Regions to work with regional leadership on Scholarship issues/initiatives. Please also consider making our Scholarship Fund part of you charitable giving plans this year. With our new eligibility rules, your donations will be directly serving our rotary wing community. Hold fast.............

This year ’s Symposium w a s a

resounding success, some thought it was the best we have had. Major credit goes to our President, CAPT Willie Williamson

and Symposium Vice President, CDR Shawn McAndrew. CAPT Williamson was involved from the beginning in all aspects of the planning. CDR McAndrew and her committee of volunteers were very thorough in all their preparations and follow through. The Member’s Reunion at Admiral Kidd Club had about 550 attendees, which is one of the best turnouts we have had. We had some special speakers this year, VADM Kilcline gave our Keynote Address, RDML

McKnight gave us the latest on anti-piracy actions, CAPT (ret) Dick Healing gave our Safety Briefi ng, and CAPT Sunita Williams inspired us with her experiences as an astronaut. We had great weather for the three sporting events, Aircrew Competition, 5K Fun Run and Golf Tournament. The Enlisted Panel, Captains of Industry panel and Flag Panel were equally informative and challenging. See more about our speakers and panels in the Symposium section of this issue. Next on NHA’s major event calendar is the Fleet Fly-In at NAS Whiting Field, October 20-23. Next year’s Symposium will be held May 24-27, 2010, at the Hyatt Regency Hotel, Jacksonville, Florida.

Consolidated Membership ReportYear May 2008 May 20091 year 1002 11052 year “nugget” 509 5333 year 714 8095 year 485 518Other* 123 124Total 2,833 3,089* Honorary

Military Membership May 2008 May 2009 Active Duty & Reserve 1,953 2,214 Retired 449 446


By CAPT George Galdorisi, USN (Ret)

A View From The Labs... Supporting The Fleet

“What Will Tomorrow’s Helo CONOPs Look Like – and Who Will Write It.”

The focus of this issue of Rotor

R e v i e w i s “CONOPS Here and Now.” Before I even begin to try to address this issue, I want to strongly suggest that every naval rotary wing aviator read Commodore Don Williamson’s outstanding Helo CONOPS article in the 2009 NHA Symposium program. For those of you deployed or on the “right coast” or who otherwise haven’t seen his article the text box introducing his superb article is worth repeating:

“As we gather here in San Diego for the 33rd annual Naval Helicopter Association Symposium, we stand at the threshold of a new chapter in rotary wing aviation. This year’s NHA Symposium theme, “Helo CONOPS: Here and Now!” could not be more relevant than today. The fi rst Carrier Air Wing to deploy with the MH-60R and the MH-60S team of helicopters is currently at sea. Carrier Air Wing NINE, embarked in USS JOHN C STENNIS (CVN-74) is the fi rst air wing to deploy with two helicopter squadrons – with its complement of the newest and most capable helicopters in the world. Helo CONOPS truly IShere and now!”

Commodore Williamson packs an enormous amount of punch in his relatively short article. Those of you who have been at this a while – the active duty and retired helo fl ag community, those involved in the helicopter R&D, requirements, and acquisition process, and especially those many wing commodores – past and present – who have advocated and lobbied for this CONOPS, know this concept was envisioned as long as a

quarter-century ago and has, indeed, been a long time coming.The organization, doctrine, business rules and other procedures extant in the naval helicopter community all-but-ensure that the lessons learned from this fi rst-ever deployment will be captured, reviewed, discussed and analyzed, and that future deployments will be even more successful than the current John C Stennis deployment. Our community has never lagged in its ability to do just that, and today’s wing commodores will lead that effort.But as we go through this important process and improve the warfighting capabilities operating with this CONOPS delivers to the naval aviation, to the Navy writ large, and ultimately to the Joint force today and tomorrow, our community must also keep a weather eye on how this CONOPS will evolve to support not just tomorrow’s Navy but also the Navy-after-Next.One of the best ways of doing this is to stay abreast of what Navy, Defense and Intelligence community professionals are telling us about what the future is likely to hold, what kind of military forces will be needed for that as-yet-dimly-perceived future, and perhaps most importantly, what the Joint force CONOPS for that future force will be. Only by embarking on this journey will tomorrow’s Helo CONOPS be the most effective one for our community.Some of that forward-looking process is embodied in The Joint Operating Environment 2008: Challenges and Implications for the Future Joint Forcewe talked about in the last issue of Rotor Review. The JOE is the U.S. military’s well-nuanced look at the future and represents the culmination of years of work on the part of JFCOM, the Joint Staff and the Combatant Commanders. Hand-in-hand with The JOE is the Capstone Concept for Joint Operations, the “top tier” publication of the Joint Staff. While The JOE, published by the

Joint Forces Command, represents the “problem statement” regarding what challenges the U.S. military and its coalition partners will face in the future and informs all subsidiary Joint publications, the Capstone Concept for Joint Operations represents the Chairman of the Joint Staff’s “solution to the problem,” that is, how the Joint force will fi ght and win in the future.While no forward looking publication can be prescient and address all the challenges tomorrow’s U.S. military will face, the Capstone Concept for Joint Operations does represent the collected wisdom of the United States military and intelligence communities regarding how the Joint force will deal with future challenges. And because the U.S. Navy is virtually irrelevant to the extent it does anything other than support the Joint force, the Capstone Concept is the best “crystal ball” regarding how the Navy will fi ght on and from the sea in support of the Joint force.For this reason, both The JOE and the Capstone Concept for Joint Operations bear reading and understanding on the part of our entire naval rotary wing community, but especially by those of you involved in the helicopter research and development, requirements generation, and acquisition processes, and especially by those wing commodores representing the top leadership of our community. That will enable them to begin to imagine, debate, and eventually write tomorrow’s Helo CONOPS.It took a quarter-century from the time a few rowdy junior offi cers imagined today’s Helo CONOPS to the John C Stennis deployment this year. The time to begin the journey that will ultimately result in tomorrow’s Helo CONOPS can’t begin tomorrow, it must begin today.

Correction “A View from the Labs...” in RR104, page 7: The photo with the SuperCobra landing is an AH-1W, not an AH-1Z, and the ship is the USS

Harpers Ferry (LSD - 49).

Learn more about JOE 2008 by going to http://www.jfcom.mil/newslink/storyarchive/2008/JOE2008.pdf


Ind

us

try

an

d T

ec

hn

olo

gy L-3 Avionics’ Trilogy™ Makes All-Glass Part 23

Cockpit PossiblePress Released by Michelle StevensonMarketing Manager, L3 Avionics Systems

L-3 Avionics Systems announced tha t i t s new Trilogy™ ESI-

1000 Electronic Standby Instrument is currently on schedule to be certifi ed and available in July 2009. Designed as a backup for glass cockpit avionics, Trilogy is the fi rst solid-state integrated standby system created specifi cally for Part 23 aircraft.

“Modern glass cockpits are still backed up by decades old standby technology,” said Larry Riddle, vice president of sales and marketing for L-3 Avionics. “Trilogy replaces those instruments with new technology, and, for the fi rst time, makes a truly all-glass cockpit possible for GA aircraft.”

Trilogy combines attitude, altitude, airspeed and optional heading data on a clear, 3.7-inch diagonal Active Matrix LCD display. The instrument fi ts easily into a standard 3–ATI mounting cutout. With an integrated air data computer, solid-state attitude sensor and optional external magnetometer, Trilogy presents accurate flight information

independently of other systems.In the event of a primary glass

failure, Trilogy facilitates a smooth transition from primary to standby instrument because it provides a common format to today’s primary fl ight display. It enhances safety by reducing workload and making the transition easier for the pilot.

An ambient light sensor is integrated for automatic brightness control on both the screen and keyboard. Trilogy units will be calibrated to 400 knots and 55,000 feet, with the ability to store aircraft confi guration and options at time of installation. The model will be available through OEMs as well as for retrofi t to modernize both glass and traditional cockpit confi gurations.

Trilogy was developed from L-3 Avionics Systems’ advanced knowledge base and performance in strap down attitude determination, which has made the company a leader in electronic standby instrument systems for high-end aircraft. Now, Trilogy makes this technology a smart and affordable option

for all general aviation pilots.L-3 Avionics Systems has been

helping pilots fl y for more than 45 years and provides completely integrated cockpit solutions. The company’s SmartDeck® Integrated Flight Controls and Display System is a glass panel suite that features a revolutionary user interface designed to make fl ying safer, easier and more enjoyable. In addition to customizing SmartDeck for upcoming aircraft programs, L-3 Avionics continues to provide a wide array of avionics safety technologies, such as the GH-3000 electronic and J.E.T.® standby instruments, SkyWatch® collision avoidance system and Stormscope® lightning detection system, among others.

For more information, please visit the company’s Web site at www.L-3Avionics.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, C3ISR (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 2008 sales of $14.9 billion. Trilogy™ ESI-1000. Image courtesy

of L-3 Avonics Systems.

Guess what has a new look?

Join NHA/Re-new membership online with Paypal • More Feature Articles online & A Rotor Review Blog • much more. Experience It ! Go to www.navalhelicopterassn.org

©Naval Helicopter Association, Inc.



Continue on page 10

Telephonics Receives $9.5M Order for Additional MH-60R Radar SparesPress Released by Telephonics Corporation

Telephonics Corporation, a wholly owned subsidiary of the Griffon Corporation; announced today that received a $9.5M order from Lockheed Martin to fund long-lead purchase of subsystem spares for the AN/APS-147 Multi-Mode Radar and Identifi cation Friend or Foe Interrogator System.

The integrated system is deployed on U.S. Navy MH-60R multi-mission helicopters whose principal mission is to protect the fl eet from submarines and surface vessels. The radar provides the helicopter with long-range search, imaging, and tracking of surface vessels, and includes an advanced periscope detection mode. The IFF identifi es other aircraft in fl ight.

The award covers the procurement of spares to support the U.S. Navy’s Lot 7 purchase of 30 MH-60R helicopters for delivery beginning in 2012. The spares are part of a $1.065B multi-year contract awarded to Lockheed Martin in 2007 to integrate the avionics and mission systems onto 139 MH-60R aircraft through 2013.

“The AN/APS-147 MMR is an outstanding system that will bring unprecedented mission performance and brand new capabilities to the U.S. Navy’s rotary wing community,” said Joseph J. Battaglia, president of Telephonics. “We look forward to a long and successful program supporting Lockheed Martin and the U.S. Navy.”

About Telephonics. A subsidiary of Griffon Corporation, Telephonics’ high-technology engineering and manufacturing capabilities provide integrated information, communication and sensor system solutions to military and commercial markets worldwide. Telephonics specializes in aircraft intercommunication systems, wireless communication systems, radars, identifi cation friend or foe products, integrated security systems, air traffi c management systems, aerospace electronics, and the performance of threat and radar system analyses. Griffon Corporation is a diversifi ed manufacturing company headquartered in Jericho, NY with operations in three business segments: Garage Doors; Specialty Plastic Films; and Electronic Information and Communication Systems.

A New Vibe in SimulationArticle by LT Wesley Yancey, USN

On April 9, 2009, the ribbon was cut on the newest MH-60S

Knighthawk tactical operational fl ight trainer (TOFT) at Naval Air Station Norfolk. The tactical designation of the traditional OFT simulators is a result of integration with the MH-60S weapons tactics trainers (WTTs) which allows for a comprehensive training solution for all crew stations on the aircraft. The latest addition to the fl eet of TOFTs is the fi rst of several MH-60S simulators under contract with

CAE USA to feature a six degree-of-freedom (DoF) full-motion system along with a three-DoF cockpit vibration platform. Degree-of-freedom in a mechanical three-dimension framework describes a systems ability to translate along the three linear axes (up/down, left/right, forward/backward) and rotate about the respective axes

(pitch, roll, yaw). The streamers from the severed ribbon had not even settled before the beeping alarm, preceding the retraction of the walk bridge leading to the simulator, sounded and the under-carriage beacon light illuminated, giving warning that the machine was coming to life. Akin to a scene out of the movie “Star Wars”, the walker-like white giant began to rise on its six hydraulic legs, known as a hexapod or a Stewart platform. The juxtaposed box and distorted bubble simulator cabin appeared to be suspended in air and with the backdrop of computer systems humming and the swish of the hydraulic cylinders moving, the large obtuse object glided around in an effortless manner. The lead up to this moment required years of preparation, untiring energy and effort by a team of dedicated

(l-r) CAPT Steven Schreiber (Commodore, HELSEACOMBATWINGLANT), CDR Jeffrey Barnaby (PMA 205), CAPT Darryl “Spike” Long (PMA 205), Mr. John Lenyo (President and General Manager CAE USA).

capabilities to the U.S. Navy’s rotary wing community,” said Joseph J. Battaglia, president of Telephonics. “We look forward




members from NAVAIR and CAE USA. Captain Steven R. Schreiber, Commander, Helicopter Sea Combat Wing Atlantic, began the ribbon cutting ceremony in front of a small audience of members from the NAVAIR and CAE team, and a mix of aviators and staff from the local HSC community and squadrons. Commodore Schreiber acknowledged the hard work by so many involved with achieving this new generation in simulator technology. He underscored the far-reaching positive impact this new system will have on our mission capabilities, effectiveness and fl ight safety. Commodore Schreiber introduced the event guest speaker, Captain Spike Long, Aviation Training Systems Program Manager, PMA-205. Captain Long highlighted some of the behind-the-scenes efforts integral to getting this program to the Fleet. He emphasized the importance of integrated involvement from the program management level to the end user (Fleet aviators) in order to get a quality product to the community. With the new simulator up and running, Captain Long encouraged and challenged the members of the audience who would be employing this new training tool, to remain engaged with these programs and provide feedback to the managers to make improvements and set the stage for the next generation systems. Before the fi nal cut was made, John Lenyo, President and General Manager of CAE USA, gave a few remarks regarding the importance of the team effort and cooperation accomplished across the agencies involved. He also presented a scale replica of the new simulator. “How does it fl y?” you might ask. The full-motion defi nitely adds a new dimension to the seat-of-the-pants-feel of the traditional simulators known to the HSC community. The cockpit vibration platform adds a distinctive element of fi delity by providing a realistic vibration, equivalent and proportional to the phase of fl ight. The vibration system is a three-DoF motion platform on which the cockpit seats and lower console ride. The platform elevates and remains suspended during operation and provides cockpit vibration cues validated with actual helicopter data. These added features should offer new and seasoned aviators some additional sensory input on how the aircraft handles and fl ies with the end goal of a more prepared and well trained aviator. That being said, there still is no substitute for the real thing!

TOFT 6 in all its glory, poised to take on the world from one of several simulator bays housed in building SP-250 at Naval Station Norfolk. Picture looking from base of staircase leading up to the walk bridge going to the simulator cabin.

aviator. That being said, there still is no substitute


Fe

atu

re

s

Keep the Marine DIs at OCSArticle by Elizabeth Hawes Unangst

The Cradle of Naval Aviation is much quieter now that the Navy’s Offi cer Candidate School has moved from Pensacola to become part of

the Navy’s vision for NAVSTA Newport as a “center of training excellence.” Offi cer candidates have traded the fi re ants, sand spurs, and black-fl ag days of Florida for the goose droppings, snow, and wind-chill restriction days of Rhode Island. But soon Newport will be a quieter place, too, for the Navy is moving quickly to remove or severely limit the role of Marine Corps drill instructors at OCS. This would be a grave mistake, for Marine Corps DIs are the key to more than half a century’s success for OCS.

The Navy began using Marine DIs to train its aviation offi cer candidates in Pensacola in 1947. The idea was for the AOCS DIs to put candidates through a rigorous program that was both a training ground and a weeding-out process: learn to think and perform under pressure, quickly, and don’t waste further training and resources—or, potentially, aircraft and lives—on those who can’t, was, and still is, the goal.

This program has always proved wildly successful. Flight school instructors routinely report that OCS commissions consistently arrive better prepared for the rigors of fl ight training than their Naval Academy or ROTC counterparts. Similarly, OCS commissions enjoy a higher success rate at Basic Underwater Demolition/SEAL (BUD/S) training than other commissioning sources. Even the intelligence community prefers OCS commissions at its schoolhouse: Naval Academy and NROTC commissions may not directly select intelligence

as a career designator.Why does it work so well? OCS’s brevity and intensity

sharpen candidates like no other commissioning source. And the source of that intensity is the pressure applied by the Marine DIs. Marine Corps DIs are themselves exhaustively—and professionally--trained to push their charges far beyond the limits of their own expectations. Furthermore, not only are they steeped in military lore and a deep awareness of their own warrior traditions, they are possessed of a burning desire to impart them to their charges. Their legendary zealous fervor is unmatched across the service branches.

Yes, OCS has stepped up the involvement of the Navy Chief Petty Offi cers in recent years, and yes, the chiefs have added a much-needed naval presence to the program, particularly in the Candidate Offi cer phase. But it is still the dedication and motivation of the Marine DIs that turns candidates from sloppy civilians to fi ghting-fi t offi cers in a mere 12 weeks.

And it would be wrong to step up the training role of candidate offi cers to indoctrination candidates to, say, that of senior midshipman to plebes at the Naval Academy. Training stress applied by a group of twenty-somethings who are merely applying the training stress giving them a short time ago by other twenty-somethings is far less effective than training stress applied by a professional Marine DI.

Finally, the Marine Corps has trained naval offi cer candidates for decades without return, so to speak, on its

Continue on page 12


Continue on page 13

investment: USNA and NROTC midshipmen, all of whom receive limited instruction from Marine DIs, have a Marine Corps option upon commissioning, but OCS has no Marine Corps option. The DIs’ legendary success—and the healthy inter-service respect that their training bestows among Marine offi cers and OCS-trained Navy offi cers—is the Marine Corps’s only reward for over 60 years of sustained excellence at Navy OCS. Why make OCS the only Navy commissioning source that doesn’t benefi t from Marine DI involvement?

I write from experience (OCS Pensacola Class 19-97, Class Drill Instructor GYSGT John E. Crouch, USMC). I was the only female in my class the entire thirteen weeks we were in Pensacola. Were the Marine DIs and their training methods loud, sweaty, often bewildering, and, at times, intensely scary? You bet. Were they abusive? Never. Was I pushed to greater victories than I had ever thought possible? Absolutely. Though I am now a 41-year-old suburban housewife and mother of two, I count my Navy OCS commission as my proudest life achievement—more than the other fi ve years of my naval service, more than any of my academic degrees, more than any other successes I’ve had, save my marriage (to an AOCS graduate) and family.

Perhaps the Marine DIs’ ear-shattering, sometimes otherworldly-looking, and often messy methods of training run counter to Newport’s staid, New England enclave-of-admirals image of itself. And, maybe, students at the Training Center of Excellence’s other programs—and civilian diners in the naval station galley—are shocked by the glimpses they catch of the DIs at work. It would nevertheless be a mistake for the Navy to discontinue or diminish the Marine DIs’ role at OCS. The Marine Corps operates as part of the Department of the Navy, and the Navy would be foolish to ignore the most powerful weapon in its offi cer-training arsenal: the Marine DI.

Features: Keep The Marine DI at OCS

A Dedicated Naval Special Operations Air AssetExpanded Version of 2008 Proceedings Article “Fish or Cut Bait”

Article by ENS J.J. Risner, USN

This proposed unit’s focus would be to work solely with special operations, enabling highly qualifi ed pilots to train with the teams and

become profi cient in mission specifi c qualifi cations. Similar to the reserve Helicopter Sea Combat Squadron (HSC)-84 with extensive service in Iraq, the dedicated unit would be an active-duty expeditionary squadron. With Helicopter Combat Support Special Squadron (HCS)-5 dissolved, the reservists of HSC-84 now carry the full burden of supporting the special ops mission. Special ops is a growth industry and the Navy needs to fi eld a complete suite of capabilities. The Navy must become a player in special ops even if only for their own survival.

The Need Navy Reserve leadership disestablished HCS-5 in 2006 despite the increasing demand for special ops support and the ongoing CENTCOM request for forces. The short sightedness of this decision cannot be understated. In fact, not even a full year had passed when it was recognized by the Navy as a huge misstep and an OPNAV sponsored working group was formed to investigate different courses of action for increasing Navy helicopter support to special ops. The group ended up recommending a COA that stated basically to “do the best with what we have.” Currently CNAF is

unwilling to write the check to create an NSW-dedicated squadron. This is where the Navy must realize that its core mission set has been undergone a phase of transformation to include components of irregular warfare. The Global War on Terrorism had not started when the Helo Master Plan was originally conceived. Adding a second squadron would allow for the OIF detachment to be passed between squadrons. Failure to recognize that the GWOT, as it moves out of a mature theater, is a war where rotary-wing is a critical enabler. The Navy has to fi nd a way to maintain its blue water strength, but also recognize and address this shift in responsibility. With the increased level of helicopter casualties in combat operations, helicopter pilot training must resemble combat operating conditions. Despite stringent qualifi cation requirements for combat and special operations, Navy helicopter pilots need to be better prepared to deal with combat conditions outside typical mission responsibilities. As important as antisubmarine warfare and vertical replenishment operations are to overall Fleet support, special operations helicopter crews need specifi c training to address conditions found in their missions that allow little to no margin for error. With operations shifting towards Afghanistan, helicopters will continue to be the critical link. Recent reports highlight



Features: A Dedicated Naval Special Operations Air Asset


the shortage of rotary wing aircraft available to support the intra-theater medical evacuation mission. Although the air ambulance mission traditionally falls to the Army, the magnitude of the mission at hand has required a non-standard solution requiring the Navy to deploy forces to meet the shortfall. SOF helicopters are rapidly becoming high-demand, low-density resources. In Vietnam, a critical shortfall was identifi ed and helicopters were tasked. Although Army pilots initially performed these missions, Navy crews were indoctrinated and the HAL squadrons were formed. Not only did they meet the need for a critical force of their capacity, but they were able to support the Navy’s SOF mission. In CNO Guidance 2006: Meeting the Challenge of a New Era, the Chief of Naval Operations directed the development and deployment of riverine and naval expeditionary combat forces to meet the merging challenges in the global War on Terror.1 Despite the acknowledged request for dedicated airborne support, little has been done to identify the necessary capability operational doctrine.2 While the likelihood of global confl ict is greatly reduced, there is an increasing chance of regional confl ict.The Navy’s composition and operational posture refl ects this, having changed from a blue-water to a littoral emphasis, and “Helo-air is helping to lead the Navy’s transformation.” Much of the fi ghting that the U.S. military will have to do in the foreseeable future will require special operations skills: quick reaction, night-vision capability, and low-level over-land fl ying. To accommodate this, the Navy must examine how to best employ and deploy its Sailors and equipment. Just as the submarine community adapted its traditional mission to include special operations support, the aviation community must shift as well, refl ecting the changing needs of today’s missions. Air maneuver over land, over water, and in the littoral is a critical enabling capability in both current and evolving U.S. doctrine.3

The Missing Link

Special operations missions demand close-knit units with the individuals working as one, each knowing how and when the others are executing their missions. The assigned helicopter unit should be no less a full partner. An organic helicopter detachment trained and interoperable with SEALs and Special Warfare Combatant-Craft (SWCC) is the missing link in naval special warfare operations. Just as traditional surface warfare offi cers do not drive the combatant craft, aviation crews working with special operations would be trained solely to support those teams. To qualify, pilots should be at least SWTP level-three strike warfare qualifi ed, a third tour LT/LCDR(sel), NATOPS current in H-60F/H/S TMS, and have the strongest recommendation from previous CO emphasizing the applicants tactical acumen. Selection for the proposed squadron should fall on a pilot’s dissociated tour. Not only

will helicopter crews add to their experience with mission critical hardware—especially the much needed low-level over-land NVG operations—but also with the teams. Knowledge and trust in each other’s abilities that is built on this interaction contributes to overall missionr e a d i n e s s , m o r a l e , a n d e f f e c t i v e n e s s . The squadron would support a wide range of aircraft but consist primarily of SH-60s and MH-53s, which by themselves provide a signifi cant range of lift capability. A possible replacement for the MH-53 due to its maintenance intensive record is to incorporate several of the Marine Core Ospreys. The Navy needs to address the SH-60s range and aerial refueling limitations. The issue becomes fi nding a platform that has extended range capability, suffi cient self defense armor and armament, and is supportable from the smallest of the Navy’s air capable vessels. The SH-60 component should have the most capable airframes for their mission. The MH-60S combines the best of the proven design features of the Army’s UH-60L Black Hawk and the naval variant SH-60B Seahawk. It merges the basic structure of the Black Hawk—which provides larger cabin volume and double-doors needed for cargo and passenger transport, enabling troops to embark and disembark quickly. Its forward-looking infrared capability is one the Army has at a limited capacity. With the added weapons capability of the Sierra model, the Navy will have the ideal helicopter to fi t the special warfare role. Implementing key changes in production Sierras would enable retrofi tting with in-fl ight refueling capability, engine upgrades (combat thin air problems 160th 60’s are having issues with), ditch the Hellfi re, and keep the FLIR. Adding a data link capability would provide a suitable comm relay from the team below, back to the ship or fi re base. The Sierra’s common airframe with its potential upgrades, will provide the squadron with an aircraft that can climb to 10,000 ft, refuel, come back down to put troops in zone, remain on station to act as an organic command and control, and support the guys on the ground if necessary. The Navy helicopter community is currently not structured to develop and maintain profi ciency in low-level special operations missions requiring the use of night-vision goggles (NVG) over land. It takes several years of training to become skilled and profi cient in this, and by the time a Navy pilot becomes qualifi ed, he leaves the squadron. Army special operations helicopter pilots are primarily warrant offi cers who fl y in the same battalions for years. Many have more fl ight time with night vision devices than Navy helicopter pilots have total fl ight time. This further supports the Navy’s need for such a dedicated unit.

A Question of Ownership

Signifi cant concern swirls around the word “authority.” Who would “own” the Navy’s special operations helicopter

Continue on page 14



detachment? Who would have the authority to commit them? The SEALs are controlled by the Special Operations Command (SOC) and the Navy helicopters in a theater are controlled by the Fleet. If the SEALs are working a SOC exercise or mission with a need for the Navy helicopters, but the Fleet commander also needs them—and they “belong” to him—they would be assigned to the Fleet mission. It wouldn’t take too many occurrences such as this before the special ops commander uses only those assets he controls. The combat commanders in a theater, in this case a two-star in special ops and a three-star in the Fleet, normally request assets from each other only if absolutely necessary because such support is conditional. Operationally, the proposed unit would be under the control of the Navy Special Warfare Command with the air units detached to the teams and their missions as required. Under NSW, it would be similar to the setup with USASOC with the 160th SOAR. When working up and deploying, they would receive team assignments just as the SEAL Delivery Vehicle teams and Mark Vs are assigned with the SWCC teams. This squadron would not be responsible for any traditional Fleet roles, and would report to the authority in charge of the special operations units in a region. Once in theater, the squadron would be responsible to the theater special operations commander and no one else, ensuring air support for the SOC teams on the ground. Who pays for this unit? The lines are diffi cult to distinguish between Title-10 and Major Force Program-11. The Navy and SOCOM must come to a compromise. In response to the failed rescue of U.S. hostages from Iran in April 1980, the Joint Chiefs of Staff established a commission to examine special operations issues. The commission identifi ed defi ciencies in organization, planning, training, and command and control and recommended the creation of a permanent joint special operation capability to overcome the defi ciencies. The U.S. intervention in Grenada in 1983 and the U.S. response to the terrorist hijacking of a Trans World Airline aircraft and the Achille Lauro cruise liner in 1985 focused congressional attention on the capabilities of special operations forces and raised questions concerning whether the capabilities were suffi ciently integrated.4 When Congress created the Special Operations Command, it identifi ed theater search and rescue as a special operations activity insofar as it related to special operations. Under joint doctrine, each service must provide forces capable of combat search and rescue in support of its own operations. With a force already spread thin in HSC-84, and with the Pentagon’s demand to increase the number of SEAL’s through 2010 the Navy has to look internally and ask itself if it is actually capable of meeting operational demands in a safe and effective manner. The Navy needs to adapt to its changing mission role and dedicate the needed funds for this unit. The ideal location for the squadron’s base is North Island in San Diego, allowing

them to closely work with the SEAL and SWCC teams in Coronado. The Navy would benefi t from more SEAL and Marine Forces Special Operations Command (MARSOC) support by having the organic tactical mobility. The Navy must inculcate the necessity for its own NSW force, and anti-up. Hand-in-hand with command and control over the proposed unit are funding issues. Special operations missions are SOCOM’s responsibility, and it is funded to take charge of all logistics involved with their operations. Would the command help with funding the establishment of a naval special operations helicopter unit? The answer is predictably no, as they most likely do not have extra money to dedicate to a support unit, especially with the Navy trying to streamline its expenses. Both SOCOM and the Navy must come to realize that the Navy’s change in mission focus and the ever growing dependence on special operations, the proposed unit will benefi t both. Some options to counter funding criticism include: • Realize the need for change, and allocate the appropriate funds.• Re-establish HCS-5 back to an active duty role as the dedicated squadron, following the expeditionary squadron model. A Navy SOF rotary wing squadron has habitual capability operating off ships and working the littoral areas with SEALs, much more so than anyone else.

Possible Solution

An ideal funding and unit reallocation would be to reestablish HCS-5, and reassign it as an active-duty unit, and commit it to serve as the dedicated squadron.The proposed squadron would be modeled after a Helicopter Sea Combat expeditionary squadron with a very large home guard. A ten-helicopter pool would enable a detachment of four and two aircraft each to be out simultaneously while the remaining four would be available for training or detachment. Detachments would be deployed as needed by the special operations commander. HCS-84 has become, of necessity, a hybrid between Reserve and Active forces. This is a compelling model if used and structured properly. The HSC-84 model keeps command authority in the Reserve Component and so the culture better accommodates RC as active and leading participants. In the HM model, they tend to be inactive and supporting participants. Another possible interim solution rather than standing up a new squadron would be to specialize the HSC Expeditionary squadrons. Have one dedicated to logistics, another Gator SAR, and another would handle NSW. A third viable option is to expand HSC-84. They could take over fl eet HH’s to expand their size until enough block 3 Sierra’s are available. The infrastructure is already there,


Continue on page 15



Continue on page 16

bodies can come from the active component, FTS, or RC, and funding would come from AC and RC budgets, possibly even SOCOM. Enabling a shared stand up would help everyone meet a critical shortfall of operational forces in a time of need. Part of the squadron could take up permanently in Southern California in order to support West Coast ops.

Career Progression

Career track concerns cannot be taken lightly. Stepping off the track to pursue a specialized fi eld raises the question as to whether or not it would hurt an individual’s chance for promotion. Commitment to this specialized squadron cannot be lightly regarded as they will be fl ying critical air support missions for the Navy’s special forces. This squadron would have to be its own specialized community under Navy Special Warfare Command. Those assigned would receive a special warfare aviation designation rated as Special Warfare Air Operators. This would eliminate concerns about being a promotable junior offi cer against pilot peers , the exact dilemma that SEALs and combatant craft crewman once had to deal with before receiving their own ratings, Special Warfare Boat Operator and Special Warfare Operator. Options for personnel concerns include allowing crews to rotate in and out of the squadron on extended tours—two to three times as long as a traditional tour. On completion of their tour they can return to traditional missions or request an extension. An additional option will be to use something similar to the IA road map which would enable them to remain competitive. Individuals are currently being sent on IA, and their records refl ect this keeping them competitive for both promotion and command. In accordance with NAVADMIN 276/08, section Bravo: FOR FUTURE SLATES, THE OFFICER WILL RECEIVE IA “SLATING PAGE 06 RUCOMFA0635 UNCLAS CREDIT,” WHICH RANKS AN OFFICER WHO HAS COMPLETED AN IA ASSIGNMENT ABOVE PEERS WITH SIMILAR QUALIFICATIONS/FITNESS REPORTS. HSC-84 needs continuity in its offi cer and aircrew cadre. This will ensure those vital combat lessons are not lost as people transfer. Mission Capacity

To validate the Navy special operations helicopter unit, its mission capacity must be defi ned taking into account the Navy’s traditional blue-water mission, its green- and brown-water littoral missions, and over-land responsibilities. How will Navy units operating with special operations forces, primarily over land, continue to uphold the Navy’s mission? How is this not the Army’s responsibility? The bottom line is that the Navy must be capable of successfully supporting its own special operations units over both land and water. The Navy must dedicate themselves to a CSAR/SPECWAR mission take the time, training, and resources to become good at it. WTI at Fallon is 6-8 weeks long, where the USAF FWS

in Nellis is 6 months long. A shift in priorities is a must. There are only two options for mission capacity. The Navy can either adapt to the shift in mission focus, create the dedicated squadron, and enable them to fully benefi t the Navy’s special warfare community, or it can’t and, therefore, fail to fully support its units and combat operations. (A command structure is in place to create this unit. Bases with the logistics capabilities to make this a reality exist on both coasts, at Norfolk and San Diego.) The squadron must be tied to special ops in order to be effective. Not only does a dedicated squadron have modifi ed equipment, but the way they fl y is almost a black versus white. A dedicated air unit under NSW would enable the Navy to take a look at how to best accomplish their missions and fi ll their capacity to the fullest. The Navy does not need to be the 160th, but rather must take some of the positive attributes in order to set themselves up for success. Looking out into a dust cloud, versus looking down into a dust cloud may be one of the many changes the Navy can implement to allow their units to fl y with their doors off. Although many are reluctant to change, a climate change has now become a necessity.The Navy is moving forward with a dedicated mixed unit from the conventional side; however it is a short term solution and does not take into account how they will fi ll the demand to match operational capability. The HSC wing proposal will have X number of HIRST events, and will in no way match the current capability. Another example lies with the round qualifi cations for crewman, as most are Tactical level II qualifi ed, requiring up to 100,000 rounds for qualifi cation, where as the projected capability with the standard HSC squadrons will not have the means to cover the cost. Point being, a couple of syllabus events in the strike syllabus will not fi t the bill with regards to precision as well as being a confi dent squadron that can meet the demands and needs of SOCOM. The Navy must want an elite unit, and it must come under NSW. According to a former Commander of the Special Operations Command, support for conventional search and rescue operations signifi cantly reduces the readiness of special operations forces. For example, night fl ying restrictions by a host nation adversely impacted the ability of special operations aircrews stationed in that country to maintain night fl ying profi ciency, thus degrading their readiness. In addition, special operations aircrews were unable to participate in scheduled training exercises due to conventional search and rescue missions, which could further impact readiness. With the Navy moving towards multi-capable HSC squadrons, this will have a direct impact on a squadrons readiness to execute NSW operations. The core that the Navy pilots and equipment bring is the ability to deploy on shipboard operations and work in the maritime environment. There are signifi cant engineering differences between Navy & USMC aircraft and those of the other services. Many of these relate to crash worthiness and corrosion control requirements, not to mention training and familiarity with shipboard operations for all hands. There




is also a signifi cantly different view of the role of the pilots as mission commanders. All Navy pilots are commissioned offi cers. A commissioned offi cer is a decision maker and is “commissioned” by the Commander and Chief to carry out foreign policy within the offi cer’s allowed span of command authority. When acting as mission commander, that span can involve adherence to weapons release ROE. We put decision makers in the seat because the nature of maritime operations can place the offi cer out of communications with other command and control authorities. That is a key difference, as our offi cers are more than just pilots.

Why Not the 160th?

The Night Stalkers, the Army’s 160th Special Operations Aviation Regiment, is a special operations force that provides aviation support for special operations teams. SOCOM has recently added a fourth battalion to the 160th, although their placement in Washington state, twelve-hundred miles away from Coronado is questionable. Why not the Navy? The service needs to demonstrate what it can bring to the table to earn inclusion. The Navy can learn a great deal from some of the challenges the 160th currently faces with aircraft shortages. The Navy needs to acknowledge the existing diffi culties before it goes down the wrong road, and ensure that they do it the right way. There are multiple reasons that make it viable for the Navy to maintain a squadron. With the loss of the 20/21st SOS without a real replacement in line, as well as the NV22 taking some of the MC130 missions, the demand for SOF helicopter support will only grow. With the current GWOT, the need for SOF has been a substantial growth area. SOCOM has grown on the naval side, with the MARSOC. Primarily, the issue of trust with SOF customers has not received diligent attention. HCS-84 has established themselves after proving themselves over time, but any other unit would require a trust period. Yes, conventional Navy helicopters have NSW as a mission area, however there would need to be a signifi cant workup period to gain customer and chain of command trust, as seen at the start of OIF, HS squadrons versus HC-4/HM. Naval aviators have shipboard capabilities and fl ight over water time that are reason enough for the Navy to take care of their own business. Navy pilots rotating from this squadron back to traditional squadrons will be able to infuse some of their special operations fl ight knowledge and experience into the overall cadre. Eventually, this would create the potential for an air wing to have enough pilots with SOF specialization that it could take charge of an operation. The Navy should forgo another carrier and stand up a special ops aviation squadron, so they can participate in the GWOT in a more relevant way where this capability is sorely needed. The Navy does not need a squadron of magnitude such as the 160th, but something proportional. Similar to them with regards to their geographical orientation, one squadron West

and one East, but scaled to the needs and demands of NSW.

Negate the Negative

Much criticism—based on mission capacity, funding, the Navy helicopter community’s ability to maintain profi ciency in NVG over-land special operations missions, interoperability, ownership of the detachment, and operational deployment—is directed at the proposal of a dedicated helicopter squadron for Navy special operations. All this can be positively addressed. In the interim, the Navy should take steps to provide its helicopter crews the opportunity to train with naval special warfare. The best immediate response is to expand HSC-84 as discussed previously under “Possible Solution”. While it may not require a full helicopter squadron to deploy with NSW, a detachment (two helicopters, three crews) within a squadron for each theater could be so designated. The special operations detachment would be given work-up and readiness requirements to train with deploying NSW squadrons. It would conduct special operations training instead of logistics, ASW, ASUW, or other standard helicopter war fi ghting skills during work-up. Squadrons that have taken the initiative to detach themselves from the air wing to go ashore have already carried out this practice and support operations on the ground. The main requirement would be NVG over-land time, in addition to the helicopter being outfi tted with specialized equipment. The authority would be under SOCOM best suiting the needs of the Navy. The U.S. military will continue to require strong special operations support, and the Navy must adapt to this combat environment. With NSW desperately needing aviation support, and having the 160th spread thin, the question becomes whether the product of an HSC syllabus will be adequate for the requirements and expectations for SOCOM soldiers and sailors. A dedicated Navy helicopter squadron under NSW will enable both SOCOM and the Navy to successfully fulfi ll their mission roles and overcome the challenges they may face in the future.their mission roles and overcome the challenges they may


Mullen, ADM Mike. CNO Guidance for 2006:Meeting 1. the Challenge of a New Era. Global Security.Org. “Joint Helicopter Command: The Purple Evolution of 2. Rotary-Wing Aviation by LCDR Hayes, USN “Joint Helicopter Command: The Purple Evolution of 3. Rotary-Wing Aviation by LCDR Hayes, USN NSIAD-94-1054. Special Operations Forces: Force Structure and Readiness Issues


Features

The Good, The Bad, and The LuckyArticle by LTJG Jacquelyn Felber, USN

There are few sayings that I have heard more in my short Naval career than “timing is everything.” For as many times as the

proverbial “swiss cheese” aligned itself to create a set of circumstances so random that a hallucinogenic dream could not compete, there are times when things simply fall into place. That time happened for HSC-28 in March, 2009.

When members of the command heard the rumor of a SWTI class culmination training and graduation tasking in AUTEC, Bahamas, we promptly began the appropriate discussions with the appropriate people to recommend our assets for the exercises. We assured that the command would benefi t from the tasking. Prime candidates for a cross country and subsequent tactics training events on Andros Island were all four H2Ps from the DET 5 Voodoo Knights. These eager souls were now HACs in the middle of their SWTP Sea Combat Level Three syllabus. Little did we know that fl ight hours and funding would take a drastic cut the following month, placing most tactics syllabus events to the end of the priority list.

In the preceding months, HSC-28 as a command placed a heavy emphasis on the Sea Combat tactics syllabus. New pilots checking in from the FRS were quickly placed in level two ground school, and H2Ps returning from detachment were swiftly scheduled for their level three fl ights. The fl ight schedule was heavy with tactical tasking, fl ight hours were high, and pilots were steadily achieving their qualifi cations. Since the beginning of the third quarter, however, HSC-28 has not fl own a single Sea Combat Level Three event. This is due partly to the restrictions in fl ight scheduling and emphasis on simple profi ciency fl ights, but mostly because we haven’t a

pilot left still in need of the qualifi cation! In just 79.1 training hours, the AUTEC detachment

fl ew 29 pilot and aircrew syllabus events, qualifying fi ve pilots and four aircrewmen as SWTP Sea Combat Level Three. Events included a day and night live-fi re gunnex; helicopter visit, board, search, and seizure (HVBSS) practice operations to the AUTEC Range; and simulated maritime air support (MAS), fast rope operations, and combat rubber raiding craft deployment in the various waters and cays on Andros Island. All of this was completed in the last two weeks of the second quarter, just days before the drastic cut in fl ight hours.

Though the knowledge that was gained during our training at AUTEC may take time to reciprocate in the tactical environment, much of the lessons learned can be applied to daily profi ciency fl ying. The diffi culties of operating in the “simulated” environment in which the instructor must create a scenario and then articulate it to his co-pilot in such a way that he can paint his own picture, internalize it, and react accordingly carries over to local area fl ying. We, of course, simulate things all the time: engine failures, SAR scenarios, the proverbial “what would you do” and “where would you land” discussions come up on all profi ciency fl ights. While the emphasis has changed in HSC-28’s scheduling, it still rings true that the command is expected to produce combat ready crews for deployment and provide tactical air support for pop up tasking. The qualifi cations that HSC-28 achieved during its ten day training on Andros Island has allowed the command to comfortably and confi dently support all tactical tasking and properly man future detachments.

HSC-28 AUTEC DET practices simulated HVBSS approaches to the AUTEC’s RANGER. Photo by LT Bobby Holihan


Feature

Continued on page 19

Jack of all Trades!Article by LTJG Michael “Sweaty” Weber, USN

I was once told in flight school by a SH-60B pilot to join the HSL community. He said that they were, “Jacks of all Trades, and Master of None.”

Interestingly enough, during my next flight with a SH-60F/HH-60H pilot, he said the exact same thing about the HS community. Both instructors tried to sell me on their respective communities by telling me about their experiences during their deployments to the Persian Gulf in support of Operation IRAQI FREEDOM (OIF). As a student naval aviator, I was impartial and did not lean towards any helicopter community. I found their missions very similar. During my first deployment to the North Arabian Sea, in support of Operation ENDURING FREEDOM (OEF), I was fortunate to be able to participate in FOCUSED OPERATION MARITIME SWEEP (FOMS). This operation gave me a brief look into the multi-mission capability of the HS and HSL communities.

My squadron, HELANTISUBRON THREE the Tridents, were embarked on the USS Theodore Roosevelt (CVN 71) from September 2008 through April 2009. In January 2009, HS-3 was directed to detach three HH-60Hs to the USS San Antonio (LPD 17) to support Combined Task Force 151 (CTF-151). CTF-151’s mission was to disrupt and suppress piracy in the Gulf of Aden (GOA). Our squadron immediately began planning for the detachment and conducted training to be ready for the “new” mission, which was simply referred to as “counter-piracy.” In addition to the HH-60H detachment, CTF-151 included a robust array of capabilities, including two visit, board, search & seizure (VBSS) teams, one law enforcement detachment (LEDET) from the Coast Guard, multiple translators, a full surgical team from USS Iwo Jima (LHD 7), and part of the 26th Marine Expeditionary Unit . The Coast Guard LE detachment essential to enforcing international maritime law as well as training VBSS teams on the newest techniques in suspicious vessel boardings.

After arriving on the San Antonio, the HS-3 detachment focused their training for VBSS over-watch and intelligence, surveillance & reconnaissance (ISR) missions. During the month of January 2009, HS-3 conducted over-watch and ISR for the boarding of six vessels. The HH-60H was able to provide extensive fire cover carrying M-240 (7.62mm) and GAU-16 (.50 caliber) machine guns. Each crew was augmented with two US Marines; one scout sniper and one spotter. The HH-60H also carried the fast tactical imaginary (FTI) system, which enabled the helicopter to record Forward Looking IR (FLIR) video and transmit imagery in near real-time to provide feedback to the task force commander and VBSS teams.

At the beginning of February 2009, the detachment cross-decked to the USNS Lewis and Clark (T-AKE-1) and the USS Vella Gulf (CG-72) took over as the CTF-151 flagship. Additionally, a detachment of HELANTISUBRONLIGHT FORTY TWO, the Proud Warriors, was embarked in the USS Vella Gulf, which significantly increased CTF-151’s helicopter

capability. I was not part of the initial detachment aboard the San Antonio; however, the cross-deck to the Lewis and Clark provided the opportunity to swap out a few pilots and expose more personnel to the counter-piracy mission. The day prior to the cross-deck, my commanding officer called me into the ready room to inform me that I was to take the place of one of the Lieutenants on the detachment. Due to space constraints on the USNS Lewis and Clark the detachment was reduced in size from 8 officers, 42 enlisted, and 3 HH-60Hs to 8 officers, 25 enlisted, and 2 HH-60Hs.

The next morning I left the Theodore Roosevelt and checked into my new stateroom onboard the Lewis and Clark. The first thing any member of an HS squadron would appreciate (and easily adapt to) is the living conditions on a USNS ship. The Lewis and Clark had ample work out facilities, individual staterooms, multiple laundry centers, and the ability to walk throughout the ship without hurdling knee-knockers. Although a USNS ship is designed for a two helicopter vertical replenishment (VERTREP) detachment, it was never outfitted for combat operations. Unlike a logistics mission, the counter-piracy mission required more robust communications ability. Additionally, the ship’s crew had to adapt to a continuously evolving flight schedule. To the credit of the civilian mariners onboard the USNS Lewis and Clark, they quickly adapted to the mission and overcame every challenge CTF-151 presented. They also provided amazing hospitality to our detachment. Many of them were former uniformed members of the U.S. Navy and welcomed the new mission.

The difference between deploying with your entire squadron versus a detachment was very interesting. While embarked upon an aircraft carrier, most of the squadron does not directly interact with one another on a daily basis. On a detachment, daily interaction was a must and having different rates working together to accomplish the daily flight schedule is essential. It was not unusual to see PRs working on aircraft. Gone were the days of, “that’s not an AE thing, that’s an AT thing.” Simply put, each maintainer took an added interest in ensuring each bird was ready to fly. Our sailors quickly learned each other’s daily tasks, which ensured maintenance was both thorough and completed in a timely fashion. The aircrews were able to work with the same maintenance personnel and aircraft each day, enabling an ongoing dialogue concerning aircraft status and maintenance challenges.

In order to conduct their mission, CTF-151 looked to the air to lead the charge in countering pirate tactics. The ability to find suspected pirates was given to UAVs and armed helicopters. The first part of the job was undoubtedly a team effort. The surface search radar capability of SH-60B and the Vella Gulf enabled quick contact of suspected pirate skiff over a large area of open water. Once suspect radar contacts were identified, HH-60H helicopters were tasked with positively


Feature: Jack of all TradesContinued from page 18

identifying the contacts. Positive identifi cation was essential because of the similarities between fi shing dhows and pirate vessels. This helicopter combination along with the added capability provided by UAVs from the USS Mahan (DDG 72) proved very successful. The boarding of the suspected pirate vessels was led by the VBSS teams onboard the Vella Gulf, which were covered from the air by HSL-42 and HS- 3 aircraft. CTF-151 ended up apprehending 16 suspected pirates.

The fi rst month of the detachment onboard the San Antonio, the detachment was mainly tasked with counter-piracy and VBSS over-watch missions. During the second month, onboard the Lewis and Clark, HS-3 was additionally tasked with ensuring the media was granted full access to the counter-piracy mission. It was stated early in the mission that the GOA was far too extensive for the maritime shipping companies to rely solely upon coalition forces for their protection. Each vessel was encouraged to take active steps in securing their own defensive measures. In less then a month, reporters from NBC, CBS, ABC, and the Wall Street Journal all embedded themselves with CTF-151 and reported from the GOA. HS-3 conducted countless logistics runs to the Vella Gulf and multiple coalition ships to provide extensive media coverage. This extensive logistics mission was made possible in large part by the carrying capacity of the HH-60H. The media involvement played a major role in reassuring the maritime shipping community that coalition forces were helping to ensure their safety. Throughout the month more and more maritime shipping companies were seen taking the active self-defense precautions requested by CTF-151.

The helicopter community showed its fl exibility again when requested to conduct multiple VERTREP missions. Both HS-3 and HSL-42 worked in unison to ensure all logistics requirements were fulfi lled, including VERTREP operations to move our detachment’s equipment from the San Antonio to the Lewis and Clark, move the Marine security detachment’s equipment (a distance spanning over 25nm from Djibouti), and conduct normal logistics operations for the Lewis and Clark to fulfi ll its Military Sealift Command (MSC) mission.

At the beginning of March 2009, our detachment departed the GOA and left the Lewis and Clark to rejoin the Theodore Roosevelt. The next day, I conducted an antisubmarine warfare (ASW) syllabus event; and just like that I was back to concentrating on my ASW training. As I look back to fl ight school, I wondered which instructor was correct. What community is “Jack of all Trades?” The answer is that if you are Naval helicopter pilot, regardless of community, you are and should train to be “Jack of all Trades.” Undoubtedly, the future of helicopter aviation is always changing and we must be prepared to change with the environment and meet new missions. We must all be “Jack of all Trades” and more importantly, “master of the one needed right now.” As our two communities transition to the MH-60R and MH-60S, we must continue to work together to take advantage of each platform’s unique capabilities and each crew’s strengths to successfully meet all mission requirements.unique capabilities and each crew’s strengths to successfully meet all mission requirements.

Rotor Review # 105 Spring ‘09 20Rotor Review # 105 Spring ‘09 20

Feature

V-22 Faces Mission Capable Rates IssuesArticle By Bettina H. ChavanneReleased by www.aviationweek.com

It may be fl ying every mission in theater, but the MV-22 is still facing reliability issues due to inaccurate predictive modeling, according to Lt.

Gen. George Trautman, U.S. Marine Corps deputy commandant for aviation.

“We’re working on it, but that’s one concern I have in the Osprey program,” Trautman told Aerospace DAILY April 30. Reliability and maintainability are “not meeting my full expectations yet.”

The V-22 was sent into combat “sooner than we should have,” Trautman said. Typically, an aircraft is deployed only after its has passed its Material Support date, which the Osprey did Oct. 1, 2008. The fi rst squadron was deployed a year prior, in October 2007. That early deployment had an effect on the way the Marine Corps purchased spare parts for the aircraft.

With 55,000 fl ight hours on the V-22, it has become evident that early predictions of mean time between failures on certain parts were inaccurate. “If [mean time between failures] is worse on the kinds of spares that have a long lead time, you start getting into a problem of how you dig out of that hole,” Trautman said. The goal then is sparing models based on reality, not predictions. “We’re struggling with that a bit,” he said.

The Marine Corps has told Bell Boeing that by 60,000 fl ight hours, the service would like to achieve 80 percent mission capable rates. Trautman is pleased with the company’s response. “The good news is they’re standing behind the product, they’re engaged,” he said.

Sustained shipboard deployment of the V-22 also has posed a slight challenge to the service. It was discovered that on smaller deck amphibious ships, heat from the downward-pointing nacelles could potentially warp the stringers underneath

the deck plates. “We’re concerned with heat on the LPD and LSD decks because the steel is so thin,” Trautman said, adding that the service has “worked through that challenge.”

One solution is to tilt the nacelles forward slightly, which gives 35 minutes of operational time on deck.

The other option is deck plates that provide protection up to 90 minutes. The Marine Corps is working with the Defense Advanced Research Projects Agency and the Offi ce of Naval Research to fi nd coatings for the deck, particularly in light of the F-35 Joint Strike Fighter (JSF). The exhaust from the JSF’s auxiliary power unit has the potential to cause similar heating problems, so the joint program offi ce is working on the issue now, Trautman said.

Artwork by Chris Cosner Digital Imagery by George Hopson, NHA

MV-22s in a row aboard USS Wasp. Photo courtesy of NHA Archives

problems, so the joint program offi ce is working on the issue now, Trautman said.


Feature

PANTERA PANTERA PANTERAArticle by LTJG Carlos Oroza, USN

For Helicopter Sea Combat Squadron TWO SIX detachment TWO (HSC-26 DET 2), the 29th of April marked the midpoint of UNITAS GOLD and the rare

opportunity to photograph aircraft participating in a SINKEX. This year marked the 50th anniversary of UNITAS, the longest running multinational exercise in the world. UNITAS was designed to develop coordination amongst a multinational force and improve interoperability through realistic scenarios. As the exercise got underway, I quickly learned the importance and diffi culties of training in a joint environment. The fi rst hurdle to jump was the language barrier; the second was getting everyone actively and correctly participating in the Air Plan. However, the biggest problem we experienced during UNITAS was communication. Many of the foreign aircraft only had one radio, and after fi guring out what frequency they were operating on, conveying instructions proved difficult at times. As UNITAS progressed, improvements were made, but I had my doubts about our ability to execute the SINKEX as scheduled for the 29th of April. Our mission was to fi lm two partner nation helicopters, a Colombian Fennec (call sign “Pantera”) and a Mexican Bolkow, fi ring ordnance at the ex-USS Connelly (DD 975).

After experiencing the operational diffi culties associated with multinational operations fi rst hand, the Helicopter Aircraft Commander (HAC) made sure to meet with the pilots of the two aircraft a few days prior to hammer out every detail of their planned live fi ring runs. The SINKEX was to be the most challenging mission of the operation; it required precise timing and coordination between the 11 partner nations to ensure everyone could participate safely. Our chief concern was radio communication between us (the US Navy aircraft) and the two participating multinational aircraft. The entire crew entered the NATOPS brief with a mixture of excitement and uneasiness. The HAC established that our go-no-go criterion was positive communication with the live-fi re aircraft before we would proceed on the fi ring leg.

We preflighted our MH-60S and decided to launch ten minutes early to ensure we would be overhead the Colombian ship (Almirante Padilla) before the Fennec took off. We met overhead at 0855 and contacted the Padilla on their land/launch frequency. We were pleasantly surprised to fi nd the Fennec preparing for break down and launch right on time. Unfortunately, that was the last we heard from them for what felt like an eternity.

After hearing the Fennec report “Ops Normal” with the Padilla, we joined up with them on their starboard side in combat cruise formation and began calling them on Red Crown for check in.

Charger 70 fi lming a Columbian Fennac launching ordnance at the ex-USS Connelly (DD-975). Photographer unknown.

Feature

“Pantera, Charger 70.” There was no response. Thinking that they may have skipped ahead and contacted Range Control, I tuned our second radio and made another attempt. “Pantera, Pantera, Pantera, Charger70 on Range Control, how do you hear?” Once again, we were met with silence. The fl ight then became an exercise in Crew Resource Management (CRM). We decided to each take a radio and coordinate with Range Control and Red Crown to see if they had established “sweet comms” with the Colombian aircraft. As we continued to trouble shoot, we could see the Colombian pilots working furiously in the cockpit and looking back occasionally. As the HAC continued to maintain form, I tried switching antennas and hailing them in Spanish to no avail. To add to our frustrations, the Fennec would call Red Crown and Range Control sporadically with their call sign, but would not respond to the queries that followed. As we approached the boundary of the range we began to discuss the possibility of having to abort the mission.

Luckily, the Fennec fi nally called Range Control and we were back in business. We also had success in establishing good communications with the Mexican Bolkow for the second live-fi re run. Although neither the Fennec nor the Bolkow conducted their fi ring run as briefed, the rendezvous and approach went as planned and we were able to maintain a safe distance and complete the mission.

UNITAS GOLD proved to be an invaluable experience. I learned that face to face coordination in the brief, in-depth mission planning, and a good bit of adaptability/fl exibility are required for most missions – but are essential for safely completing a multinational exercise. Although there were many challenges to overcome, each mission was completed successfully, and I left with increased confi dence in our own abilities and those of our allies. Our PHOTOEX yielded phenomenal photographs for the exercise and a once in a lifetime experience for me.


Feature

Old-School meets New SchoolArticle by AWSC Lindaleah Johnson, USN

Whether you’re doing VERTREP or acting as gunner, the Gentex Maxillofacial Shield is optional equipment for aircrewmen using the HGU-84 series helmet assembly.

It’s designed specifi cally to protect the lower facial area from fl ying debris and assist the aircrewman with communication during landing, takeoff, cargo operations, gunnex or tactical maneuvers, but the face mask is great for all helicopter aircrewmen1. When I fi rst saw an aircrewman at my squadron wearing a shield, my fi rst thought was, “Great, another young aircrewman with ‘bling’.” It’s true when they say change is hard to accept, because my next thought was, “Why can’t they just get in the aircraft and do the mission like all of us old school guys?” It wasn’t until I was on deployment (a good year and a half after seeing that young crewman with the shield) that the aircrewmen in my detachment coaxed me into fi tting a shield onto my helmet. Let me tell you, my opinion changed in one fl ight. I fi rst used the shield during a gun shoot during work-ups. The ease of wearing the shield while shooting the M240 was priceless. With the face shield on, I was able to key the ICS with the foot button and use both hands for maneuvering the weapon. But it wasn’t until I did a vertical replenishment (VERTREP) that I began to wonder, “Why didn’t we use these years ago?” The fl ight was a VERTREP to the USS Theodore Roosevelt while operating in the Gulf of Oman. One aircrewman was on either side of the cargo hook and both doors were open. If you’ve ever been in the H-60S with both doors open, then you know that it’s like a wind tunnel. Before the shield, I was

constantly cupping my hand over the mic piece so that my calls would be audible for the pilots. But with the shield, the mic piece fi ts perfectly inside; I just had to key the mic and did not have to worry about my calls being drowned out by the wind’s noise. I am a prior Phrog crewman and when we use to VERTREP, we would lay on our stomachs on either side of the cargo hook (the “hell hole”). One aircrewman would lay toward the cockpit and the other would lay head toward the tail section. The second crewman would typically lay toward the cockpit for two reasons: fi rst, to make sure they had the “left” and “right” calls correct, and second, the amount of wind coming through the “hell hole” gave you a constant rush of wind up your nose, requiring you to cup your mike to get audible calls to the pilots in the cockpit. If we had used the shield back then, it may have been one of the few luxuries we had when we were in Phrogs. (I could come up with a lengthy list of what I would call a ‘luxury’ in a Phrog, but if you weren’t an H-46 crewman, you just wouldn’t understand).

During deployment, there wasn’t a fl ight deck I landed on where a helicopter aircrewman didn’t ask the question, “Chief, why do you guys wear that mask and how can we get them?” So here I am, with our debut of “Aircrew Corner” in Rotor Review, answering that question for those, both old school and new school, that have seen us out there. No need to wonder where you, too, can get some of that aircrew ‘bling’.

1 NAVAIR 13-1-6.7-3 section 8-5 Maxillofacial Shield. The Gentex Maxilliofacial Shield, P/N 05D12001-2(medium/large) P/N 05D12001-3(large/x-large)

Aircrewman shooting a M240 while wearing the HGU-84 helmet. Photo courtesy of HSC-22 Public Affairs Offi ce.


Feature

Gauges Green, CleanArticle by LT Justin Letwinsky, USN

Most NATOPS manuals make use of the phrase, “cross check all performance instruments and report ‘gauges good.’” That

phrase - in practice, vice print - has been modified over the years, to be “gauges green, clean.” This well known ditty within the aviation community is commonly used as its substitute. Changing the words around, making them rhyme and be easier to remember isn’t that big of a deal. Or is it? I first heard the phrase in flight school, and later at the Fleet Replacement Squadron (FRS). Before long, this phrase soon became engrained in my vocabulary. It always seemed fitting since the expression itself confirms that all gauges display green instrument range markings, and the Caution/Advisory Panel is clean of any abnormal cautions or advisories. While aboard a U.S. Navy frigate, in a combined U.S. Coast Guard counter-narcotics trafficking exercise in the Eastern Pacific, I served as the “Helicopter Second Pilot” of an SH-60B helicopter. It was my first deployment, and we were about to conduct another joint operation on a clear March evening. The Aircraft Commander and I launched from the ship like any other day. Of course, like all previous flights, during take-off I looked over all the gauges and the Caution/Advisory Panel and reported, “Gauges Green and Clean.” After giving our “Ops Normal” call to the ship, we commenced with the Maritime Interdiction Operation (MIO) exercise. The ship launched the Ridged-Hull Inflatable Boat (RHIB) with the Coast Guard crew onboard, and the training began. The boarding team members practiced driving alongside the ship, as in a real counter narcotic boarding, while the helicopter provided cover. During the event, the sun was starting to set, and everything in the aircraft felt and seemed normal. About one hour into the flight, flying alongside the ship, the Coast Guard Boarding Team finished their last run. Once “FINEX” was called over the radio, concluding the exercise, we broke off, and the ship declared that they were going to begin recovering the RHIB. Upon departing, I gave a fuel status call and reported to the Aircraft Commander, “Gauges Green and Clean.” The Aircraft Commander verified the gauges as well and noticed a split in the Engine Oil Pressure gauge. The #2 Engine was reading about 10-15 psi lower than the #1 Engine. With the #1 Engine showing about 45 psi, and the #2 Engine flickering from 30 to 35 psi, all gauges were still in the green, but I failed to notice the split. From five miles away, we turned immediately back to the ship, while declaring an emergency and executing the “Engine Oil Pressure Low” emergency procedure. As we were heading back to the ship, I pulled out the Pocket Checklist to make sure all items were completed and to

read any warnings, cautions, or notes. It states the “ENGINE OIL PRESS” caution light is triggered by the Visual Display System oil gauge positions and cannot be used as secondary indictions of a malfunction. In other words, the Visual Display System itself triggers the light, not a separate mechanism or switch that is sensing the pressure. At this time, I also begin noticing that the #2 Engine Oil Pressure dropping further. It was reading now between 27-30 psi, but again still in the green. On the ground we always review the importance of “CRM,” and how critical it is to delegate tasks to each member of the crew during any regime of flight—especially during an emergency. One interesting thing I noticed was that no delegation was needed. Each crew member instantly took on the responsibility of various tasks on their own, in order to safely land the aircraft. The Aircraft Commander continued flying towards the ship, while coordinating emergency flight quarters with ASTAC. I was hawking the gauges, reporting what I saw, and coordinating our landing with the Airboss and the Landing Safety Officer (LSO) over UHF. I described the nature of our emergency, and continued to provide updates, while ensuring the crew completed the landing checklist in preparation for a “green deck” to land. We were about two miles away from the ship at this point, and the #2 Engine Oil Pressure was now flickering in and out of the amber range, reading about 22-26 psi. Additionally, the “Master Caution” and “#2 ENGINE OIL PRESS” light began flickering as well—gauges were no longer “green and clean.” As the tension began to rise in the aircraft, the Aircrewman made sure that everyone was remaining calm. To add to his reassurance that we were going to be fine, I even stated, “There’s nothing to worry about. The worst thing that could happen is the #2 Engine quits… we still have #1.” A single engine landing to a ship at night, although far from ideal, still provided us with the fact that a safe landing could still be made—which brought the anxiety level down a bit. We actually discussed securing the #2 Engine on our own, since the NATOPS flight manual mentions to perform the “Single-Engine Failure Procedures” if secondary indications are present; but again the caution light did not serve as a secondary indication, and temperature and torque indications were still normal. Additionally we were close to the ship. Meanwhile, the LSO was relaying communications, expediting the FOD walk-down, and getting the ship to turn and make best speed into the wind in case of a single engine landing. At about one mile out, we received a “green deck” to land. On final, at 200’ AGL and 0.5 miles from the ship, the Aircrewman continued with closure calls, while I called out altitude and engine oil pressure, which was already in the

Continue on page 24


Feature: Gauges Green, Clean

red range. The aircraft had a “MASTER CAUTION” light that I cleared, and a steady “#2 ENGINE OIL PRESS” light at this point. Upon crossing the deck edge, only one red cube remained, and that was fl ickering between one cube and no reading. The Aircrewman called the aircraft into position over deck, and we landed safely, with no reading on our #2 Engine Oil Pressure gauge. Immediately the Aircraft Commander told the LSO that he was securing the #2 Engine. The aircraft was shutdown using normal shutdown procedures. Upon thorough inspection, it was apparent that the oil in the #2 Engine had completely leaked out. Although no apparent cause for the leak was discovered, the #2 Engine was replaced due to operating below the normal pressure range for longer than 60 seconds. The safe landing is credited to everyone involved. Although the acronym “CRM” was never actually verbalized in the aircraft, each crew member knew his role and remained calm while focusing on it. Everyone maintained excellent situational awareness and executed sound judgment, while using clear, detailed communication, and feedback.

The one issue however remained with the phrase “Gauges Green and Clean.” I realize in hindsight, that there is more to “cross checking all performance instruments” than just verifying gauges in the green range, and no abnormal cautions or advisories. Although all the gauges were green, the Aircraft Commander noticed the split between the two engine oil pressures, and with enough time to execute a safe landing before secondary malfunctions occurred. I also realize the importance of every word published in the NATOPS manual. Not only does it state to report “gauges good,” (not just that they’re in the green range), but the verbiage also refers to checking other performance instruments as well, not just those pertaining to the engines. The specifi c instructions set forth in NATOPS are to be followed to the letter for a reason. It is important that procedures are continually reviewed, and that the aviation community understands why they are published the way they are. Sometimes what seems initially like a good technique could actually be a detrimental, bad habit.

BASH CONDITION LOWArticle by LT Chris Grande, USN

As more Navy Helicopter Pilots become familiar with the tactical environment and spend time downrange, many of us have

learned the reactive procedures to defeat a missile in fl ight. Fortunately, I have never had to put these procedures to use in combat, but I may start employing them more often, as my various aircraft have been struck four times thus far. Luckily, the fl ying projectiles that hit me were birds. My bird strikes happened in San Diego, over the coastal waters of Indonesia, and once over the desert sands of Kuwait. So far, none have resulted in serious damage to man or machine, but this may not always be the case.

The earliest reported fatality due to an airborne bird strike occurred in 1912, and despite many improvements in aviation safety, birds remain a threat today. With the amazing water landing of U.S. Airways Flight 1549 into the Hudson River, bird strikes have received more attention worldwide and it made me wonder what I can do as a pilot to avoid this potentially fatal hazard.

As a fl ight student, I recall being taught only two techniques to help resolve the bird hazard. One was to always climb when a bird is near you as they tend to dive around

aircraft, and the other was to duck your head if you saw a bird in your windshield so it didn’t hit you in the face. Both of these tips only come in handy if you see the bird ahead of time, but for all of my bird strikes, no one in the crew saw the bird until it was too late to do anything but blurt an obscenity. The question then becomes twofold: how can we spot birds sooner; and how do we avoid fl ying where the birds are?

Seeing small, fast, and erratically moving animals in the sky is not easy, but there are some things aviators can do to help themselves out. First, it helps to know your battlefi eld. The United States Air Force has developed the United States Avian Hazard Advisory System, a tool to be used in the fl ight-planning stage that helps predict how much bird activity you will encounter along any given route of fl ight. While that could be useful when conducting cross-country route planning, many of us in the Rotary Wing aviation business are working in local coastal regions with dense avian populations, and our routing options are becoming increasingly limited due to noise restrictions and more crowded airspace. Still, the U.S. Avian Hazard Advisory System is one more tool for the toolbox, offering estimates of bird hazard based on populations and migratory activity that will assist air crews make better choices


Continue on page 25


Feature: BASH CONDITION LOW

about fl ight routes and altitudes. Another tool I have used lately is the report of the

BASH Condition on ATIS. BASH is an acronym for Bird Aircraft Strike Hazard, and usually the BASH Condition is Low. The BASH Condition scale starts at Low, continues on to Moderate, and peaks at Severe. It seemed odd to me that the BASH Condition of my home fi eld was “Low” when I could clearly see birds fl ying all around the fi eld, but after some research I learned that this meant there was “normal bird activity on and above the airfi eld with a low probability of hazard.” Naturally, there is a low probability of hazard when helicopter crews are doing all they can to avoid a strike, but is certainly does not mean the threat does not exist. So take this warning with a grain of salt, but if you hear the reported BASH Condition of Moderate or Severe, be prepared for signifi cant bird activity.

The last way to know the whereabouts of heavy bird activity is from fl ight crew reporting. This makes perfect sense: the best weather reports are always PIREPS (Pilot Reports), and if another air crew reports signifi cant bird activity, it should defi nitely raise the interest of other crews fl ying in the vicinity. On more than one occasion I have been operating in areas with an uncomfortably dense bird population, and have relayed information on the hazard to Tower. Unfortunately, that information was not always passed to other crews reporting in or mentioned on the next ATIS update. However, in most cases the information is passed, and I highly recommend making these advisory calls when appropriate to assist your fellow pilots.

Other approaches to mitigate the risks of a bird strike are common sense techniques. An aggressive outside scan and

active communication amongst a crew will help crews spot nearby birds earlier and react sooner. Some bird species tend to fl y low to the ground in search for food, so stepping up in altitude may also help in certain regions. Bird strikes will still happen, though, as an active outside scan will be less helpful in IMC conditions, at night, or when traveling at high speeds. As boxers are fond of saying, “you cannot hit what you cannot see,” or in this case, you cannot avoid what you cannot see. This was most certainly the case for Hannes Arch, the Austrian pilot who hit a pelican above San Diego Bay during the recent Red Bull Air Races.

Bird strikes continue to draw attention. Senator Chuck Schumer of New York has proposed legislation that would make it mandatory for every pilot involved in a Bird Strike to report the event to the FAA. The FAA estimates that its current voluntary reporting program only captures twenty percent of all bird strikes. In addition to FAA reporting, military crews are expected to fi le a HAZREP. As with most of the battles we wage today, information is key. This is no less true in the war against bird strikes. Please continue to report all bird strikes and increased bird activity to the appropriate agencies.


To Be or Not to Be a Super JO? That Is the Question

Article by LT Doug “Spooner” Hale, USN

Having been at the HS-10 for two years I have seen, like most other FRS squadrons, the cross-pollination of communities while

we continue down the path of the master helicopter plan. The Master Helo Plan transition has forced the relocation of many pilots into different airframes and communities, often to a billet that requires these offi cers to draw from past leadership and tactical prowess. It is not uncommon to see prospective department heads from different communities complete their syllabus and immediately deploy with their new fl eet squadrons. While they are clearly competent and experienced aviators, coming from a different community usually means they have minimal, if any, experience in airframe specifi c mission areas such as ASW or CSAR. A side effect of the push for master’s degrees and joint qualifi cations has resulted in offi cers being pressed for training syllabus time, forcing them to learn mission sets while running a fl eet department.

Often new department heads arrive at their squadron during cruise or during one of the major work up phases such as COMTUEX, JTFEX or Air Wing Fallon. While some department heads might have had experience as a JO with these various exercises, others have none simply because of the community they are coming from. In this case the gaining squadron cannot use their department head as part of a combat crew which can seriously affect the squadron’s readiness. Additionally, without mission level qualifi cations or signifi cant experience in those areas previously mentioned (to include CVN boat operations) the squadron is short one instructor when it comes to training junior pilots for their mission qualifi cations. All of this discussion is assuming there is just one department head from a different community, much less a squadron with two from a dissimilar background.

Continue on page 27



Feature: To Be or Not To Be a Super JO?

Given the unique circumstances surrounding the merger of our communities and with new squadrons standing up, the role of the “Super JO” is more crucial now than ever for both squadron readiness and training. Having witnessed this process over the past two years inspired me to ask the Flag Panel at this year’s NHA how we can utilize Super JOs, give them a good FITREP and not disrupt fi rst tour JOs FITREPs. Obviously this is a diffi cult question; one that RDML Guadagnini said was “a tough nut to crack.” Super JOs, who more often than not have remained in the cockpit for three tours in a row, are a great resource for training junior pilots as our community continues to grow at a rapid pace.

It has been clearly stated that the problem with Super JOs is their career timing and the impact on the fi rst tour Lieutenants. The Super JO would most likely be the best

performer because they have “been there and done that.” However, giving them the #1 EP would mean one less EP for the fi rst tour Lieutenants. So what’s the solution? The helicopter community at large should embrace the importance and augmentation of the Super JO, especially during this complicated merger where TTPs (tactics, techniques and procedures) and differing community cultures are colorfully discussed on a daily basis. The Super JO should be a legitimate career path with a specifi c FITREP (albeit a 1 of 1 with a descriptive Block 41) that is recognized by department head and command screen board members for its merit in this critical time. Quite honestly…I’m attempting to garner support from my fellow helo bubbas who want to stay in the cockpit and actually reap the benefi ts! Who’s with me?!?!


Safety Statistics and Military Helicopter RisksArticle by Peter B. Mapes, MD, MPH, BS • Cleared by Department of Defense for open publication

Introduction

This paper is designed to serve two purposes. The fi rst is to provide some

thoughts about the proper computation of safety statistics from an epidemiological point of view, explain what is useful versus what is not, and explain why you would want to learn about this. The second is to introduce some risks to fl ight which have become apparent since we started a study looking at all 917 U.S. Department of Defense (DoD) helicopter mishaps from fi scal year 1985 through fi scal year 2005. It included outcome analysis of over 3,800 souls on board those helicopters and is hosted at the web site of AHSI at http://www.vtol.org/safety.html

We restricted our analysis to fl ight mishaps, which were severe enough to be designated as Class B mishaps or higher. Mishaps to towed arrays or items damaged in hoist operations not involving damage to the helicopter or injury to the crew were excluded. All of these mishaps resulted in damage to property in excess of $200,000, destruction of the aircraft and/or disability or loss of life. The Institutional Review Boards at the Uniform Services University of the Health Sciences and the USAF School of Aerospace Medicine found the use of this data to be exempt from human use concerns. All of the views expressed in

this paper are those of the author and do not constitute the opinion or policy of the Department of Defense or any other organization.

Aircraft Mishap Analysis From An Epidemiological Point of View

Aircraft mishaps are, in the terms of the statistician or epidemiologist, rare events. They usually occur at intervals of approximately one every 25,000 fl ying hours at the class A or B level. Some aircraft have been notably worse; the Air Force H-53 suffered a class A or B mishap nearly every 5,086 hours. Others like the Army UH-1 defi ne the opposite end of the curve with a mishap every 119,047 hours. Each mishap is an important event which garners a lot of resources designed to prevent recurrence but mishap rates, or other statistics may not achieve statistical signifi cance. Why, you may ask, should we care about statistical signifi cance and what is statistical signifi cance anyway? Statistical significance quantifies the likelihood that a particular event or condition reported as a statistic is occurring by chance alone versus as the result of a defi nable process. This is a very important concept be cause making a decision about an event occurring by chance is gambling but making a decision based upon an event occurring as the result of a defi ned process is employing critical thinking and good stewardship. I

like to describe it this way: Imagine that you scatter several handfuls of colored (red, blue & yellow) marbles across the fl oor of a dark room. Standing in the middle of the room you position yourself to gaze at the fl oor through the cardboard tube from a roll of paper towels like those commonly used in the kitchen. An assistant briefl y illuminates the room and you get a peek at the fl oor through the tube with one eye. In your fi eld of view, there are three red marbles. You are now asked to draw a conclusion about what you see and you note that the fl oor is likely contaminated by red marbles. Your assistant now hands you a funnel and you hold the narrow end up to one eye with your other eye closed. The room is once more illuminated and you discover that the view through the funnel reveals seven red and two yellow marbles. You revise your conclusion to a new view that the fl oor is contaminated by marbles of both red and yellow color but that the red marbles outnumber the yellow ones. You now discard your funnel and your assistant illuminates the room for a third time but now your binocular vision is unimpeded and you gaze about the room long enough to make a precise count of every marble on the fl oor. Your result is 25 marbles of each color: red, blue and yellow. Your fi rst two estimations were incomplete (and wrong) because you

Continue on page 28


Feature: Safety Statistics and Military Helicopter Risks

Continue on page 29

lacked enough view of the exposure variable (the floor area) to gather enough information to form an accurate sample of the number and color of marbles contaminating the surface. Your final view took in the entire universe and provided the most complete view possible, it also pointed out the insufficiency of your first two samples which were complicated by the fact that the marbles were not distributed uniformly across the floor, but were more or less clustered by color creating a skewed distribution. If you had the training, you could represent the likelihood that each sample represented an accurate view by calculating the p-value or the chance that the number you measured was generated by chance alone and not by the situation that actually existed on the carpet. In general, we are only willing to accept a 5% chance that a number we calculate is due to random chance so p-values must achieve values of 0.05 or less to be viewed as significant.

The relative infrequency of most helicopter mishaps means that an annual mishap rate is meaningless because each type of helicopter does not accumulate enough exposure to generate statistically significant data. Our largest fleet, composed of Army Blackhawks has numbered, on average, about 1,500 aircraft but its combined Class A & B mishap rate is 2.56 per 100,000 flight hours, or one mishap every 39,000 hours. Generally, one needs eight to ten mishaps to achieve a statistically sound estimation of the mishap rate. If we assume that each Army Blackhawk flew 200 hours a year, that would generate an annual total flying exposure of 300,000 hours per year and between seven and eight mishaps (7.68 actually). Therefore, our largest fleet of helicopters is just short of being able to achieve statistical significance for its usual mishap rate in one year. What would a high mishap rate helicopter look like if it had a small fleet size? A good example of this is the recently retired Air Force H-53 which sported a fleet of 36 aircraft and flew roughly 300 hours annually for each aircraft, or 10,800 hours annually for the fleet. Its class A and B mishap rate was the highest in recent history at 19.66 per 100,000 flight hours. At a rate of two mishaps per year, the Air Force H-53 fleet would take four or five years of exposure data to generate statistical significance.

Historically, our safest operational (non-training) aircraft has been the Army UH-1 with a mishap rate of 0.84 Class A and B mishaps per 100,000 flying hours. On average, this was a large fleet with roughly 1,600 aircraft flying

200 hours a year each or 320,000 hours a year during its heyday. The UH-1 would have roughly 2.7 mishaps annually so it would take three to four years to achieve statistical significance for an estimation of the mishap rate.

A midsized fleet of 500 aircraft with an average Class A and B mishap rate of 3 per 100,000 flying hours being utilized at a rate of 300 hours per year per aircraft would accumulate 150,000 hours per year and 4.5 mishaps. It would take this fleet nearly two years and 300,000 hours of flying exposure to achieve a reliable estimate of its current mishap rate. In general, the higher the mishap rate, the more hours flown per aircraft each year and the larger the fleet, the shorter the period before statistical significance is achieved. As safety improves, fleets shrink, utilization declines and longer and longer intervals will be required to gain an accurate representation of mishap rates.

Just like our marbles, aircraft mishaps generally follow a random pattern. Years are arbitrary measures of time based on the celestial mechanics of our planet and its relationship to the sun. Aircraft mishaps are not generally related to or governed by the passage of a year or the alignment of celestial bodies (Horoscope developers to the contrary) so it is useless to calculate mishap rates based on a measure of continuous time like a year. In fact, it is worse than useless, it is misleading. Aircraft mishaps are famous for occurring randomly rather than at regular intervals. Since the denominator for aircraft mishaps is generally 100,000 flight hours, anyone who calculates mishaps rates, owes it to their customers to use enough exposure to generate numbers that are statistically significant. This requires adequate power. We are not speaking of torque here. Statistical power is the capability of a sample to represent the universe. Too small a sample leads to inaccurate representation as does skewedness (or other non-random distributions). Adequate power requires enough numerator and denominator data for the production of statistics having a high likelihood of accurately representing the universe as it actually exists. Calculators of data owe the

users a measure of that significance by which the accuracy of the sample estimation can be measured. Given a choice, no commander would elect to go into battle with information known to be inaccurate. Why then would force management decisions be made based on estimations which can be shown to have no value what so ever? The next time someone quotes a mishap rate during a given year period to you, you should ask them how reliable that estimation is as a representation of the actual mishap rate. If they cannot tell you, calculate it yourself with a statistical or epidemiological program. If you cannot afford STATA™ or SASS™, consider using a free government program like EPI INFO™ (Available on line from the Centers for Disease Control and Prevention).

Now that we’ve provided an overview of statistical significance, we can discuss the use of epidemiology in mishap analysis. Specifically, what can be looked for and what should be looked for. The holy grail of epidemiology is the mathematical establishment of causality. This is complicated and rarely accomplished. It relies on the ability of one measurable quantity (the independent variable) to accurately predict the result of another measurable quantity (the dependent variable). Causality requires the following nine criteria,

to be mathematically demonstrated:

The Bradford Hill Criteria for Causality

Strength of Association.1. The stronger the relationship between the independent variable and the dependent variable, the less likely it is that the relationship is due to an extraneous variable.Temporality. 2. It is logically necessary for a cause to precede an effect in time.Consistency.3. Multiple observations, of an association, with different people under different circumstances and with different measurement instruments increase the credibility of a finding. Thus a meta-analysis is generally more valuable for establishing causality than a single study and repeated studies should generate consistently similar results.Theoretical Plausibility.4. It is easier to accept an association as causal when there is a rational and theoretical basis for such a conclusion.




Coherence.5. A cause-and-effect interpretation for an association is clearest when it does not conflict with what is known about the variables under study and when there are no plausible competing theories or rival hypotheses. In other words, the association must be coherent with other knowledge. But, one must also constantly bear in mind that previously recorded data could be wrong.Specificity in the causes.6. In the ideal situation, the effect has only one cause. In other words, showing that an outcome is best predicted by one primary factor adds credibility to a causal claim.Dose Response Relationship.7. There should be a direct relationship between the risk factor (i.e., the independent variable) and the degree to which the dependent variable is demonstrated.Experimental Evidence.8. Any related research that is based on experiments will make a causal inference more plausible.Analogy.9. Sometimes a commonly accepted phenomenon in one area can be applied to another area.

It would be nice if we could frequently establish links of causality throughout our safety data. The ability to do so would drive valid requirements, effective training and wise operational decision making leading to low mishap rates and a high degree of safety. Unfortunately, safety data is complicated, multifactorial and difficult to use. We do not collect or preserve all of the numerator or denominator data that we need to conduct complete analyses and even if we did, the fact that we are analyzing rare events makes it difficult to gain enough power to delve deeply into any group of mishaps with a high degree of certainty during any brief period of time. Numerator data collected may not be completely factual. While we would like to think that our safety processes are inviolate, there is ample evidence of politics and influence sneaking into the mishap analysis process and the determination of cause. Many times, the message between the lines of a report, or what is not said, is as important as what is written in the report. In general the Services do as well as could be expected to nullify agendas brought into the safety investigation process but anyone utilizing

safety data must be aware that any human process is imperfect.

At this point it would be useful to discuss some of the important issues in rotary wing mishap analyses. The data I am citing comes from work done by myself, LtCol Robert Kent and LtCol Rawson Wood from original safety investigations conducted by the Army and the Air Force as well as transcriptions of safety reports from the Navy.

Variables of Concern in Rotary Wing Mishaps

VelocityThe speed of the helicopter

at the time of impact with the ground appears to have great bearing on whether a mishap is survivable. Many individuals believe that landing is the most dangerous phase of flight for vertical lift vehicles but this is not borne out by analysis of military mishaps. The highest lethality to helicopter occupants occurs among those people subject to terrain and obstruction impacts at high velocities, specifically, those occurring above the forward airspeed at which the rotor disc begins to fly like a wing. This is also known as the velocity at which the rotor disc achieves effective translational lift (ETL) and usually occurs at a forward airspeed of 16 to 24 knots. The relative risk (RR) of fatality as a dependent variable, given cruise flight (versus hovering flight, with ETL being the breakpoint) as an independent variable reveals a RR of fatality varying from forty-three times among Air Force human factor (HF) mishaps (p < .00000001) to 2.24 times among Air Force non-human factor (NHF) mishaps (p < .0074). This relationship holds in the Army as well where the RR of fatality given a mishap in cruise is fourteen times the risk of a fatality in hovering flight (p < .00000001) in HF mishaps and 2.97 time the risk of fatality in NHF mishaps (p < .00000001). The Naval RR of fatality in cruise is 2.43 the risk in hovering flight (p < .00000001) and the overall DoD RR of fatality given a mishap in cruise flight is 3.61 times greater than the risk of a fatality in hovering flight (p < .00000001). There is no doubt that the greatest risk to life for military helicopter

occupants is garnered through mishaps at cruise velocities which impact the ground, obstructions or other aircraft. Of these, controlled flight into terrain and obstructions (CFIT) during cruise flight contributes the greatest number of fatalities among helicopter mishaps. The take home point for operators is: if you get in trouble, slow below ETL before impact if at all possible.

Human Factor versus Non Human Factor Mishaps

In the discussion of velocity, you noticed that Air Force and Army data was described as being either human factor, or non human factor data. A definition is in order. Roughly two thirds of rotary wing mishaps occur as the result of some action or inaction by a member of the crew; these mishaps are categorized as human factor (HF) mishaps. HF mishaps often have reduced visibility, distraction, task saturation, poor communication, poor decision making, or any one of a host of other perceptual or cognitive process failures to blame as the initiating factor. The remainder of the mishaps involve either: the failure of parts, improperly forecast weather, or improper maintenance processes as the causal elements. These mishaps are termed non human factor (NHF) mishaps and comprise roughly a third of the rotary wing mishaps. In depth analyses of the differences between HF and NHF mishaps reveal roughly 20% better uninjured survival and 20% lower fatality among occupants exposed to Class A and B NHF mishaps. The hypothesis is that training is far superior for NHF mishaps. Items like engine failures and system failures are planned for by engineers and the responses to them are both engineered into the aircraft and trained extensively to the crews. HF problems are less predictable and are not given the same amount of exposure either in the simulator or the actual aircraft. As a result, crew perform much less well when confronted with HF issues and the outcomes are predictably (and now quantifiably) worse. Training has become an independent variable that modifies the outcome of NHF mishaps but has less effect on the outcome of HF mishaps. The take home message on this point is: there is ample room to improve aircrew performance and safety through HF mishap simulation and training.

Night OperationsBoth the Army and the Air Force

demonstrate an increased proclivity for mishaps in the hours of darkness. The Air Force H-60 community has three times the risk of a Class


Continue on page 30



of mishaps at night varying from four to over ten times the risk of a mishap during the day, depending which airframe is reviewed. The Army numbers are on a par with the night mishap risk of Air Force fighter pilots who experience 6.67 times the likelihood of a mishap when conducting night operations. Oddly, the Navy has not demonstrated an increased risk of night operations since the mid 1990’s. What did the Navy (including the Marines) do differently? Unlike the Air Force and the Army who try to fly in predominantly fair weather and do not plan to employ under conditions of low visibility, naval helicopter pilots are assured that when the mines need to be swept, the submarines need to be located or the patient needs to be lifted to see a doctor, the conditions will be abysmal. As a result, the Navy trains its helicopter pilots to employ under instrument meteorological conditions (IMC) and demands the highest levels of proficiency and recency. Until recently, the Army was waiving instrument proficiency in the AOR for some of its pilots. While the Air Force does not have a history of waiving instrument proficiency, they train at Fort Rucker in the same environment as the Army and certainly share some of the fundamentals of that training despite using different instructors and syllabuses. There are also philosophical differences in training. Army pilots are encouraged to remain in visual contact with the ground at all times. This process begins in ab initio training where they are taught to descend when confronted with a lowering ceiling and to slow down when confronted with reduced visibility. Until two years ago, the Air Force conveyed a similar strategy but now, both they and the Navy teach to climb, squawk emergency and get an instrument flight rules (IFR) clearance when they encounter IMC weather on a visual flight rules (VFR) flight. The risk of a mishap given IMC weather for the Air Force under the previous syllabus of instruction was twenty to thirty times the risk encountered in visual meteorological conditions (VMC). The mishap risks for Army and Naval rotary wing aviation in IMC could not be calculated due to a lack of denominator data. The take home message with regard to night operational risk is: Treat night operations with respect and utilize an IFR style of operating to the maximum extent possible. If you are required to fly “nap of the earth” at night, realize that night vision devices, even though they are a huge help, do not turn night into day and leave yourself some room to recover from mistakes which will, inevitably occur.

Reduced VisibilityAs mentioned above, instrument

weather conditions convey a significant additional risk of mishaps. This is particularly apparent in two areas. Army HF mishaps ending in cruise CFIT resulting in contact with the ground had over 40% of the cases associated with IMC weather. Army HF mishaps terminating in obstructions and wires had 10% of the events associated with IMC weather. While the Army does not maintain easily accessible counts of IMC flying hours for its entire pilot force, thus making calculation of the relative risk impossible, an estimate can be obtained from the logbooks of mishap pilots who frequently have less than 0.5% of their flight time logged as actual instrument time. A crude estimation would peg the relative risk of a Class A or B mishap given IMC for CFIT in the Army at twenty to eighty times the risk of flight in visual conditions. The presence of IMC during a cruise mishap was highly correlated with lethality.

A similar picture arises among the 117 Army HF mishaps occurring below ETL (essentially in hovering flight). Ninety of these mishaps occurred at night and 48 involved actual visibility restriction, usually brownout (soil particulates entrained in the rotor wash). During the day there were 27 mishaps and 19 actually involved visibility restrictions.

Among Army NHF mishaps, the 29 with unforecast IMC as a cause portended the highest fatality rates with the exception of main rotor failures.

In a number of different venues, the presence of IMC during a mishap sequence resulted in substantially worse outcomes for helicopter occupants. In low speed phases of flight, fatalities were over represented among mishaps with IMC exposure. Army NHF landing mishaps had eight of 21 fatalities associated with IMC. Army HF hover/taxi mishaps had nine of twelve exposed to low visibility mishaps severely injured or killed representing one of the most lethal categories among this low speed and usually survivable mishap type. In Army NHF cruise mishaps, 57 of 67 casualties died when IMC was found to be causal. The take home message with regard to

IMC operational risk is: Gain and maintain IMC proficiency while eschewing scud running, marginal ceilings and visibilities should be dealt with on IFR clearances by IMC experienced pilots in IFR certified aircraft.

Embarked OperationsA detailed look at the risks associated

with naval operations elucidated a very high risk associated with helicopter operations from ships afloat. Naval helicopters experienced eight times the risk of a mishap when operated over water versus over land. One of the ‘best news’ stories to come out of the extensive analysis of the data was that the Navy has reduced the risk of drowning or being lost at sea by a factor of nearly eight times (RR 7.71, p = .00000001) by instituting some very straightforward changes. These included the training of helicopter aircrews and frequent passengers in the ‘dunker.’ It also included the provision of emergency air sources (High Pressure Emergency Evacuation Devices – HEEDS) to all helicopter occupants, the use of exposure suits when flying over cold water, universal helmet wear and the installation of stroking seats with four point restraints in helicopter cargo compartments. These simple insertions of technology and training saved over a hundred lives between 1995 and 2005. The Navy also set the standard for maritime operations and a number of other organizations have adopted their innovations including both Shell Oil and North Sea Oil for helicopters occupants transiting to their platforms. Here the take home message is: during maritime operations, ensure that all aboard (including passengers) are trained and equipped to egress and survive in the conditions they will encounter during a ditching. Flying people over water without dunker training is a death sentence if the helicopter ditches.

SummaryThe first issue this article raised is

the need to view safety statistics with a critical eye and an understanding of what is useful and what is not. The detailed investigation of safety mishaps should be undertaken not with an eye to the reporting of annual mishap rates, but with the thought that the work will reveal areas where improvements can be made to save lives and equipment and prevent injuries. When the balloon goes up, our military readiness will be measured by the people and their experiences that enter combat and the number, condition and reliability of our equipment. If we have to

Continue on page 31


Feature: Safety Statistics and Military Helicopter RisksContinued from page 30buy 9% more aircraft to offset expected losses, we lose the budgetary authority to purchase weapons those aircraft could be putting on targets.

The story behind the Navy’s success in reducing casualties due to drowning and losses at sea is a great model for improvement of safety of fl ight across DoD. There are three overall ways to make changes that will infl uence safety. The fi rst, and presently the most important, is to place modern safety technology into DoD rotary wing systems. In the Navy example, this would be represented by the helmets, HEEDS devices and the exposure suits. At present, this has been very diffi cult for a number of reasons but success in this venue is critical since civil aviation has achieved record low mishap rates largely due to a revolution in safety technology. Helicopter Terrain Awareness Warning Systems (HTAWS) that provide both terrain and obstruction warnings are the highest priority systems for rotorcraft. The technology is out there. All we have to do is adopt it and adapt it to military needs. The second aspect of safety improvement is better and more relevant training. In the Navy’s case, this would be represented by the Dunker training. There is low hanging fruit available to us if we choose to incorporate human factor mishap training into our simulator and aircraft based aircrew training. Some of this

has already been proposed and rejected by the Services as too expensive but as airframe costs continue to rise, the impetus to revisit and possibly fi nance some of these training venues, including more capable simulators, may reappear. Finally, the third leg of the safety triad is experience. Experience is manifested through policies and procedures from leadership and technical manuals as well as the sum of each individual crew member’s fl ight experience. In the Navy example, the influence of experience was manifested as the policies enforcing helmet wear, exposure suit use, dunker training and HEEDS training. Experience is not likely to change much over the next several decades and in fact may suffer some as individual total fl ight hours during a career decline.

We are entering an austere and financially challenging military acquisition environment that demands we make the relatively low cost safety improvements to keep our forces intact and our combatants ready to serve. We owe it to the nation, the taxpayers and those who serve to do this with the greatest effect and the least expense.

References Bluman, A. (1997). Elementary 1. Statistics. The McGraw-Hill Companies, Inc., Doll, R. (1991). Sir Austin Bradford 2. Hill and the progress of medical science. British Medical Journal, 305, 1521-1526. Hill, B.A. (1965). The environment 3. and disease: Association or causation? Proceedings of the Royal Society of Medicine, 58, 295-300.Mapes, P., Kent, R., Wood, R. (2009), 4. DoD helicopter Mishaps, FY 85-05: Findings and Recommendations. Defense Safety Oversight Council, Washington, D.C.Remington, R. & Schork, M. (1985) 5. Statistics with Applications to the Biological Sciences. Prentiss-Hall, Inc., Englewood Cliffs, New Jersey 07632.Susser, M. (1977). Judgement 6. and causal inference: Criteria in epidemiologic studies. American Journal of Epidemiology, 105, 1-15.


H46 over BaguioArticle by LCDR (Ret) Joe Gardner, USN

This was one of those impulse things. Several of my JO’s and I were in the “Black Shoe”

Offi cer Club in Subic Bay. This was during the Vietnam Confl ict, and the Club was fi lled with Offi cers of all stripes and nationalities including a table of “Aussies.” They had vacant chairs, so we asked to join them. After dinner, in small talk, I suggested we fl y up to Baguio (in the highlands) realizing that chances of fi nding open quarters in the lodges were slim to none without prior reservations. At that point, the Aussie Commodore spoke up.“If you gentlemen can provide transportation, I will guarantee the Quarters.” Done. Our H-46 could carry 20 to 25 people.

Baguio has a convenient airstrip at around 5,000 feet altitude. At the approach end is a small old hangar, a helipad, and several high voltage power lines. To the right is a pine tree

forest in various stages of growth. We made an easy approach and landed.

At the lodge, the Commodores Rank and a persistent attitude worked wonders so we wound up in a three-bedroom house with transportation and a full evening of “night-seeing.” After a leisurely breakfast we returned to the helipad for the trip back to Subic.

In an exuberant mood, I executed a “high jump” take-off. As I passed through 100 feet I quick-scanned the instruments and was horrifi ed to see the rotor RPM falling faster than bank stock with Toxic Assets. The only way to recover was to lower the collective pitch and give up some altitude. I couldn’t back down to the heliport as it was behind me, I had no visual line of sight with it,and it would be downwind, Straight down was sheer disaster as high power lines were

to be avoided at all cost. Forward and left was smack into the dilapidated hangar. To the right were the tall pine trees, through the center of which were some slightly smaller trees but it was still 1,000 feet to the edge of the Baguio highlands. I opted for the trees, lowered the collective and proceeded to chop pine trees in rapid progression. As I went along I checked in the rear view and was appalled at the treetops fl ying off in several directions. In a few minutes, we broke out --- free at last --- looking down 5,000 feet of cliff to the jungle below. It went through my mind that if I lost a blade now, we would be screwed. The helicopter was shaking like a dog coming out of a sprinkler so I lowered the collective and headed for the jungle. We were looking for a clear space to land, as I was sure we could not

Continue on page 32

his

tor

ica

l


Historical: H46 over BaguioContinued from page 27maintain level fl ight and we would have to land. At about 200 feet, I spotted a gray outline snaking through the jungle , a small jungle road in the beginning stages of construction. An opening in the trees appeared, and we made a soft slow speed run-on landing. I am not a very religious man, but I did say a few words of thanks.

What followed was a scenario out of a fi rst class survival movie; walkie-talkies out of life vests, contact with an overhead F-105 Air Force jet and eventual contact with our ship. All of this while surrounded by native militia (with machine guns) and a limousine whose driver invited us to dine at the local Governors Bamboo Palace (which we did). A reserve helicopter fi nally arrived and took the Commodore back to Subic after thanking us for providing a memorable excursion.

CSAR Stories...Sea Services Helicopters Go To War:

The Opening Months of the Korean War

The devastating June 25, 1950 surprise attack by North Korea plunged American forces into

fi ghting for which they were unprepared.1 The sad state of readiness of the U.S. Army in 1950 is a well-documented tragedy. Immediate application of air power by the fl edgling U.S. Air Force could not stem the onrushing tide of North Koreans. The aircraft carrier USS Valley Forge (CV-45), in the Philippines when war broke out, raced to Korea, accompanied by the cruiser fl agship USS Rochester (CA-124) and eight destroyers. The small task force was within range to commence combat operations by July 3, 1950. The U.S. task force was joined enroute by HMS Triumph, a Royal Navy Colossus-class light carrier, accompanied by two light cruisers and seven destroyers and frigates.2 Together, the U.S. Navy and the Royal Navy, operating in the Yellow Sea, launched strikes on airfields, supply lines, and transportation facilities in and around Pyongyang, northwest of Seoul.3

The “Happy Valley” brought with her a single HO3S-1, which represented 100% of the UN forces’ potential over-land; behind the lines rescue capability within range of the fi ghting in Korea. The next day, that potential rescue capability sank to zero when the helicopter suffered an engine failure and ditched alongside the ship. The crew was picked up, but the bird was lost.4

Desperate to stop – or at least slow – the North Korean onslaught, the United States rushed naval assets to the Korean Peninsula as

rapidly as possible and the next weeks saw signifi cant reinforcements pour into Korea. On August 2, the First Provisional Marine Brigade landed in Pusan and immediately deployed to the southern sector of the Pusan Perimeter. The next day, USS Sicily (CVE-118), an escort carrier, arrived directly from the States and began operations in close support of the Pusan Perimeter with a Marine Corsair squadron, VMF-214, embarked. Two days later, USS Philippine Sea, a fl eet carrier with fi ve Navy squadrons embarked, arrived from the States and joined Valley Forge and HMS Triumphon their station. Philippine Sea had an HU-1 HO3S-1 assigned for plane guard.5

The next day USS Badoeng Strait (CVE-116), “Bing Ding,” another escort carrier, arrived from the States by way of a brief stop in Japan, and began operations in close support of the Pusan Perimeter with a Marine Corsair squadron, VMF-323, embarked.6 “Bing Ding” also had an HU-1 HO3S-1 assigned for plane guard.7

The carrier-based squadrons’ value was enhanced by their ability to operate close to the battle area, since the Air Force squadrons were forced to operate primarily from Japan. There was no airfi eld in the Pusan Perimeter that could support jets, and only a few F-51s could stage from the tiny fi elds at Taegu and Pohang until they were

expanded later in the war. Pohang would fall on August 12, 1950; further complicating Air Force support operations in close proximity to the battle lines.8

On the afternoon of August 2, 1950 the same day the Marines landed in Pusan, four HO3S-1 helicopters from Marine Corps squadron VMO-6 crossed the Tsushima Strait from Japan (where “Bing Ding” had dropped them) and landed at Chinhae, a former Japanese air base about 30 miles west of Pusan and right behind the southern end of the Pusan Perimeter, the segment defended by the First Marine Provisional Brigade.

The next morning, at fi rst light, the helicopters began routine support of the brigade, when two of the four were sent to Brigadier General Edward A. Craig’s headquarters. These two pinwheels were relieved at noon by the other two helicopters; a daily rotation routine which assured adequate pilot rest, and gave the maintenance crews time for daily maintenance work. General Craig was delighted to have them, and he and his staff operations offi cer, Colonel Joseph Stewart, climbed aboard one of them and used it for reconnaissance, communication, and control for much of the rest of the fi rst day, roaming all over the Marine sector, a pattern they would continue each succeeding day. Craig was a fi rm believer in the utility of helicopters - perhaps infl uenced in this insight by his deputy brigade commander, Brigadier General Thomas Cushman, a veteran aviator

Continue on page 33

Article by LCDR(Ret) Tom Phillips, USN

As I was standing the “mid-watch” about 4AM at the helicopter, I was startled to see a barefooted sarong clag beauty come out of the jungle. She walked along rice paddy dike and entered a candle lit rice straw hut for about 5 minutes. With the glow of the soft moonlight, the beauty of the girl, and the rustic rural habitat, it struck me what a wonder of wonders we had stumbled into.

For all you economy-minded souls, we did swap three rotor blades due to loss of airfoil pockets on the trailing edge of the “D” spar, but there was no reportable damage.

For the answer to what really happened shortly after lift-off at Baguio, one needs to look at the environment in which Navy helo pilots usually operate that of Sea Level. At 5,000 feet, in the thin air, it’s a whole new ball game. I will admit to a slight indiscretion, but my recovery was fault-free.


Historical: Sea Services Helicopters Go To...Korean War

- and believed they would revolutionize his ability to command his brigade.

Next day, August 4, 1950, the helicopters flew their first aerial medical evacuation (MEDEVAC) of a wounded Marine, and were soon employed laying telephone wire between combat positions around the Marine lines, easily doing in minutes what would have taken long, arduous hours on foot. While Craig tasked his helicopters heavily for command and control, he never failed to relinquish them for MEDEVACs.

On August 8, 1950, the VMO-6 helicopter detachment’s officer-in-charge (O-in-C), Captain Victor Armstrong, conducted the first night MEDEVAC; the first of more than 1,000 night MEDEVACs the Marines would make during the war. They would MEDEVAC a total of 9,815 wounded before the end of the war.9 The most common complaint about helicopters by Marines at Pusan was that there were not enough of them. Two more arrived from squadron headquarters in Japan on August 15, 1950, to raise the total to six, with ten pilots.

It seemed not a day could go by that the pilots of VMO-6 didn’t pioneer a new and original way to employ their helicopters. On August 10, 1950, the detachment added combat search and rescue to its growing list of firsts.

On September 9, 1950, the Marines were withdrawn from Pusan to form the storm force for the amphibious, end-around landing at Inchon, the port city of Seoul, and capital of South Korea. As the Marines embarked, VMO-6 collected its last two helicopters from Japan, bringing them up to a strength of eight birds.

The Inchon landing began on September 15, 1950 and the helicopters joined the fray the next day, VMO-6 moved ashore to Kimpo Field while the Marines were still securing it.

Because of the critical shortage of helicopters in VMO-6, and due to their stunning versatility which had now been proven beyond a doubt, Commander, Seventh Fleet decided the HU-1 HO3S-1 helicopter assigned to him was of more value augmenting the six Marine helicopters ashore after the Inchon landing than serving as his personal transportation vehicle. That helicopter was assigned as a special rescue unit to also augment MEDEVAC operations, bringing critically wounded back from the front lines. This tasking conveniently removed the helicopter, which resided on the fantail of USS Rochester, from possible damage by blast effects from the after 8-inch gun turret during the nightly shore bombardment.

On September 25, 1950, Lieutenant Junior Grade Charles Jones flew the helicopter

into Kimpo Field, just outside Seoul, to go to work.10 Once ashore, Jones needed to return to Rochester for a brief administrative run and his regular crewman was not available; he was out scrounging to help set up the Navy’s Kimpo helicopter operation. So Jones enlisted Marine helicopter crewman and engine mechanic Corporal Larry Whittall to be his crewman for the quick run to the ship and back. Whittall grabbed his Thompson submachine gun and climbed in, anticipating some possible scrounging of his own from the well-stocked larder of the Navy cruiser.11

As soon as he arrived aboard Rochester, Jones was alerted to an emergency rescue mission to pick up a flier who was down behind enemy lines, three miles south of Sariwon, North Korea, about 150 miles from the ship. Jones considered going back to Kimpo to get his Navy crewman, but was persuaded by Whittall that time was critical, given the lateness of the day and the desperate situation of the downed pilot behind enemy lines. They topped off their fuel and took off, uncertain whether they could get to the rescue scene and make it back to Kimpo before running out of fuel. They knew they could not make it back to the ship. To avoid a long transit through enemy territory, Jones proceeded up the coast staying out to sea, and turned towards the coast when abeam the coordinates of the rescue scene, thereby minimizing exposure and taking the shortest distance over hostile ground to the rescue area. Ensign William Brown and three squadron mates from VF-54 off Valley Forge had been “train-busting” when Brown’s F4U took a hit in the engine, forcing him to crash land in an area crawling with North Korean troops.12 He made a beautiful wheels-up landing on a road running through a valley of rice paddies, with his Corsair fetching up at the bottom of a small hill to the east of the north-south road. The hill was the beginning of successively higher rows of hills marching east from the valley.13

Brown was surrounded by enemy, initially distant, but in sight, and scrambled up the nearby hill. His squadron mates made repeated strafing runs to keep the North Koreans from

closing in on him. For three hours, they held the enemy at bay waiting for a rescue helicopter.14 When Jones and Whittall arrived they surveyed the valley scene. A Corsair was at the end of straight furrows on the farm road, partially covered with rice straw, with people busily trying to finish the concealment. A low hill, studded with scrub brush and about 75 feet in height, stood out to the east as a sentinel for the ridges beginning behind it. The hill sloped up gradually from the road, but had a very steep back side facing the higher ridge east of it. Atop the little hill was a hovel. The Navy Corsairs overhead directed Jones and Whittall’s gaze to a shallow depression about 20 yards from the hovel, where Brown was lying low.15

Jones moved right in from the north without delay, hoping for the element of surprise. The North Koreans in the valley around the crashed plane and other locations farther away opened fire immediately. As Jones approached the hilltop, several men sprang their ambush, bursting from the hovel and firing at the helicopter. Whittall could hear the slap of rounds hitting the helicopter, and Jones’ lower windscreen disintegrated into glass shards. He aborted the approach, breaking right, away from the high hills and toward the lower ground, as the Corsairs roared in. The men on the road were strafed and silenced by one F4U which flew directly under Jones, rocking the helicopter with its turbulent wake. The men atop the hill were wiped out by another Corsair which also flew below the altitude of the HO3S-1 in its low pass; a VERY low pass, to make sure the rounds didn’t stray over to Brown’s tiny swale. Jones swung around for a second try, with the hoist lowered. He was forced to fly slowly and carefully because of the heat of the late summer afternoon and the elevation of the valley. If he was too rough on the controls, the helicopter would sink to the ground, for lack of sufficient power. Despite the increasing ground fire, and the natural instinct to hurry up, Jones had to maintain his disciplined approach or risk crashing without being shot down by the remorseless enemy; victim of the even more remorseless and unforgiving laws of aerodynamics. Under intense fire, Jones eased into a hover near Ensign Brown. The Navy flier had started to get in the sling when the helicopter took several more hits. Brown dropped the sling and waved the helicopter away. But Jones held his hover, with Whittall screaming down to Brown; “Take the sling!


Continue on page 34


Historical: Sea Services Helicopters Go To...Korean War

Take the sling!” Looking down from his cabin door, Whittall saw men climbing the steep back side of the hill, hidden from the sight of the marauding Corsairs who couldn’t get to that slope because of the higher hills nearby. He grabbed his Thompson and swept them off the hill with one long burst. Brown drew his pistol and would not go to the sling. He waved the helicopter away again. Whittall replaced the Thompson’s magazine, grabbed the bandolier of extra magazines and threw both down to Brown. Then he grabbed the helicopter’s Thompson and augmented Brown’s fire against the enemy closing in all around them. The Corsairs roared past again, their guns hammering. The helicopter was rattled by more hits. Suddenly the cabin and cockpit were inundated with the strong smell of aviation gasoline. That did it. To linger there in a hover with bullets smacking into the helicopter was more than Jones could stand; to stay was suicide. He aborted the hover and raced away. Faced with the frustrating refusal of the downed pilot to get in the sling, and concerned for his fuel, Jones aborted the rescue attempt and cleared the area.16 They headed back to friendly ground by the most direct route, due south. By now it was dark and overcast. Before they got completely lost, the clouds parted and a half moon reflected in a river running south. They followed the river (IFR = I Follow Rivers/ Roads/ Railways). The smell of fuel permeated the cabin. Whittall crawled forward and examined the mixture control box below the decking between Charlie Jones’ feet. A bullet hit had damaged the fuel mixture control and forced the setting to rich, which caused fuel to burn at an alarmingly high rate. If they couldn’t fix it they wouldn’t get far. Whittall used his K-bar knife to depress the control valve and successfully leaned out the mixture. Jones admonished Whittall to lean it out even more or they would not make it. Whittall replied that if they made the mixture any leaner the engine would quit. They continued on, with Whittall forced to hold the valve in the correct position with his knife. Along the way, Whittall and Jones tried to figure out why Brown would not get into the hoist. They were ready to free-stream him out of there as soon as he was in the sling without waiting to hoist him in before breaking away. Maybe, they speculated, he didn’t know they could fly away with him hanging out in the breeze. He must have thought they

would have to remain in a hover under that murderous fire until he was hoisted up into the cabin. After all, they figured, helicopter capabilities were not that well known and somewhat of a novelty to the fixed wing pilots. It looked like Brown had decided the helicopter could not hang there for that long and survive, and one POW was better than three. It was a helluva decision for a young man to face.17

They finally sighted the glow of the burning city of Seoul and knew there were only about ten miles to go to Kimpo. But it was not to be. The engine coughed and quit. Whittall scrambled back to the crew seat, strapped in, and braced for the crash as Jones auto-rotated into the Han River. They were just a few miles north, within sight of the embattled city.18 As the helicopter settled into the water, Jones deftly rolled it to the right to catch the rotor blade tips in the water and stop them before they could cut through the cabin as they coasted down. The cabin filled with water and Whittall was caught when his leather seat belt twisted and jammed during the violent ditching. He could look up out the open cabin door to his left as the dark water closed over him. He sensed Jones kicking free as he groped for his utility belt and the K-bar sheathed on it. He fought back his panic but then he found the K-bar, sawed through the leather restraint, and burst to the surface. He joined Jones clinging to the left wheel strut, the only part of the helo that was still above water.19 It was 2100 – 9 PM in civilian parlance – when their squadron mates at VMO-6 learned Jones and Whittall were down. Despite the darkness, Captain Vic Armstrong launched solo (in order to be able to lift two men) in his HO3S-1, to attempt the rescue. He held a flashlight between his knees to illuminate the flight and engine instruments he needed to control his aircraft. Armstrong seemed to be single-handedly pioneering night helicopter operations, having made a night landing after a rescue two nights before this. Although the Marine HO3S-1 was not built for night flying, with no night instrumentation, nor lights for the instruments, nor, importantly, with any landing floodlight or search light, Armstrong was able to see well enough

to continue on by the illumination of the burning city of Seoul.20 Whittall could hear Armstrong’s helicopter before he spotted the dim red and green running lights. He ignited a small pencil flare to help the pilot locate them. That provoked gunfire from the riverbank. He saw the running lights blink off and on and then back off. It could only be a “Roger. I see you,” signal. He doused the flare and flicked on the much less bright single-battery vest light for close reference. Armstrong brought his HO3S-1 to a low hover at the wheel strut and Jones began to climb aboard. Ground fire intensified, and in the opinion of Corporal Whittall, Lieutenant Junior Grade Jones was too slow in gaining the cabin. He applied all his strength to Jones’s gluteus maximus and propelled him through the door. Whittall then grabbed the wheel strut, and Armstrong broke away from his hover and faded into the darkness, leaving the gunfire probing the night where they had just been. Whittall gained the cabin and the helicopter made Kimpo without further incident, enabled to fly at night by the flames around the horizon in all directions.21 Chuck Jones’ rescue attempt was the first by a Navy Helicopter in the war, and the Navy helicopter rescue didn’t really get going until early 1951, coincident with the UN establishing a blockade of North Korea. UN cruisers and destroyers patrolled the horizon, moving in as needed to protect minesweeping operations and shell targets in the cities and North Korean defensive positions along the coast. By late 1950, as the air war began to intensify, some of these U.S. Navy cruisers were routinely assigned a helicopter unit for rescue duty.22

By April, 1951, VMO-6 had shifted out of the combat aircrew rescue business in favor of a greater dedication to MEDEVAC. It was an easy decision for them given the existence of Navy and Air Force combat rescue capability to carry on the rescue business. To better attend the insatiable demand for MEDEVAC, they turned in their HO3S-1s, an awkward stretcher-bearer, for the HTL; the Bell “bubbletop” of MASH fame (the HTL was still suited to observation, the squadron’s other major mission).

The ability of the U.S. Navy to rapidly build up combat search and rescue capability as the Marines got out of that business and as the U.S. Air Force remained stretched thin by their combat rescue commitments is one of the untold sagas of the Korean War. The statistics


Continue on page 52


Continue on page 36

Rotor Review # 105 Spring ‘09 35Rotor Review # 105 Spring ‘09 35

Photo Courtesy of Dept. of Defense

Rotor Review # 105 Spring ‘09 35Henderson Hall | 29 Carpenter Road Arlington, VA 22212800-628-6011 | www.navymutual.org

Covering you when and where you need it most.

■ No military service limitations.■ No aviation clauses.■ No decrease in benefits for those who deploy.■ No sales fees or commissions.

Contact Navy Mutual to get the coverage you deserve. 800-628-6011 or navymutual.org.

In the air, at sea, or on the ground, insuring you and your family since 1879.


2009 NHA SYMPOSIUM IN REVIEW

Fo

cu

s

Article by LT Doug “Spooner” Hale


2009 NHA Symposium Exhibit Hall at Town & Country Resort and Convention Center, San Diego. Photo taken by LTJG Todd Vorenkamp, USCG

VADM Thomas Kilcline, Jr. delivers the keynote address. Photo taken by MC1 Richard Doolin

This year’s NHA symposium was a resounding success once again thanks in large part to our level of participation with over 630 registered attendees! The

NHA kick-off party lived up to its reputation as the best helicopter reunion of the year replete with plenty of stories, laughs and libations amongst friends.

CONOPS was the subject that echoed throughout the Grand Exhibit Hall of the Town & Country Resort and Convention Center here in San Diego. It started with the keynote address from CNAF’s VADM Thomas “Killer” Kilcline, Jr with his candid remarks on CONOPS (read more in LTJG Thomas’ article below). With expanding mission areas, the Helicopter Master Plan unfolding and the standing up of new squadrons, VADM Kilcline reminded us that it is a great time to be in the helicopter community.

CONOPS was discussed further from different aspects within the community thanks to our guest speakers whose briefs were not only insightful but also incredibly timely. Each speaker gave the NHA audience a vision of the future aviation dominance with the MH-60S and MH-60R.With the Master Helicopter Plan underway, CAPT Alton Ross (CAG-2) and CAPT Kenneth Norton’s (CO USS Ronald

Reagan) brief regarding CVN Integration was the community’s fi rst look at the Sierra and Romeo brethren working together effectively.

Additionally, RADM McKnight’s Anti-Piracy brief shed new light on the roles and responsibilities the helicopter community will embrace in this re-emerging threat. CAPT Sunita Williams’ Astronaut Brief made the community want to reach for the stars, as she shared her journey from naval helo pilot to astronaut with the audience. But also, she shared her vision of more helo pilots traveling through space.

The NHA Symposium and this year’s theme wouldn’t have been complete without Flag Panel, again one of the most attended events in NHA history. The panel provided the fi nal touches of symposium, while taking the time to answer several excellent questions from the fi eld, in addition to, RADM Gary Jones’s closing remarks (read the Perspective of NHA Symposium on page 70) .

The next few pages of this focus (pages 38- 46) will highlight the success of this year’s symposium, not only through the success of each event, but the hard work and efforts from this year’s committee, and the NHA Offi cers and Staff. We are already looking forward to next year!

“Keynote Speech by the Navy Air Boss Kicks Off2009 NHA Symposium”Article by LTJG David Thomas, USN

If Stephen Decatur was a Naval Offi cer today, I’m pretty sure he’d be a helicopter pilot, declared Vice Admiral Thomas J. “Killer” Kilcline, Jr., Commander Naval Air Forces, in his keynote speech

to the 2009 Naval Helicopter Association (NHA) Symposium held in San Diego, California.

The opening ceremony of the annual NHA Symposium was an exciting time for the hundreds of active and retired Naval Aviators and Aircrew present. After a welcome address from the President of NHA, Captain Donald Williamson, Commander Helicopter Maritime Strike Wing U. S. Pacifi c, the Town and Country Hotel’s Grand Hall was fi lled with the sound of the Navy Band playing the national anthem as the assembly observed colors in front of a gigantic American fl ag. After this rousing display, Vice Admiral Kilcline addressed the enthusiastic gathering of the world’s best helicopter pilots.

Vice Admiral Kilcline has served as Commander Naval Air Forces since June 22, 2007, and in that time, he has overseen the fi nal development and employment of the latest generation of helicopters and rotary tactics. The 2009 NHA Symposium theme, “CONOPS: Here and Now,” was a subject that Vice Admiral Kilcline addressed with great compliments to the helicopter community.

From counter-piracy operations in the Gulf of Aden to the humanitarian and search-and-rescue missions conducted at home and abroad, the Air Boss praised the increased versatility and adaptability the naval helicopter community has demonstrated in recent times. Vice Admiral Kilcline also detailed the exciting times and evolving missions that will arrive with the integration of new platforms. “You’re taking on new missions, [and] you’re on the cusp of moving into your future.” In closing, he reminded his fellow Naval Aviators to fl y safe and never stop improving their war-fi ghting skills.

Throughout the symposium, the excitement of everyone present, from the most junior to the most senior helicopter pilots, was evident as new and old friends swapped stories and renewed the camaraderie that carried on beyond the conclusion of the 2009 NHA Symposium…

Focus: 2009 Symposium Highlights

Astronaut Sunita Williams (right) and former Air Boss (aboard USS Saipen) CAPT (Ret) Jon Berg-Johnsen (left) catch up on old times. Photo taken by CDR(Ret) Parthemer, USN


Focus: 2009 NHA Symposium Focus: 2009 Symposium HighlightsFocus: 2009 Symposium Highlights

Maintainers In The NHA?Article by AM2 Michael B. Bisher, USN

Since 1976, the Naval Helicopter Association has been an organization primarily of Pilots and Aircrewmen. This year, however, six card carrying NHA maintainers from

HELSEACOMBATRON TWO made the cross country trip to attend the April 2009 NHA symposium in San Diego, CA.

We enthusiastically arrived under the impression that NHA was ready for maintenance personnel and we were not disappointed. The opportunity to be one of the fi rst maintainers invited to join NHA was motivating and said a lot about the organizations desire to make NHA an all inclusive organization. It offers maintainers a unique opportunity to learn about the latest and greatest in rotary wing aviation, current operations, and provide valuable input.

However, more can be done to further integrate maintenance personnel into the organization and incorporate their perspective through tailored events. Maintainers are the “backbone” of Aviation - it is just a matter of time before our opinions come to the forefront! We were excited to embark on this journey knowing we were the fi rst maintainers to be invited to any of the NHA symposiums. Upon arrival we felt very welcomed by the other members, but found that there weren’t very many events that catered to a maintainer’s perspective. We did learn some valuable information from the Aircrew Enlisted Board. Despite the board being geared toward aircrewmen, we learned about the Navy crunching down on complacent Senior Enlisted personnel and what we can do to succeed. We also became more aware of the rotary wing role in Africa and piracy as well as maritime security efforts and budget constraints for this fi scal year. These are topics that aren’t normally spoken about in the maintenance wing of the squadron. There were a lot of representatives from many companies directly involved with our specifi c aircraft, but the consensus was that they were not able to speak to the maintenance aspect of the gear. For a maintainer, understanding the purpose of the gear is not necessarily a priority, but the ease of removal and installation is of note. Although it is good for us, as maintainers, to have a general understanding of the equipment we work on, we do not have to understand it in its entirety. Many

representatives were not prepared to answer questions like, “How would an all electric rescue hoist benefi t our aircraft versus hydraulic?”, “What changes would we have to make to the airframe?” or “Is it a simple plug and play?”

However, NHA can benefit from our participation, too. Companies travelled from all over the US and Europe to bring their ideas and new technologies to view. We were able to talk to the companies and look at the equipment from a different perspective. We let them know what we, as maintainers, like or dislike, the problems we are having with software, or just simple changes we could suggest, all to make our jobs a little easier and support mission accomplishment.

Overall, adjusting an organization to include maintenance personnel which have historically not been included is a challenge. However, NHA’s look to the “Deck Plates” is a great fi rst step to enhance professional interest in Rotary Wing aviation across the board. See you next year!

HSC-2 enjoying the exhibits at the Symposium. (l-r) CAPT C. Rapp, AD3 R. Moreno, AE3 N. Richardson, AM2 M. Bisher, AZ2 S. Mendez, AMAN R. Lee, AE3 R. Cline, LT J. Harding, and LT J. Parker Photo courtesy of HSC-2 Public

Affairs Offi cer

The Admiral Kidd Club served as the perfect social venue to start the 2009 NHA member’s reunion in San Diego, CA. Members old and new were presented the opportunity to catch up with old friends, address pertinent

community concerns, expand professional networks, and exchange sea stories while laughter spread throughout the evening’s festivities. Of note, Commander Naval Air Forces, VADM Kilcline was in attendance to fi eld recurring professional topics focused on ACIP bonus availability, super JO tours, GSA/IA impacts on personal and professional development, and the CVN integration shift forging a new path between the HSM and HSC communities.

Regardless of coast or command it was abundantly clear that the member support at the NHA reunion was a marked success. As our community partnerships continue to evolve on and off the carrier, it’s evident that the helicopter portion of our Naval Aviation Enterprise is a healthy band of warriors enthusiastically anticipating next year’s reunion in Jacksonville, FL.

2009 NHA MEMBER REUNION

Catching Up with Old Bubbas and Making New OnesLT Ashley “Mary Kate” Church, USN

2009 NHA Member Reunion at ADM Kidd Club Photo taken by LTJG Todd Vorenkamp,

USCG

in Jacksonville, FL.


RADM (Ret) Tomaszeski presented Mr. Joe Peluso with the NHA Lifelong Service Award.

Focus: 2009 NHA SYMPOSIUM HIGHLIGHTSNHA Symposium Safety Brief 2009

“All of the Rules, All of the Time”Article by LTJG James Thomas, USN Photo taken by LTJG Todd Vorenkamp, USCG

I don’t know too many people out there that don’t really want to be safe. CAPT Dick Healing, USCG (Ret.) opened the 2009 NHA Symposium Safety

Brief with that simple sentiment. Captain Healing served in the Coast Guard as a gunboat skipper in Vietnam before pursuing a civilian career as an expert in the fi elds of operational safety, human factors, and risk assessment. Following this opening remark, he went on to add that, despite our inherent desire for safety, the fact remains that most mishaps are caused by human error, and almost all are avoidable. He pointed out that “Naval Aviation is very safe … but it can be better…,” challenging the NHA audience to strive for a safer operational culture by studying data available from a variety of sources. While there are numerous hazards specifi c to military aviation, there is still much that we can learn from our civilian counterparts. Specifi cally, offshore helicopter operations, emergency medical services (EMS), firefighting, and law enforcement are areas of the civil helicopter industry that have lessons relevant to Navy, Marine Corps, and Coast Guard fl ight crews. Captain Healing presented several case studies of recent preventable civil helicopter mishaps: an unsafe tour operator at the Grand Canyon, collisions involving single piloted EMS and news gathering helicopters, offshore accidents resulting from loss of situational awareness, and a fi refi ghting helicopter operating in a high density altitude and high gross weight environment. If properly studied, the lessons learned from these mishaps and others like them will directly contribute to the increased safety of future military fl ight operations.

Civilian aviation operations have provided numerous technological and organizational techniques in use by military helicopters today. For example, Crew Resource Management

(CRM) has been used extensively to reduce mishaps by increasing situational awareness and communication inside the cockpit. Similarly, Captain Healing praised two newer technologies that provide the data necessary to prevent future mishaps. Health and Usage Monitoring Systems (HUMS) are designed to continually provide a wealth of data from engines, rotors, and other systems in order to improve safety as well as reduce maintenance costs and efforts. Flight Data Recorders were also specifi cally addressed as a means of identifying potential problems while in fl ight, collecting the information necessary to prevent future mishaps. The International Helicopter Safety Team (IHST) cites the information and data provided by these and similar technologies as central to its ambitious goal of reducing worldwide helicopter accidents by 80 percent before 2016.

As he concluded the lecture, Captain Healing summarized his outlook on safety by informing the NHA audience that the best opportunity for each aviator to have a long, safe, and successful career was simply to “follow all of the rules, all of the time.” He pointed out that “present crash rates are unacceptable, no matter what they are,” stressing the imperative for a perpetual goal of zero accidents. As fl ight crews for the helicopters of the sea services, it is the responsibility of these Sailors, Marines, and Coast Guardsmen to constantly strive for mishap-free fl ight by learning from both civil and military helicopter operations, collecting and analyzing fl ight data, and refusing to tolerate any unsafe practices. Doing so will ensure that Naval Aviation becomes even safer in the years to come.

RADM (Ret) Tomaszeski presented CAPT(Ret) Greg

Hoffman with the Service to NHA Award.

Continue on page 40

NH

A A

WA

RD

S SERVICEOne of the highlights of every NHA Symposium is surely the Awards Luncheon,

an event in which we get to give accolades to members of our community who have stood out throughout the year. 2009 was no exception, and we had a terrifi c

showing of both awardees and presenters. Hosted by RADM (Ret) Steve Tomaszeski, USN, Chairman

of the NHA Board of Directors, the ceremony began with the inspiring words of CAPT Stevens, President of the NHA Scholarship fund, as he proudly announced the winners and thanked the generous sponsors of the 2009 Scholarship Fund. Together with the donations of members of the community the Fund was able to raise $1,200 to award as scholarships. Following the announcement of the scholarship winners, RADM Tomaszeski, joined by CDR Michael Dowling, CO of HSC-23 and LTJG John Ruggerio, had the opportunity to present two special awards: the “Lifelong Service Award”, given to Mr. Joseph Peluso for his trailblazing efforts on the H-60 from 1980

until the present, and the “Service to NHA Award”, given to CAPT (Ret) Gregory Hoffman, USN, for his stalwart dedication to everything NHA.

Although all of the awards were examples of superior performance, perhaps the most memorable moment of the afternoon came when the crowd had the honor of recognizing the heroes that received the 2008

NHA Symposium Awards LuncheonArticle by LT Julie Dunnigan, USN • Photos taken by George Hopson

CAPT(Ret) Healing


Focus: 2009 NHA AWARDS

Mr Len Wengler of Sikorsky (far left) alongwith RDML Tom Ostebo (far right) presents CG 6566

with the Aircrew of Year (deployed) Award.

NHA Chairman (far left) and RDML Tom Ostebo (far right) presents CG 6007 with the

Aircrew of Year (non-deployed) Award.

Continued from page 39Training Command Instructor Pilot of the Year: LT Martin Griggs, HT-18 (Not pictured)

NHA AWARDS

Rescue Swimmer of the Year presented by Mr. Dave Stancil (l) to AWS2(AW/NAC) Christopher Wedding

Pilot of the Year presented by Mr. Fred Dickens (l) to LCDR James Ferguson

Fleet Instructor Pilot of the Year presented by Mr. Gus Clark to LT Corey Fogle.

(picture on the left) Shipboard Pilot of the Year presented to LCDR Joseph Cortopassi (right)

(picture on the left) Shipboard Pilot of the Year presented to LCDR Joseph Cortopassi (right)

(picture on the right) Aircrewman of the Year: AWS2 Aaron Hagar

(picture on the left) Instructor Aircrewman of the Year presented by Mr. Stuart Knoll(l) to AW2(AW/NAC) Joseph Cummings

(picture on the left)(picture on the left)Aircrewman of the Year presented by Mr. Stuart Knoll(l) to AW2(AW/NAC) Joseph Cummings

(picture on the right) Maintenance Offi cer of the

Year persented by Mr. Mark Stone (l) to CWO3 William

Nance

Maintenance Chief Petty Offi cer of the Year presented by Mr Mark Stone to AMC Eugene Wilbourn.

Maintenance Chief Petty Offi cer of the Maintenance Chief Petty Offi cer of the Year presented by Mr Mark Stone to AMC Eugene Wilbourn.

Enlisted Maintainer of the Year presented by RADM (Ret)Tomaszeski to AD2(AW)

Herbiecharles Brown.

Continue on page 41Continue on page 41

CNAF Annual Aviation Individual & Unit Award Winners:

Top Pilot of the Year: LT Todd Pike, HSC-25CNAF Top Enlisted Aircrewman of the Year: AW1(AW/NAC) Kevin Furey, HSC-84CNAP Top Enlisted Aircrewman of the Year: AWS1(AW/NAC) William Frost, HSC-85

RADM (Ret) Tomaszeski (ieft) pictured with CNAF

winners (middle-right) AWS1 Frost and LT Todd Pike.

Admiral Jimmy S. Thach Award: HS-4Captain Arnold Jay Isbell Trophy: COMNAVAIRPAC – HS-2, HSL-49COMNAVAIRLANT – HS-3, HSL-44

Mr Rich Holmberg (far left) and RADM (Ret) Tomaszeski (far

right) presented the Isbell Trophy to (l-r)CDR Scott Starkey, LT

Peter Silva, CDR Chris Mills, and CDR Terence Hoeft

NH

A A

WA

RD

S

BRAVERY

Deployed and Non-Deployed Aircrews of the Year. Coast Guard crews Rescue 6566, comprised of LT Timothy Schmitz, LT Greg Gedemer, AMT2 Alfred Musgrave, and AST3 Abram A. Heller, and Rescue 6007, comprised of LT Brian McLaughlin, LT Steve Bonn, AMT2 Robert Debolt, and AST2 O’Brien Hollow, joined forces on Easter morning, March 23rd 2008, to execute the truly remarkable rescue of 47 mariners who had been forced to abandon ship in the 34-degree Bering Sea. These mettlesome crews overcame periods of zero visibility, vertigo-inducing snow squalls, and a –24 degree wind chill in order to save 42 lives. Both crews coordinated with Coast Guard Cutter Munro for dropping off survivors after maxing out aircraft capabilities and for Helicopter In-Flight Refueling multiple times before returning to the scene to search. Rescue 6566 was able to simultaneously deploy their rescue basket and swimmer to effect more rescues. They were eventually forced to make the tough decision to leave Petty Offi cer Heller in the water and deploy the aircraft’s own survival raft to him and the remaining survivors, increasing their chances of staying alive while the rest of the crew fl ew 80 NM back to the CGC Munro to refuel. All eight members of those two crews were present and were given a well-deserved standing ovation after the audience listened in awe to their courageous story. RADM Ostebo, USCG Deputy of Engineering was able to stand on stage and help present the award, which he had incidentally received some 24 years ago. Following the presentation of Aircrews of the Year, RADM Tomaszeski presented the 2008 NHA Individual awards, as follows:

PERFORMANCE



Focus: 2009 NHA AWARDS

CAPT Joe Stuyvesant presented the 20th Bill Stuyvesant Best Scribe award to LCDR (Ret) Chip Lancaster

WIN

GIN

G

Host Commodores, CAPT Frank Harrison of COMHSCWINGPAC and CAPT Donald Williamson of COMHSMWINGPAC / NHA President winged LTJG Christopher Yates and LTJG Jeffrey Storer, consequently, into the naval helo community.

Commodore Harrison (in the left photo) presented LTJG Yates, as Commodore Williamson (in the right photo) wings LTJG Storer

PIONEERPIONEERPIONEERPIONEER

Finally, CDR (Ret.) Lloyd Parthemer, USN took the stage to present the “Mark Starr Award”, given to the person or organization who has made a major contribution to naval helicopter history. Receiving the award for 2008 was AWCM (Ret.) Frank “Bud” Nelson, for his innovation, perseverance, and major breakthroughs in Navy survival equipment and the Search and Rescue community. A true pioneer, Master Chief Nelson’s personal and professional goal was the

improvement of Navy SAR. In addition to working extensively with the United States Coast Guard to receive more comprehensive SAR training, he was a driving force in creating the AW rating to support the CNO’s Helicopter Master Plan. Some of his other major contributions include developing the SAR Physical Fitness Test that is still the standard today for all Navy rescue swimmers, and helping to create such vital pieces of equipment as the Tri SAR harness, drysuit system, collapsible rescue basket, and rappel harness. AWCM Nelson can truly take credit for advancing the Navy SAR community into the elite unit that it is today. PIONEERPIONEERharness. AWCM Nelson can truly take credit for advancing the PIONEERNavy SAR community into the elite unit that it is today. PIONEERNavy SAR community into the elite unit that it is today. PIONEERPIONEERPIONEERharness. AWCM Nelson can truly take credit for advancing the PIONEERNavy SAR community into the elite unit that it is today. PIONEERNavy SAR community into the elite unit that it is today. PIONEER

Master Chief to Master Chief: AWCM (Ret) William “Red Dogg” Moss presented the Mark Starr Award to AWCM (Ret) Frank “Bud” Nelson.

CO

MM

ITM

EN

T

Helicopter Squadron Battle Effi ciency Winners:

HS: HS-3, HS-2HSL/HSM: HSL-42, HSL-45HSC: HSC-22, HSC-21HM: HM-14

The ceremony c lo sed w i th t h r ee special awards and two wingings. The “Bill Stuyvesant Best Scribe Award” was presented to LCDR (Ret.) Emmett “Chip” Lancaster, USN, for his article “Sea King Legacy,” published in the Winter 2008 Rotor Review. The “NHA

President’s Award” was p resen ted to LCDR

Kristin Ohleger, USN, for her exceptional service to NHA as Rotor Review Editor from August 2006 until the present.

improvement of Navy SAR. In addition to working extensively with the United States Coast Guard to receiveSAR training, he was a driving force in creating the AW rating to support the CNO’s Helicopter Master Plan. Some of his other major contributions include developing the SAR Physical Fitness Test that is still the standard today for all Navy rescue swimmers, and helping to create such vital pieces of equipment as the Tri SAR harness, drysuit system, collapsible rescue basket, and rappel harness. AWCM Nelson can truly take credit for advancing the Navy SAR community into the elite unit that it is today.

Master Chief to Master Chief: AWCM (Ret) William “Red Dogg” Moss presented the Mark Starr Award to AWCM (Ret) Frank “Bud” Nelson.

CO

MM

ITM

EN

T

NHA AWARDSFOR

A JOB WELL DONE

NHA President Commodore Williamson (far right) along with RADM(Ret) Tomaszeski (far left) presented Rotor Review Editor-in-Chief LCDR Kristin Ohleger with the NHA President Award


2009 NHA

SCHOLARSHIPAWARD WINNERSJacquelyn

WaLkeris the award recipient for the Raytheon Scholarship Award and will be attending University

of Texas

MarkOwens

is the award recipient for the DPA Turning Points of Light Scholarship and will be attending Oregon State

University

Sergei SikorskyScholarship

DouglasChico

is the award recipient for the Sergei Sikorsky Scholarship and will be attending U.S.

Naval Academy

Ream Memorial Scholarship

HilaryHughes

is the award recipient for the Ream Memorial Scholarship and will be attending Appalachian

State University

RomYnSaBATCHI

is the award recipient for the Enlisted Scholarship

and will be attending University of

San Diego

Enlisted Scholarship

GraduateScholarship

CathyTaff

is the award recipient for the Graduate Scholarship

and will be attending Sullivan University

Region One Region Two Region Three Region Four Region Five

KevinGovan

is the award recipient for the NHA Region One Scholarship and will be attending University of

Washington

ChristinaGancayco

is the award recipient for the NHA Region Two Scholarship and

will be attending Duke University

DOnAldDancer

is the award recipient for the NHA Region Three Scholarship

and will be attending University of North Carolina, Charlotte

EmilyStanchi

is the award recipient for the NHA Region

Four Scholarship and will be attending Elon

University

SAmUelCorey

is the award recipient for the Ream Memorial

Scholarship and will be attending Kansas

State University


Focus: 2009 NHA SYMPOSIUM SPORTS DAY

2OO9 NHA SYMPOSIUM SPORTS DAY

The 2009 NHA Sports Award Barbecue was an enjoyable event for those who attended it. The participants consumed a hearty buffet of beer,

burgers, beer, hotdogs, beer and potato salad, while sharing stories and relaxing with good friends. Yet amid the sea of navy-blue golf shirts and khaki Bermuda shorts, a few individuals stood out above the rest. I am not speaking of the Admirals, or even the handful

of golfers who were confi dent enough to wear pink golf shirts. Rather, the evening’s standouts were the winners of the 2009 Symposium’s sporting competitions. They are the men and women who ran or swam the fastest, drove a ball the furthest, hit a ball the closest to a pin, or even the aircrew team which excelled above the others at pulling a truck. The absurdities of truck-pulling aside, these men and women deserve our congratulations for their accomplishments.

Waiting to tee off at Sea ‘N Air. Photo taken by George Hopson

So a tip the hat or a raise of a glass to this year’s NHA Symposium sports winners:

Article by LT Dan Teeter, USN

Other Times in the NHA Symposium Power Recovery 5K Race

MenSecond Place: LT Aaron Poland, HSL-51Third Place: LT Kris Dickson, CS-19 USAF AcademyWomenSecond Place: LT Jennifer McCollough, HSC-23Third Place: Mrs. Emily Url

5K Power Recovery RaceFirst Place - Men:

LT Joe Adams, HSC-3 fi nished at time 00:17:59

5K Power Recovery RaceFirst Place - Women

LCDR Anna Boyd, HSC-85fi nished at time 00:22:34

Golf Tournament:First Place Winners:LT Mike Sheedy, HSM-41LT Price Balderson, HSM-41LT Mike Jarboe, HSM-41LT Dan Brown, HSM-41

Other Winners at the Golf Tournament at Sea ‘N Air

Longest Drive: LT Todd Pike, HSC-25Longest Drive: AW2 Mark Loomis, HSC-3Closest to the Hole: LCDR Sara Santoski, BUPERSClosest to the Hole: Capt Doug Yesensky (Ret)

More on the NHA Symposium Sports Day on page 44.


Focus: 2009 NHA SYMPOSIUM SPORTS DAY / Captains of Industry PanelFocus: 2009 NHA SYMPOSIUM SPORTS DAY / Captains of Industry Panel

The Strong Revealed2009 NHA Aircrew Competition at Breakers Beach

Article by AW1(AW/SW) Kristofer M. Camarro. Photo by Navy Southwest Fleet Image Command.

Commander Helicopter Maritime Strike Squadron Four One (HSM-41), hosted the annual NHA Aircrew Competition. Since 1996 teams from the West, East coast, Japan and Guam have competed in a variety of competitions each year

consisting of anything from mini triathlons to full blown eco-challenges. This year, like a scene out of “The Guardian”, 76 Naval Aircrewmen and Pilots put their game faces on to compete in four man teams on a grueling fi ve station course. At the start competitors swam a 1000 meter open ocean buddy tow followed by a short run to the island pool where the Aircrewmen performed a rescue with the SAR MEDEVAC litter. After dressing in PT gear the competitors ran back down to the beach to perform a 0.5 mile litter carry over the Breakers Beach sand dunes to the golf course where they found a victim with one life threatening injury. The team had to treat the injury, put the wounded in the litter and carry him back 0.5 miles. Continuing on they performed a 2.2 mile run down the Coronado Central Beach to the Naval Amphibious Base where the teams completed a total of 80 pull-ups. The teams then made the 2.2 mile run back to Breakers beach where they pulled a Ford F250 through a gravel parking lot for 100 yards. Once the teams

completed the truck pull they ran to the fi nish line. Time did not stop until the last team member crossed the line. While the event winner received the coveted fi n trophy, all who participated were cheered by spectators for demonstrating heroic lifesaving skills.

Competition between the teams were tough, only seconds separating them. However The Merlins of Helicopter Sea Combat Squadron Three (HSC-3), based at Naval Air Station North Island, San Diego won fi rst place in the 2009 National Helicopter Association Aircrew Competition held April 30th at Naval Base Coronado, San Diego, CA. Navy East and West Coast Wings were represented by crews from NAS Norfolk, Virginia.; NAS Jacksonville, Florida; NAS Mayport, Florida, as well as the local squadrons from NAS North Island, California

Two aircrewmen wade in the pool during SAR MEDEVAC litter evolution.

One of the teams makes to the top of the incline with the stretcher

Ford Tough

Team Merlins was presented the fi n trophy by 2009 Symposium VP, CDR Shaun McAndrew (far left).

Captains of Industry Panel 2009Article and Photos by Todd Vorenkamp

Pho

to ta

ken

by C

DR

(Ret

) L

loyd

Par

them

er

This year’s Naval Helicopter Association Symposium again brought a blue-ribbon panel of top industry professionals together for an

enlightening discussion at the Town and Country Convention Center. Moderating the panel was Navy RDML Paul Grosklags, Deputy Program Executive Offi cer for Air ASQ, Assault and Special Missions Programs.

On this year’s panel was NHA regular, Mr. Joseph Battaglia, President and CEO of Telephonics Corporation, Mr. John Lenyo, President of CAE USA, Inc, Mr. Michael Charley, Vice President of Global Business Operation, Raytheon, Mr. Leonard Wengler, Vice President Navy Programs, Sikorsky, Mr. Richard Holmberg, Naval Helicopter Programs, Lockheed Martin, and Mr. Douglas Fronius, Director, Tactical Unmanned Systems, Program Manager, Fire Scout VTUAV, Northrop

Grumman Corporation.RDML Grosklags opened the discussion with the now-

annual opening query; asking the members what they perceived as the biggest challenge facing the US Navy. Mr. Wengler said that the largest challenge, near and long-term, was bringing capabilities to the Fleet faster than is done today. He said that outsourcing has slowed the supply chain considerably. The example he provided to NHA members in the audience was that of the MH-60S which has its tail section manufactured in Turkey, the cockpit structure manufactured by Kaman in Jacksonville, Florida, and the cabin manufactured in Texas. He feels a need to speed the overall acquisitions process from the planning/requirements stage through development and supply chain management. He also commented that well-defi ned

Continue on page 45


Focus: Captains of Industry Panel / Flag PanelContinued from page 44requirements lead to minimal changes in programs. Mr. Lenyo sees challenges in coordinating production programs and new capabilities into the simulation world. Mr. Holmberg said that the largest challenges were corporate maneuvering in the budget world while the economy is in recession. He also mentioned streamlining integration and coordination with the Littoral Combat Ship program as well as working to keep the MH-60R and MH-60S relevant in the evolving digital battlespace.

Mr. Fronius said the largest challenge was integrating products of the future into the Navy. He said that you need to know the “right amount of technology to insert,” and added that the “rate of change of technology is faster than implementation.” In summary, he stated that industry and government need to work to convert what is possible to what is affordable. Mr. Charley added that a huge challenge on the horizon was keeping the small-business contractors afloat in the challenging economic times. He said that the next generation destroyer (DDG-1000 – Zumwalt Class) relies on over 700 different companies in the manufacturing process and, of those, 25 percent are classified as “small businesses.” An effort needs to be made, he said, to keep these small firms viable and that industry cannot do this alone.

Mr. Battaglia said that he saw the greatest challenge as being uncertainty in the budgetary process. He added that the current process makes it difficult to maintain a required workforce when many long-term programs are scheduled for annual funding. With workforce management issues come problems maintaining deliveries on cost and on schedule. In his experience, fixed price contracts have not worked well, nor has the current plan to handle obsolescence.

L C D R Brian Sandberg told the panel that he sees civilian t e c h n o l o g y i n avia t ion being several generations ahead of what is available to military aircrews. He asked the guests when they felt that navigation/avionics technology in military aircraft would catch up with the civilian sector. The general consensus was that the government/industry procurement process no longer operates “at the speed of business” in the civilian sector. Mr. Fronius encouraged government to speed its processes to try to keep pace with technology. Mr. Wengler said to be careful what you wish for in that transforming civilian gear to military specifications requires adding a certain level of robustness and hardening which leads to longer development times. Mr. Holmberg stated that one problem they constantly face is the limits of processing power as new capabilities are added to legacy systems. He recommends expanding that processing capability in the early going to allow for expansion. Currently systems are not able to get ahead of new requirements. RDML William Shannon, in the audience, commented on LCDR Sandberg’s question by highlighting some recent technological demonstrations. He mentioned Fire Scout’s shipboard trials where it landed precisely on target (within 2 inches laterally, and 4 inches longitudinally) onboard USS McInerney (FFG-8) and the mid-course target change of a ship launched Tomahawk missile by a Sea-Air-Land (SEAL) team.

A lieutenant from HSL-51 asked the panel a pointed question about fiscal and technological accountability in contracting. He mentioned that Japan’s S-70 (H-60) is much lighter than the comparable USN versions of the aircraft. Mr. Holmberg said that the system’s prime contractor is ultimately responsible for the end product. He mentioned the importance of designing components that offer increased reliability, reduced cost, and lighter weight to fit into existing platforms. Mr. Battaglia said that increased performance and technology sometimes brings an increase in weight while mentioning the APS-147 radar now flying with the MH-60R. There is always a tradeoff in performance, capabilities, and integration when designing new systems, he added. Mr. Charley said that accountability is defined by the contracts.

The flag who heads up N82 asked about talent retention in industry in today’s fiscal environment. Mr. Lenyo noted that enrollment in college engineering programs is on the decline while simulation is a growing industry and will continue to grow as programs expand in capabilities rapidly. He stated that engineering is known as a difficult path through college and this has kept enrollment down. CAE is offering programs to junior high school students to change that paradigm and get kids excited about engineering. He added that there is a “war on talent” that industry needs to win. Mr. Battaglia mentioned that he has 15 openings for 51 engineers at Telephonics and that the company has grown from 600 to 1300 people over the

recent past. Mr. Holmberg said that Lockheed-Martin was currently putting an emphasis on recruiting and retention of their talent pool while offering master’s degree programs for employees in engineering, finance, and marketing. Mr. Charley said that Raytheon is most definitely putting time and energy into getting good people and keeping them in the company. Mr. Fronius acknowledged that due to efficiencies in the work place, sales have increased while staffing levels have decreased.

Northrop-Grumman currently has 800 job openings with half of them being in the field of unmanned aerial vehicles (UAV). He

mentioned that there is a large age gap in the workforce – many in their 50-60s and many 20-something youngsters with little in between. A challenge, he said, is keeping the 20-year old crowd around long enough to gain real experience. His company is also working on making the workplace more flexible by incorporating telecommuting and a “design anywhere” philosophy which moves work to where people live, not vice versa. Home-based engineering for his company has increased by 15% in the recent past.

VADM Gary Jones asked the panel if there was reluctance to link aircraft, specifically the MH-60R/S, to strike group simulation. Mr. Lenyo said that such capabilities are possible today and that CAE does similar work for other Department of Defense customers, but not the Navy. Mr. Charley said that even though he is not a “sim jock” he sees the need to increase integration between simulators and mission execution where students can observe operations in real time. Mr. Fronius stated that the console for Fire Scout capable of performing both simulation and operational deployment of the aircraft – allowing operators to run simulations or fly missions from the same console.

CDR Chris “Purple” Hayes queried the panel on the apparent

Continue on page 46

(l-r) RDML Grosklags, Mr. Battaglia, and Mr. Charley

(l-r) Mr Rich Holmberg, Mr. John Lenyo, and Mr. Len Wengler.


Focus: Captains of Industry Panel / Flag Panel

lack of interoperability between Army, Coast Guard, and Navy H-60 airframes. Mr. Wengler said that the service requirements drive the uniqueness, commonality, and capability of the different Hawk airframes. It is diffi cult, he said, to make a one-size-fi ts-all helicopter for all the services, but Sikorsky would defi nitely love to do that as commonality makes more sense for business. Mr. Holmberg said that the common cockpit concept, Link 16, and a focus on the digital battlefi eld are great places to start when working towards commonality in airframes.

RDML Grosklags asked the guests what they thought the next step in technology was. Mr. Lenyo said that, in the world of simulation, a brighter visual using lasers and higher resolution screens were the future. He said that the “Holy Grail of simulation” was producing a visual where the user cannot differentiate between real-life and the virtual world. He thinks that the resolution required for that goal is only seven years away.

Your intrepid scribe asked the panel what they thought would replace the venerable Seahawk. No member of the panel had a clear answer, but Mr. Wengler said that Sikorsky envisions a platform where there is a switch in the cockpit where the operator can set the aircraft up for one pilot, two pilots, or zero pilots. Mr. Battaglia sees evolving technology greatly enhancing capabilities in the future. Mr. Fronius thinks that UAVs will grow in

numbers, but not replace manned aircraft.

The Naval Helicopter Association would like to express its deepest gratitude to the members of the 2009 Symposium Captains of Industry panel.

Mr Douglas Fronius take the time for “Q&A” with a member of the audience Photo was taken by CDR(Ret) Lloyd Parthemer

“No Beating Around the Bush: A Spirited Admiral’s Discussion”Article by LTJG Jeff Foulds, USN

This year’s Flag Panel Discussion went without a hitch. Thought-provoking questions that occasionally tip-toed into the provocative, coupled with thorough answers that

only seldomly left more to be desired made for an interesting panel discussion and a great opportunity for aircrews to meet and learn from the leaders of naval helicopter aviation. After brief introductions, the questions came quickly. The leading question helped set tone for the event showing that this discussion would not avoid the tough issues. It came from a female LT asking why women, who have been fl ying NSW missions in other parts of the military and who have fl own missions into Iraq, have not been incorporated into HSC-84? The follow-on answer was largely affi rmative: one admiral put forward that the very previous day he had endorsed and passed up the chain a memo to assign the fi rst women to HSC-84. “This has got to happen,” he explained were the words of the squadron CO, wing commander, and even AIRLANT, and added that “it was only a matter of time” until women aviators would become a vital part of the squadron. The 800 pound gorilla in the room was defi nitely the recent fl ight-hours reduction and it was only a question of when the issue would come forth not if. In keeping with the no-nonsense style of helicopter pilots, words were not minced and the topic was dealt with head on. The admirals described the present time as an “era of diminishing fl ight times” and further suggested that it would be a “lean period for a while.” The fi rst question on the subject directed the topic onto how the hours reductions will affect obtaining qualifi cations.

In response, the panel urged the need for the most effective use of fl ight hours, but downplayed any move toward reducing the required number of hours necessary for specifi c qualifi cations like Helicopter Aircraft Commander. Instead, one panel member offered that changing the basis for qualifi cation was necessary suggesting that perhaps moving the emphasis to completing a certain number of specifi c maneuvers, like take offs and landings, and away from a more rigid flight hours-only requirement might be an improvement. To drive home his

point, the admiral told a story about a guy who had fl own around the world in 64 hours, but yet had only 1 take-off and landing. The use of simulators to help address the current fl ight hours situation was put forward. One admiral pointed out that nearly $500 million has been invested in simulators over the last 7 years, but stopped short, with the agreement of the crowd, to suggest that simulators would solve the problem completely. Instead the panel asserted that simulators, while increasingly helpful and technologically advanced, must be used for what they are: as a valuable supplementary tool. A simulator is no substitute for the real thing was the common theme. One civilian asked why there was no requirement for aircrews to have any actual submarine tracking-time. “Not one minute” is required he emphasized. Despite the advancement in submarine-hunting technology, especially with the Romeos now on the stage, the human factor still reigns supreme. These new systems “don’t fi nd subs by themselves,” he said. The panel responded acknowledging that there is a need for both “synthetic training and live training,” but noted that limited assets and money defi nitely diffuses any push toward more widespread live submarine training. There are not “a lot of submarines around to run rabbit,” one admiral explained. Especially with the possibility that time and money might be wasted “on folks not profi cient.” The discussion closed, though, with agreement on the importance of live training after someone pointed out there was at least one P-3C FRS instructor who had never once tracked a real submarine.

(l-r) RADM Terry Kraft, RDML Mark Guadagnini, RDML William Shannon, RADM Gary Jones, RDML Patrick McGrath, RADM Mark Emerson, RADM Frank Drennan, and RDML Kendall Card

Continue on page 47

The Naval Helicopter Association would like to express its deepest gratitude to the members of theIndustry panel.



Focus: Flag Panel

Continued from page 46 Another question presented to the panel sought to address the future need for super JOs. If department heads were going to squadrons without any ASW time, then why not consider super JOs who do have the experience? The panel in general seemed open to the prospect of more super JOs, but noted that super JOs would be caught in a delicate balancing act. A determination would have to be made, they explained, on how long to keep a Super JO in a squadron for the best “return on investment” but yet not hurt his/her or the other squadron’s JOs career in the process. There was concern over the performance evaluation aspect. The panel put forth that given the uniqueness of Super JOs, it would be easy for them to either slip through the cracks, or oppositely, be able to easily outshine the less-experienced JOs. A topic not to be overlooked at the forum was how Navy helicopters would be moving forward in overland missions and special warfare. The question came from an HSL LCDR looking to see where the Romeos would fi t into that picture. The quick reply was “bad news: [Romeos] are a very, very good platform for overwater.” To be sure, though, this admiral added that it would be “shortsighted” to plan exclusively for overwater scenarios. As others in the panel spoke up it became clear that erring on the side of caution was most important. Will Romeos be going “overland 70 miles inserting SEALs…no, probably this would be better left to other platforms” due to the lack of IR suppression. “Risk versus Success” is what it is all about. As one admiral pointed out, the Marines and Special Ops Forces only wanted to work with those trained and ready for those missions. This all being said, the panel made it clear that there was great interest in exploring the concept of rotary-wing cross-functionality. CAPT Bill Personius mentioned that a rotary-wing cross-functional team was already a reality, and that the Navy will be looking from the “ground up” at how to appropriately incorporate varied missions across the spectrum of Navy helicopter platforms in keeping with the already well-established jack-of-all-trades style that is U.S. Navy helicopter aviation. In all, the Flag Panel Discussion met every expectation. Hard, thoughtful questions were asked openly, received kindly, and answered fully. The event fl owed smoothly albeit the dialogue was tinged by the times. The reality of shortened fl ight hours and budget cuts in general colored the conversation, but the group’s sense of humor helped carry the discussion through. When it comes down to it, naval rotary wing aviation will continue to rely on perhaps its greatest attribute: the ability to adapt and overcome while continuing to provide top-notch warfi ghting capability for the United States and its Navy.


Buy online and save $50 in most states.2 | 800-CAR-USAA | usaa.com/car

USAA beats GEICO — saving you as much as $516 on average.1 Save with fl exible payment options with no fees,3 safe driver discount and discount up to 90 percent for vehicle storage.4 USAA General Agency also offers coverage for motorcycles and boats, with year-round protection and great value. Contact your current insurer for their procedure on canceling an existing policy and start saving immediately.5

USAA CAR INSURANCE RATES BEAT THE COMPETITION.

Average Auto Premium (six-month policy)1

$646

USAA

$842

State Farm

$904

GEICO

$936

Allstate

$957

Nationwide

1Average auto premiums/savings based on countrywide survey of new customers from 12/1/07 to 11/30/08, who reported their prior insurers’ premiums when they switched to USAA. Savings do not apply in MA. Use of competitors’ names does not imply affiliation, endorsement or approval. 2Online discount is not available in CA, FL, GA, HI, ME and NC. Discount is up to $30 in MO and MA. Discount applies to new policies only. Restrictions apply. 3Restrictions may apply to installment payment options. 4To qualify for the discount, the vehicle must not be driven and must be stored in a secure location. Other restrictions apply. 5Check with your current carrier on any fees or penalties associated with canceling your current policy. Eligibility restrictions apply to purchase of property and casualty insurance. Eligibility may change based on factors such as marital status, rank or military status. Applicants must meet underwriting guidelines. Automobile insurance provided by United Services Automobile Association, USAA Casualty Insurance Company, USAA General Indemnity Company, Garrison Property and Casualty Insurance Company, USAA Mutual Insurance Company, San Antonio, TX, and is available only to persons eligible for P&C group membership. Each company has sole financial responsibility for its own products. USAA General Agency means USAA Insurance Agency, Inc., or USAA of Texas Insurance Agency. CA Lic. # 0D78305, TX Lic. # 7096. Purchase of a USAA General Agency product does not establish eligibility for or membership in USAA property and casualty insurance companies. © 2009 USAA. 91887-0509

091887_0509_0065O

05/15/09 14:48

Title:

Market:

Run/Disk Date:

Color/Space:

Live:

Trim:

Bleed:

Bill to:

REQ

CE:

Production Artist:

Task:

Spell checked

Executive CD:

Creative Director:

Art Director:

Writer:

Account Executive:

Production Supervisor:

Coordinator: Ext.

Notes:

4 Out of 5

P&C

4C

7.25 9.75

09UIQ0030

88994

2/0

ca

fix and print

M. Simon

D. Blanchard

J. Kidd

J. Thomas

C. Skalsky

C. Rinkel

E. Shaughnessy 8016

Page 1 of 1

7.25 in.

9.75

in.


Th

er

e I W

as

UPSIDE DOWN AT 150 FEETArticle by CDR Jeff “Angry” Nolan, USN

A few years ago, I was deployed for OIF with HCS-5 in support of Special Operations troops

under Joint Special Operations Air Detachment - South (JSOAD-S). The squadron was based out at Ali Al Salem Air Base in Kuwait and tasked with medium lift and Direct Action support to coalition forces throughout Southern Iraq, where the weather tends to be a fair bit worse than our home-port, San Diego. In April 2003, we received tasking to fly 3 HH-60s to the outskirts of Baghdad and return with 3000 pounds of “highly sensitive” documents the local FOB had captured during their push North. We completed the requisite flight planning, but since we were the junior crew and would be flying in the Dash 3 position, my crew’s responsibilities were very light: keep up and follow lead. In retrospect, I approached this mission with a bit of a “LOG run” mentality. We had been in the war zone for a while now flying combat missions, and we were ready for that, but this seemed more like point A to B flying. During our planning we asked the weather guessers what to expect along the route of flight through Northern Kuwait and Southern Iraq. They forecast VFR conditions and northerly winds at 20 knots gusting to 25 -- not bad, but as I have learned this is still only a “best guess”. The winds were actually out of the south at 30 knots on the ride home. Weather patterns in the Mid-East are notoriously unpredictable and frequently on missions we would encounter weather that differed significantly from that forecast. Also, Spring is Haboob-time in the Persian Gulf; Haboobs are northerly winds that pick up every bit of dust and sand out there and carry it south. It’s also worthy of mentioning that the terrain of southern Iraq blends into the sky with the slightest amount of dust in the air. When you add 1/2 mile visability in there, it is outright painful. On NVGs, you’re flying in a big, green, ping pong ball. We were still in the combat phase of OIF at this time and JSOAD was accepting lower weather minimums since our troops needed support. So the next night we completed our preflight planning and briefs, checked one final time with the weather folks (same results) and walked to the aircraft. It was a dark night with only moonlight illumination, but we had our trusty NVGs, so not to worry…. We launched and proceeded north, crossing the border into Iraq, going “fence in”. The mission had gone well initially, and we were performing our Dash 3 duties (keep quiet and keep up), but the weather

went downhill as soon as we crossed the border. Conditions worsened quickly, and within a few minutes our flight of three had very limited horizontal visibility and no vertical visibility. The flight could still make out the ground below 300 feet so we proceeded, but the weather had definitely made a big departure from the forecast we’d received. And this was just the beginning of the flight. We still had almost six hours to go, and as it turned out, things were just starting to go downhill. Thus far I had been able to maintain position within the formation by following the exhaust plumes of Dash 1 and 2, until the deteriorating weather began to obscure the plumes, which began to oscillate and dim at our current separation. With no visible horizon, my only visual cues came from hazy glimpses of the ground and my Attitude Indicator (AI). From my numerous prior missions I had become very ‘goggle-addicted’; deep down I wanted to fly visually off of the other two aircraft… not easily done given the decreasing visibility which was 1/2 mile at best. As the exhaust plumes kept bouncing around I started to get an uneasy feeling, first just a sense of disconnection that quickly advanced to the distinct feeling that I was strapped upside-down to a beach ball stuck in a sensory deprivation tank filled with green Jell-o. I had vertigo at 150 feet, in IFR conditions with two other aircraft close aboard! I briefly fought the good fight to self correct my disorientation, but lost and ‘fessed up’. So being the good pilot that I am, (jokingly inserted) I calmly asked the HAC to take controls. My failure was to explain why or express any urgency; in fact, I was deliberately calm and cool. Unfortunately this allowed the HAC to believe it was a normal control swap, as his first response was to put the chart down and adjust his seat. I asked again for him to take the controls, this time with some urgency, but never mentioned vertigo. As Murphy’s Law would dictate, he immediately knocked his goggles off of his helmet (yes, we were now the Keystone Cops) and as he fought to get the NVGs reattached, my world completely fell apart. I don’t

remember exactly what was said, but it closely resembled “Take the (expletive deleted) controls! I have (expletive deleted) vertigo!” That got the point across and he immediately took the controls, so all was well I thought. We continued with the mission and my HAC and I recovered our composure. About 20 minutes later, a line of Iraqi wadis (channels of a watercourse that are dry except during periods of rainfall) came into view, running from the 2 o’clock to the 8 o’clock position. This appeared to us as a false horizon and in no time the HAC thought we were in a descending right hand turn. To his credit, the HAC immediately called out over ICS that he had vertigo and that we were going down, simultaneously pulling in an armful of collective. By this time I had more or less re-caged my gyros, having emerged from my Jello tank, and was able to wrest the controls from the HAC and bring us back to straight and level. I’m sure the crew already suspected that we were having a rough night in the cockpit, but after this most recent episode, the HAC told the crew we were having some vertigo issues. The crewman was able to guide us back into position with the other A/C. The funniest part of this was that we were always straight and level, just a bit high. We also called for the flight to slow down, but this only helped for a little while. The next 40 minutes felt like 3 hours, as we spent the time trading controls back and forth depending on who had the least debilitating vertigo. This technique worked and we flew out of the worst of the weather and made it to the landing zone for our pickup. It was only then that the final joke on our mission became apparent… The Army unit we had been working with had miscalculated the correct weight of boxes. There was only about 500 pounds for us to carry back; easily held in a single aircraft and not even close to worth what we’d just been through. Sitting on deck in the LZ, my crew were all happy to have made it through the most difficult flying any of us had experienced, but all I could think was, ‘Now we have to fly back through it again to get home.’ We lifted off after telling lead about our nerves,


Ch

an

ge

of

Co

mm

an

d A

nd

Es

tab

lis

hm

en

t

HSM-41Seahawks

CDR Thomas C. Baldwin, USN relieved CDR Thomas A. Braden on

June 11, 2009

HMM-466Wolfpack

Lt Col Mitchell E. Cassell, USMC relieved Lt Col Roberto J. Gomez,

USN on June 4, 2009

HMLA-267Stingers

Lt Col Paul M. Pastino, USMC relieved Lt Col Kevin M.

Hudson, USMC on March, 2009

HSM-71Raptors

CDR Jeffrey Dodge, USN relieved CAPT M. Nortier, USN on January

9, 2009

HS-6Screaming Indians

CDR Wesley R. McCall, USN relieved CDR F.J. Schuller, USN

on April 29, 2009

HSC-23Wildcards

CDR Michael G. Dowling, USN relieved CDR Gregory M.

Sheahan on May 7, 2009

HMLA-467Sabers

LtCol Craig H. Streeter became the first commanding officer on October

2008

CDR John Zerr, USN relieved CDR Michael Cruden, USN on May 4,

2009

HS-4Black Knights

Lt Col R.C. Rush, USMCrelieved Lt Col W.C. Bentley, USMC

on May 8, 2009

HMH-464Condors

CDR Lawrence G. Getz, USNrelieved CDR Christopher Misner,

USN on May 14, 2009

HS-15Redlions

CDR Christopher P. Failla, USNrelieved CDR Dana R. Gordon, USN

on June 12, 2009

HSL-42Proud Warriors

COMHSMWINGLANT

CAPT Carl F. Bush, USN relieved CAPT Glenn C. Doyle, USN on July

9, 2009


Naval Helicopter Association, IncMembership Application

Date: _____________________Member Information:

Name: ____________________________________________________________________

Rank/Rate: ________________________________ Service: _______________________________

Company Name (civilian): ____________________________________________________________________

Ship/Station: ___________________________ Military Unit/Squadron: ________________________

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, only name, aircraft & exp. date are listed

(All information posted there is considered public domain.)

Duty Status: Active: Retired: Reserve: Civilian:

Mailing Address: ____________________________________________________________________________ Street Apt

____________________________________________________________________________________________________ City State Zip

Cell Phone No. : ________________________ Home Phone No. : __________________________________

Email Address: _____________________________________________________________________________

Levels of Membership:

NHA Membership (Annual Dues) 1 Year: $35.00 3 Years: $95.00 5 Years: $160.00

Nugget Membership – 2 Years: $35.00 (Open to O-1, O2 on first tour)

Associate Membership – 1 Year: $15.00 (Open to E-9 & below)

Canadian Addresses – 1 Year: $40.00 International Addresses – 1 Year: $50.00

Payment Options:Payment Due: $____________________

Cash: Check: (payable to NHA) MC/VISA:

MC/Visa #: ________-________-________-________ CCV_________ Expiration Date: _____________

Send your completed application to: NHA, P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139FAX#: (619) 435-7354 e-mail: [email protected] Web site: http//www.navalhelicopterassn.org

Annual dues (contribution) for membership in the Naval Helicopter Association for the year 2008 are as shown above. $15.00 of this amount is for a one-year subscription to Rotor Review magazine. Return this portion with your remittance. Rotor Review is mailed periodical rate

(pending). Change of addresses, inquiries for membership, subscriptions, back issues, sale items, etc, should be directed to the NHA.

NHA OFFICE USE ONLY

MEMBERSHIP EXPIRES: ________________________________________________

Mem Pymnt Mem Processed Conf Email Online Copy Version 7.09


Continued from page 49but none of us suggested an alternate route. At the very least we should have pushed the issue and moved to the Dash 2 position so we would only have one set of exhaust plumes to watch. As with most good Rotor Reviewarticles, though, our crew didn’t take any of these actions, simply plowing ahead instead. As one might guess, shortly after taking off we re-entered the dust cloud. This started the vertigo Fandango once again, but this time neither of us could hold it together fl ying in the green ping-pong ball. We couldn’t see up or down from the cockpit, but the crewmen could see the ground and started giving us directive calls. I can say without reservation that without our crewmen, Petty Offi cers Arteaga and Brush (now Chief Brush), none of our crew would have made it home. They were able to call up the radar altimeter on the CDU in back and give us climbing/descending calls based on their visual contact with the ground. I am here today because of the fi ne assistance these two crewmen provided. Anyone in Rotary aviation knows that aircrew are invaluable assets as rescue swimmers and door gunners, but that night they were the pilots as well. We made it back safely that night, but

I was probably eight pounds of sweat lighter. Flights like that one truly put the dangers of fl ying in poor weather into stark relief, and have made me very hesitant to fully trust “VFR” forecasts. Missions in conditions like those we experienced could lead to a mishap of any crew, no matter how well trained or equipped. Our NVG’s and extensive time in theater did not save us that night; our crewmen did. We were never cavalier about any of our missions, however simple or complex, during our time in the fi ght, but perception is reality and this can kill an aviator. The solid foundation of instrument flying we are taught is paramount when encountering poor weather. Using NVG’s as a risk mitigator is good, but should never be the driving factor to mission accomplishment; they are a tool for our toolboxes. Use the aircraft systems we are given; altitude hold works over land too. To this day, I always use RADALT or BARALT at night -- just one less axis to worry about. Minimums are minimums, if we have a weather minimum set then that has to be

There I Was: UPSIDE AT 150 FEET

adhered to, wartime or not. Finally CRM is king. This fl ight drove that home in dramatic fashion, and has made me an even stronger advocate of CRM.

I could tell a few more bad weather stories from my tours in Iraq, but this was the fi rst time I was “upside down at 150 feet”. Sadly, it was not my last. I thank our crewmen from that night, for their outstanding performance, and will owe them a cold beverage any time they come to visit us in San Diego.

CSAR Stories....Continued from page 34

alone are astounding. In December 1950, HU-1 had just 34 offi cers, 282 enlisted sailors, and 14 helicopters. By June 1951, the squadron had grown to 59 offi cers, 410 enlisted sailors, and 26 helicopters. By the end of the year, HU-1 boasted 89 offi cers, 595 enlisted sailors, and 25 helicopters distributed in 15 units deployed to the Korea area.23

By the end of the war, the Navy helicopters had made 198 rescues under combat conditions, 64 behind enemy lines, and another 166 at sea around carriers operating in support of the war. Chuck Jones went on to command HS-2, Larry Whittall went on to crew Air Force One and Vic Armstrong became a HMX-1 presidential helicopter pilot.

(Endnotes)

1. The Korean War broke out with a surprise attack by the Inman G un, the army of the Democratic People’s Republic of Korea (North Korea), against the Republic of Korea (South Korea). The attack was all along the line separating the two countries, with the main thrust at Seoul, the capital of South Korea, and a creative fl anking amphibious landing behind ROK lines on the east coast at Kangnung. See 2. www.history.navy.mil/books/fi eld/ch3b History of U.S. Naval Operations: Korea, Part 2 The Far East Command. Four British light aircraft carriers, sometimes identifi ed as being of the “Glory” class, served in Korean waters. These carriers operated about thirty-fi ve aircraft formed into two aircraft squadrons, one of Fairey Firefl ies and the other of Seafi res or Sea Furies. HMS Triumph operated with the US Navy’s Task Force 77 during July 1950. For the remainder of the war the Royal Navy’s carriers alternated with a US Navy light or escort aircraft carrier (CVL or CVE) where they served as part of the west coast blockading force. See: 3. www.history.navy.mil/branches/avchr7. See also, Richard Knott, Attack From the Sky: Naval Air Operations in the Korean War (Washington D.C.: Department of the Navy, Naval Historical Center, 2004). CVG-5 aboard Valley Forge consisted of fi ve squadrons; VF-51 (VF-5A at the time) fl ying the F9F Panther; VF-52 also fl ying the Panther; VF-53 fl ying the F4U-4B Corsair (fi ghter-bomber, not fi ghter but designated VF, not VA); VF-54 also fl ying the Corsair; and VF-55 fl ying the AD-4 Skyraider (just transitioned to AD and squadron designation and not yet changed to VA-55). Korean War Air Loss Database. Date of Loss Report, 4. 500704, HO3S-1

5. HU-1 Command History 1 July 1950 to 8 December 1950, (Washington, D.C.: Aviation History Branch, Naval Historical Center), p. 4. Knott, p. 16.6.

7. HU-1 Command History 1 July 1950 to 8 December 1950, p. 4. Knott, p. 16.8. Lieutenant Colonel Ronald Brown, 9. Whirlybirds: U.S. Marine Helicopters in Korea: Marines in the Korean War Commemorative Series (Washington, D.C.: Headquarters, U.S. Marine Corps, 2003), p. 16.

10. HU-1 Command History 1 July 1950 to 8 December 1950, p. 11. Phone interview with Larry Whittall, June 7, 2005.11. Bruning, p. 44.12. Phone interview with Larry Whittall, June 7, 2005.13. Bruning, p. 44.14. Phone interview with Larry Whittal, June 7, 2005.15. Phone interview with Larry Whittal, June 7, 2005.16. Phone interview with Larry Whittal, June 7, 2005.17.

18. HU-1 Command History 1 July 1950 to 8 December 1950, p. 12. Phone interview with Larry Whittal, June 7, 2005.19.

20. A History of Marine Observation Squadron Six, p. 18. See also, Brown, p. 26. Phone interview with Larry Whittal, June 7, 2005. This 21. rescue story has an intriguing sequel. Ensign William Brown was not among the prisoners repatriated in Operation Big Switch. Larry Whittall continued his military career and became a fl ight engineer with the Air Force One squadron. Armstrong continued his military career and, as a Colonel, was the pilot of the President’s helicopter while fl ying for HMX-1. See: 22. www.history.navy.mil/branches/avchr7.htm for information regarding the level of effort of Navy and Marine Corps aircraft during the Korean confl ict. In comparison to the forces engaged in World War II, Korea was a small war. At no time were more than four large carriers in action at the same time. Yet in the three years of war, Navy and Marine aircraft fl ew 276,000 combat sorties, dropped 177,000 tons of bombs and expended 272,000 rockets. This was within 7,000 sorties of their World War II totals in all theaters and bettered the bomb tonnage by 74,000 tons, and the number of rockets by 60,000.

23. Korean War U.S. Pacifi c Fleet Operations, Chapter 5 Fast Carrier Operations and Chapter 6 Escort & Light Carrier Operations, Third Evaluation Report 1 May-31 December 1951, p. 5-52. According to the offi cial Commander in Chief Pacifi c account of Korean War operations, HU-1 maintained an average of 12 detachments aboard naval vessels (including British and Australian ships) during this stage of the Korean confl ict.

and Vic Armstrong became a HMX-1 presidential helicopter pilot.

Look for the next CSAR Story “A Hell of Way to Fight A War” by CAPT(Ret) David McCracken and CAPT(Ret) Vincent Secades in the next issue of Rotor Review.


Re

gio

na

l Up

da

te

sNHA Region 4

Region FOUR Recognizes Top PerformersBy LT Jack Parker, USN

NHA Region FOUR hosted its annual award luncheon on Friday, 20 February 2009 at Vista Point’s Flight Deck. With over 170 in attendance, the area squadrons were well represented. S. J. Tomaszeski, RADM, USN

(Ret) shared the story of his son’s OCS roommate, Navy SEAL LT Michael P. Murphy, who was posthumously awarded the Medal of Honor for his heroic actions in Asadabad, Afghanistan. The wars in Iraq and Afghanistan have touched us all. Admiral Tomaszeski reminded us that sacrifi ce goes far beyond the collective military that have seen their friends deploy, never to return; the war’s reach penetrates even more intimately into the lives of families all across the nation who have forever given their loved ones to the cause of protecting our freedom. The somber moment gave refl ection and fond remembrances to our fallen heroes.

Many of our awardees were deployed but those who were home were congratulated for their outstanding accomplishments. While the awards are given for either one time

actions or sustained performance during the calendar year, all of the region’s submissions presented phenomenal performers who earned their squadron’s nomination through years of peak performance.

(Ret) shared the story of his son’s OCS roommate, Navy SEAL LT Michael P. Murphy, who was posthumously awarded the Medal of Honor for his heroic actions in Asadabad, Afghanistan. The wars in Iraq and Afghanistan have touched us all. Admiral Tomaszeski reminded us that sacrifi ce goes far beyond the collective military that have seen their friends deploy, never to return; the war’s reach penetrates even more intimately into the lives of families all across the nation who have forever given their loved ones to the cause of protecting our freedom. The somber moment gave refl ection and fond remembrances to our fallen heroes.

for their outstanding accomplishments. While the awards are given for either one time

Rescue Swimmer of the YearAWS1(AW/NAC) Lee R. Lyons, HSC-2

Aircrew of the Year (Deployed)REDWOLF 12, HSC-84LT Dan Thomas, LT Jason Clay, AW1 (NAC) Kevin Furey, AW2 (NAC) Morgan McGrew

Aircrew of the Year (Non-Deployed)VULCAN 552, HM-14LT Adam T. Dickinson, LCDR Alex C. Wibe, AWS2 (AW/NAC) McKay D. Estep, AWS2 (AW/NAC) Megan E. Harlan, AWS2 (AW/NAC) Daisy Berrini

Aircrewman of the YearAW2 (AW/NAC) Aaron A. Hagar, HSC-84

Aircrew Instructor of the YearAW2 (AW/NAC) Joseph Cummings, Jr., HSC-2

2008 Region FOUR awardees are:

Maintenance Offi cer of the YearLTJG Elouise M. Hurst, HSC-28

Shipboard Helicopter Aviation Offi cer of the YearLCDR Isaac A. Philips, USS BATAAN

Pilot of the YearLCDR James A. Ferguson, HSC-84

Instructor Pilot of the YearLT Corey A. Fogle, AWSTS

Maintenance Chief Petty Offi cer of the Year

PRC (AW) Donald R. Gress, HM-14

Maintainer of the YearSGT Kirk D. Nash, USMC

Awardees Not Pictured


NHA Region 1

REGIONAL UPDATES: Region 1

LAMPS Holds 1st Annual Tactics RodeoArticle by Lt. Bill Robesch, USN

Long before some of us were even born, the LAMPS community held a yearly competition known as the Anti-Submarine Warfare (ASW)

Rodeo or “Wolfhunt.” These events involved week-long classroom, simulator and live range exercises in which air, surface and sub-surface West Coast teams would pit their skills against eachother in large-scale battle problems. Winning teams would receive unit awards and earn bragging rights through the year. The goal of the Wolfhunt was to maintain a sharp combat edge through healthy, fun competition. As time wore on, these competitions faded away due to shifting training priorities and resource constraints. This past February, that all changed.

In an effort to further hone the HSM/HSL community’s tactical prowess, the HSM Weapons School Pacifi c, Delex Systems, and the Naval Helicopter Association (NHA) sponsored the fi rst of a new annual Tactics Rodeo in the spirit of the old Wolfhunts. This Rodeo encompassed competition in all primary mission areas and capabilities of the SH-60B and MH-60R. Each of the eight West Coast squadrons (HSL-37, 43, 45, 49, 51 and HSM-41, 71, 77) provided two pilots and one aircrewman to compete in the three-day event.

The event kicked off Feb. 24, 2009 with a written in-test. Each team had an hour to complete the exam that covered subjects ranging from Hellfi re missiles to MAD hunting circles, and was designed to evaluate each crew’s knowledge of tactics, mission systems and asset employment. Following the test, the teams gathered in the Base CO’s auditorium where each crew was introduced to an auditorium full of spectators for the second event – “Tactics Jeopardy.” The Jeopardy categories not only challenged players’ knowledge of tactics, but also covered such categories as “LAMPS in Hollywood” and “LAMPS History”.

Day two of the competition began with each team having 30 minutes to prepare and deliver thorough mission briefs in front of the Weapons School’s toughest evaluators. Each crew then applied all of their tactical knowledge and

preparation during a simulator event involving a passive ASW localization, tracking and attack scenario. The third day tested each crew’s decision-making abilities and quick thinking in a fast-paced urgent attack simulator event. Each crew was given 30 minutes in the simulator to localize, track and attack a hostile submarine. By mid-morning, the competition concluded and the Weapons School evaluators tallied up each team’s scores from the various phases.

As the Rodeo came to a close, it was apparent that the competition was fi erce and each squadron had brought their “A” game. Each crew performed exceptionally, but in the end, it was the Wolfpack from HSL 45, comprised of LT Bill Robesch, LT Austin Long, and AWR2 Jeff Boutin, that walked away as the 2009 HSMWSP Tactics Rodeo Champions.

Robesch, Long, and Boutin were awarded the prestigious Air Combat Excellence Trophy and other individual prizes by Commander, Helicopter Maritime Strike Wing, U.S. Pacifi c Fleet, Capt. Donald Williamson, Garnett “Sandy” Clark of Delex Systems and Retire Marine Corps Col. Howard Whitfi eld in a ceremony held in Helicopter Maritime Strike Squadron (HSM) 41’s Training Building June 17. The trophy is a perpetual award, and will remain with HSL-45 until the 2010 Tactics Rodeo when other squadrons can challenge the Wolfpack for the title. In attendance at the ceremony were members of the squadrons which competed, as well as several NHA representatives. At the end of the ceremony, Williamson announced that next year’s competition will also include crews from East Coast HSM/HSL squadrons, and will conclude with a fl y-off between each Wing’s Tactics Rodeo champions. All squadrons look forward to the competition in 2010 and are excited about the rebirth of this LAMPS tactical tradition.

HSL-45’s C.O. CDR Wayne Maze (far left), LT Austin Long and AWR2 Jeff Boutin (both, far right) were presented the Air Combat Excellence Trophy by (middle l-r) Mr. Garnett “Sandy” Clark of Delex System and Col(Ret) Howard Whitfi eld of NHA. Photo taken by MC3(SW) David Smart


NHA Region 5

REGIONAL UPDATES: Region 5

30,000th Winging: A Naval Rotary Wing Milestone.

It has been a year of milestones for the Rotary Wing

community. In April, the NHA Symposium commemorated the realization of Helicopter CONOPS. On 19 June, another milestone was accomplished at NAS Whiting Field with the winging of our 30,000th

Rotary Wing Aviator, 1st Lt Michael R. Brown, USMC. RADM Garry Hall presided over the ceremony and addressed the 38 newest unrestricted Naval Aviators and their families.

1st Lt Michael R. Brown was proud to receive applause for this accomplishment, but like so many grocery store one-millionth customers, he felt nothing more than pure luck to have been in line at the right time. In fact, Colonel John S. ‘Vapor’ Walsh, USMC, Commander, Training Air Wing FIVE, presented

1st Lt Brown w i t h a p l a q u e that read: “ T h r o u g h n o g r e a t e f f o r t o f your own a n d b y n o o t h e r s e l e c t i o n means other than being

near the top of the alphabet during your winging class, you are hereby selected as the 30,000th Rotary Wing Naval Aviator. Congratulations, this number should be easy to remember.”

Naval Aviation has awarded wings to graduating advanced rotary wing Naval Aviators since April 15, 1944 when LT W. G. Knapp, USNR became Naval Rotary Wing Aviator #1. Since that date, Navy, Marine Corps and Coast Guard pilots have trained in the TH-13 Sioux, TH-19 Chickasaw, TH-34 Sea Horse, TH-1L Iroquois and the TH-57 Sea Ranger. Rotary wing training was conducted at Naval Air Station Ellyson Field until 1972 and then moved to South Whiting where the Helicopter Training Squadrons have resided since.

30,000 Rotary Winged Aviators seems like a big number, but if you look at it in light of the 65 years since LT Knapp in 1944, the number indicates a relatively select group of people. Winger number 10,000 was designated on 31 July 1968 and number 20,000 on 26 August 1988.

The future is bright for 1st Lt Brown and his peers. They are entering the Fleet at a time when helicopters are a growth industry. Their success and the amazing stories they will add to the history of Naval Aviation are limitless and will pave the way for rotary wing designation number 40,000 and beyond.

Article by CDR Chris Heaney, USNPhotos taken by Mr Jay Cope and Mr.Marc Bizzell

Mrs. Brown does the honors in pinning the wings on 1st Lt. Brown

TRAWING FIVE Commodore Col John Walsh (left) and RADM Garry Hall (middle) present 1st Lt. Brown with the 30,000th wing plaque.

The Brown Family and RADM Hall (far right)

pave the way for rotary wing designation number 40,000 and


Continued on page 57

Sq

ua

dr

on

Up

da

te

s HSC-8 Underway and Ready Article by LTJG Scott Crawford, USN

The John C. Stennis Strike Group with HSC-8 is currently underway conducting operations in the SEVENTH Fleet AOR as the fi rst strike group to

deploy with the MH-60S Armed Helicopter. These state of the art helicopters and well trained crews are demonstrating time and time again their versatility in several mission areas. The Eightballers are taking full advantage of the tactical capabilities of the MH-60S Block IIIB, which include: LINK-16, providing a common real-time picture of the entire combat area to surface, ground, and air assets; the Multi-Spectral Targeting System, with the most advanced Forward-Looking Infrared system in the U.S. arsenal, and the enhanced fi repower of up to 2 GAU-21’s and 8 AGM-114 Hellfi re missiles. All of these advancements increase the squadron’s effectiveness in the mission areas of Anti-Surface Warfare (ASUW), Special Operations Forces (SOF) support, Combat Search and Rescue (CSAR) and Nontraditional Intelligence,

Surveillance and Reconnaissance (NTISR). This deployment is also the first with two helicopter squadrons as part of a Carrier Airwing: HSC-8 and HSM-71. The two squadrons have been developing tactics and procedures to take advantage of their specifi cally tailored weapons systems, training for missions such as Heliborne Visit, Board, Search, and Seizure (HVBSS) with the Republic of Korea Navy during Exercise FOAL EAGLE. MH-60R helicopters from HSM-71 and MH-60S Block IIIB helicopters from HSC-8 give Commander Carrier Airwing NINE uniquely capable hunter-killer teams to project the offensive power of the strike group while retaining a close-in defensive capacity.

HSC-8 continues to support the Airwing in their Search and Rescue mission, as well as regularly performing logistics and Vertical Replenishment evolutions. In addition, the squadron has sent two detachments to Andersen Air Force Base on Guam (with excellent support from HSC-25) to continue honing their skills in the overland environment. For another fi rst, the squadron sent a detachment to the USS Preble, proving the feasibility of operating the MH-60S onboard a Cruiser or Destroyer to conduct operations as diverse as disaster relief in the Philippine Islands or anti-piracy operations in the Horn of Africa. This marks HSC-8’s fi rst deployment since transitioning from HS-8 in October of 2007. The squadron is expected to return to their homeport at Naval Air Station North Island sometime in mid-2009.return to their homeport at Naval Air Station North Island

An HSC-8 helicopter shows off its four-gun confi guration while standing alert in the 7th Fleet AOR. Photo taken by LTJG Crawford.

HSL-51 holds Friendship Day at Tateyama Air Base

Article and Photos by LTJG Chris Krueger, USN

On April 14, 2009, Helicopter Anti-Submarine Squadron Light (HSL) FIVE ONE participated in a Friendship Day with the Japanese Maritime

Self-Defense Force (JMSDF) squadrons VX-51 and HS-21. VX-51 is the operational and test evaluation squadron for the JMSDF, while HS-21 is a training, maintenance and support squadron with operationally deployable capabilities. HSL-51, based at NAF Atsugi, Japan, strives to maintain a close relationship with its sister Japanese helicopter squadrons in and around the Kanto plain. Frequent Friendship Days are one way in which the squadron meets that goal, and this time the Blackjacks of HS-21 hosted the event at their squadron at Tateyama Air Base. Tateyama is located on the southern tip of the Chiba peninsula on Honshu, Japan.

Tateyama is host to a large helicopter training complex, and the main purpose of its activities is to facilitate the transition of JMSDF SH-60J pilots and aircrew to the newer SH-60K version, as

well as provide initial SH-60K training. To that end, the base boasts multiple high-tech simulator facilities in both the J and K models of the SH-60, as well as dozens of aircraft. HS-21 is divided into 2 fl ight divisions, or ‘hikotai’, and Hikotai 211 fl ies the SH-60K.

The plan was to fl y three aircraft from NAF Atsugi, where VX-51 and HSL-51 are based, to Tateyama. HSL-51 fl ew one SH-60B, and VX-51 fl ew two SH-60Ks with several HSL-51 pilots as passengers. The day’s activities began with the aircrew briefi ng together at VX-51 prior to takeoff. Upon meeting together in the Sagami Wan (or Bay), all three aircraft proceeded to Tateyama together, where HS-21 personnel hosted the combined VX-51/HSL-51 aircrew.

After shutting down the aircraft, the HSL-51 aircrews split up into groups and toured the different SH-60K and SH-


SQUADRON UPDATES: HSL-51


60J simulators. This was a great privilege because HSL-51 does not have access to any fl ight simulators, as they are all located in the stateside. Surprisingly, the Japanese simulators are very similar to the types of simulators used by the U.S. Navy. The Operational Flight Trainer, or OFT, is a full motion visual simulator. It is a great tool to practice emergency procedures (EP’s), instrument fl ight, or landing on ship. The Sensor Operator Trainer, or SOT, is similar to the Weapons Tactical Trainer, or WTT, used in the U.S. SH-60B program. The SOT is a static trainer that simulates the aircraft cabin, and has a fully functional mission system suite that sensor operators may train on. Additionally, it can be linked to the OFT, creating a Weapons Systems Trainer, or WST, training pilots in the cockpit concurrently with aircrew in the cabin, much as the OFT and WTT are linked to create the WST in the U.S. SH-60B program. Finally, the Advanced Helicopter Combat Direction System, or AHCDS simulator, was a static simulator with a fully functional mission system that utilizes a

touch screen and joystick interface. The AHCDS offers pilots the opportunity to effectively train on the use of the SH-60K mission systems at any time without occupying a crew station in the OFT or SOT.

After practicing their skills in a new simulator airframe, the HSL-51 aircrew sat down to lunch with their hosts at the Tateyama Offi cer Club with some traditional Japanese food. Having had an excellent meal, everyone assembled in a briefi ng room and were presented a series of briefs by HSL-51 on the SH-60B and the Light Airborne Multi-Purpose System (LAMPS) Mark III program, as well as HSL-51’s operating areas around Japan. At the conclusion of the briefs, the Commanding Offi cers of both squadrons, CDR Stephen McKone for HSL-51 and CAPT Ohara of HS-21, exchanged squadron plaques. To round out the days activities, HSL-51 demonstrated use of some of their fl ight equipment, including night vision goggles (NVG’s), and their anti-exposure suits, or dry suits, designed to insulate aircrew from exposure to cold water in the event of ditching the aircraft in the ocean. The HSL-51 aircrew was thoroughly impressed by what they saw. When asked of his thoughts, LCDR Dan Fillion,

an HSL-51 pilot, said “It was truly an eye-opening experience to be able to fl y with the JMSDF and see their simulators. I think all the U.S. participants gained a deep appreciation of how professional the JMSDF pilots are, and I can only hope that we were able to bestow a similar impression.”

The Friendship Day ended as it began, with all the HSL-51 and VX-51 pilots and aircrew strapping into their respective helicopters and fl ying back to NAF Atsugi. Despite some foul weather, everyone made it back as planned, and looking forward to the next Friendship Day. HSL-51 is proud of its relationship with other JMSDF squadrons, and looks forward to growing and fostering a professional and friendly relationship which will pay dividends in future operations between the two countries.

LT Loyd Johnson briefs Japanese aircrew on the SH-60B.

HSL-51 C.O. CDR Steve McKone and HS-21 CO CAPT Ohara examine night vision goggles (NVG’s) with LT John Rauschenberger

CDR Steve McKone and CAPT Ohara exchange gifts between HSL-51 and HS-21


SQUADRON UPDATES: HS-15 / HSC-84

HS-15, Back to the DesertArticle By LT Steve Macgillis, USN

After several months of workups and training in the Naval Special Warfare mission areas, a detachment of Red Lions from HS-15

embarked on two Air Force C-5’s with four HH-60H helicopters and made the journey to Balad, Iraq in mid-March to support the Combined Joint Special Operations efforts of Operation IRAQI FREEDOM.

The group of Red Lions will be involved in logistics, foreign internal defense, and direct action missions for an undetermined time in theater.

With the help of many people, especially CDR Scott Gootee, Executive Offi cer of HSC-84 and his detachment, the Red Lions were fl ying missions within one week of boots on

Members of HS-15 detached in Balad, Iraq. Photo courtesy of HS-15 Public Affairs Offi ce

deck. HS-15 is only the second active duty CVW squadron in recent history to have made an extended land based deployment. The Red Lions will return to a normal CVW schedule upon their return stateside.

On May 14 CDR Larry Getz relieved CDR Chris Misner as Commanding Offi cer of HS-15, via conference call from Balad, Iraq to Jacksonville, Florida. Due to the forward deployed mission of HS-15, only a small group of squadron personnel were able to be present, but in keeping with tradition, both CDR Misner and CDR Getz read their orders with CAPT Whitson, Commander Carrier Air Wing SEVENTEEN, presiding.

HSC-84 Red Wolves and Navy Rotary Wing Aviation

Six Years, 10,000 Combat Hours (and Counting)Article by LT Josh Fagan, USN

HS-15, Back to the DesertArticle By LT Steve Macgillis, USN

The Red Wolves of HSC-84 recently returned from a successful fi ve-

week training detachment to Nellis Air Force Base outside of Las Vegas, NV. The Red Wolves fl ew 5 HH-60H and 1 SH-60F cross-country from Norfolk, VA -- along with 25 pilots, 26 aircrew, and 122 maintenance and administrative personnel. While there, the Red Wolves supported the Air Force’s A-10 Weapons School by conducting joint CSAR exercises in the desert mountains outside of Nellis AFB. The exercise provided valuable fl ight and aerial gunnery training for HSC-84 pilots and aircrew while enabling A-10 pilots to practice guiding and providing air cover for helicopters in a high-threat CSAR environment.

The Nellis Detachment was also a great joint training opportunity where up to six Navy helicopters were launching together, communicating and fl ying on missions with a complex air package consisting of Air Force A-10s, F-16s, AWACS controllers, and Reaper UAV operators. While on the Nellis

Range Complex, HSC-84 fl ew 439.5 fl ight hours, conducted 45 CSAR exercises, expended 200,000 rounds of 7.62 ammunition, and delivered 4 HELLFIRE missiles on target. The Red Wolveswere also able to take advantage of a local Las Vegas SWAT complex and conducted 8 fastrope insert/extract missions with an Army ODA team while providing ISR coverage and air cover for the ground elements while they conducted target capture and convoy escort training.

Meanwhile, in Iraq, as part of a six-ship infi l on the night of 14 May, 2009, HSC-84 (continuing the legacy of HCS-4 and HCS-5) crossed the 10,000 combat fl ight hour mark. Since 2003, HSC-84 (formerly HCS-4) has been providing support to the CJSOTF-AP Commander’s SOF units to include ODA teams, SEAL platoons, 10th Mountain Division, Iraqi SOF, and coalition SOF to include Polish GROM. This is a monumental achievement for Navy Rotary Wing Aviation, and the Red Wolves of HSC-84 are proud of the part they are playing, and for the critically needed air support they are able to bring to the fi ght for our troops on the ground.


SQUADRON UPDATES: HSM-77

Saberhawks Last Flight In SH-60B Bridges Their Transition Into A New EraArticle By LT Christopher Moore, USN

Th e S a b e r h a w k so f H e l i c o p t e r A n t i s u b m a r i n e

Squadron Light 47 fl ew in section for their last fl ight in the SH-60B on March 18th, 2009. CDR Jack Olive, Commanding Offi cer, with LTJG Chris Armas and AWR1 Steven Ballard, toured the coast of southern California, and celebrated the end of an era with a victory lap through the San Diego Bay and over the Coronado Bridge. The one and a half hour fl ight commemorated twenty-two years of faithful service with the venerable airframe and appropriately bridged their transition into the fl eet’s newest helicopter, the MH-60R Seahawk.

HSL-47 was officially established on September 25th, 1987, and quickly built a reputation of excellence in Pacifi c Fleet operations. The SH-60B’s unique capabilities in antisubmarine and surface warfare allowed Saberhawkdetachments to perform with distinction during operations DESERT STORM, DESERT SHIELD, and SOUTHERN WATCH during the early 1990s, operation RESTORE HOPE in Somalia, and most recently operations IRAQI FREEDOM and ENDURING FREEDOM.

The brand new APS-124 radar and enhanced ESM capabilities of the SH-60B leveraged their operating environment, and further distinguished the HSL community as experts in Surface Surveillance and Control. The SH-60B gained signifi cant surface warfare capacity with the introduction of the Penguin anti-ship cruise missile, and subsequently enhanced its ability to combat small surface craft with the laser-guided Hellfi re missile. In antisubmarine warfare, the SH-60B improved the squadron’s warfi ghting capability by leaps and bounds, integrating an advanced acoustic analyzer, twenty-fi ve sonobuoy payload, towed magnetic anomaly detection set, and up to three lightweight torpedoes. The most important development for the airframe, however, was the introduction of the HAWK datalink, a secure, two-way communication suite that incorporated both voice and data manipulation.

The Saberhawks were the test bed for numerous initiatives, and led the way with a number of fi rsts for the SH-60B and the HSL community. In 1998, the squadron deployed the fi rst SH-60B detachment with warshot Penguin missiles, and subsequently became the fi rst HSL squadron to successfully fi re a Penguin missile. With the introduction of the Hellfi re missile, the squadron deployed the fi rst Hellfi re capable “Core B” detachment in 2000. They were the fi rst squadron to deploy with real-time FLIR video downlink capability to LAMPS ships, and in 2001 they deployed the fi rst SH-60B detachment onboard an aircraft carrier. Their CV detachments were the precursor for integration into Carrier Air Wing TWO, and HSL-47 was selected to lead the B2C initiative in 2004, becoming the fi rst squadron to fully deploy within a strike group.

The Saberhawks continued their record of fi rsts by qualifying the fi rst HSL Strike Leads for carrier air wing Maritime Air Support, and led the HSL community with the fi rst simultaneous Time-On-Top Hellfi re engagement, the fi rst remote designation Hellfi re engagement, and the fi rst remote designation Hellfi re and LGTR engagement in concert with F/A-18 Hornets. For their 2008 deployment, the pilots and aircrew became the fi rst HSL squadron to deploy with all aircrews profi cient in Night Vision Device formation tactics.

On April 2nd 2009, the squadron changed its name to Helicopter Maritime Strike Seven Seven (HSM-77), and will become the fi rst operational squadron to transition from the SH-60B to the MH-60R.

CDR Oliver’s last fl ight as a Saberhawk. Photo courtesy of HSM-77 Public Affairs Offi ce

become the fi rst operational squadron to transition from the become the fi rst operational squadron to transition from the SH-60B to the MH-60R.

(l-r)CAPT Ross (CAG-2), CDR Olive (HSM-77) and CAPT Williamson (CHSMWP) christened the new logoPhoto courtesy of HSM-77 Public Affairs Offi ce


SQUADRON UPDATES: HS-3

Continue on page 61

Navy H-60 Armed Helicopters – The Future of an Age Old MissionArticle by LT Walter “Yazzi” Reynolds & LT Aaron “FUR” Berger, USN

Shortly after ringing in the New Year, a detachment of eight offi cers and 42 enlisted personnel from Helicopter Antisubmarine

Squadron THREE joined Combined Task Force 151 (CTF-151) to conduct counter-piracy and maritime security operations in the Gulf of Aden. With little time to prepare, the detachment packed their bags and bid farewell to their friends onboard USS Theodore Roosevelt (CVN 71) while USS San Antonio(LPD 17) steamed toward the rendezvous point and made preparations to host the Trident “Pirate Hunting” Detachment. San Antonio, the Flag Ship of CTF-151, was on her maiden deployment and her Sailors, along with Marines from the 26th

Marine Expeditionary Unit, welcomed the Trident team. For several Tridents, this was the fi rst experience aboard a ship other than an aircraft carrier, but the mission to “deter and disrupt” piracy was new ground for the detachment. Counter-piracy and maritime security has been a U.S. Navy role since the early 1800’s, and this was HS-3’s fi rst opportunity to contribute to this historical mission.

In typical Trident fashion, the detachment, led by CDR William “B-I-L” Cox, hit the ground running. Unpacked and ready to operate shortly after the cross-deck evolution, the aircrew developed concepts of operation while maintenance drafted new weight and balance sheets and ensured three HH-60H aircraft were ready to respond at a moments notice. The inter-deployment readiness cycle, including Helicopter Advanced Readiness Program (HARP) and Air Wing Fallon, had prepared the detachment well for counter-piracy mission planning. The detachment attacked the fi rst 48 hours of their new mission with the same intensity in preparation. Pilots and aircrewmen researched, discussed tactics, and prepared briefs, while maintenance technicians ironed out the details of encrypted communications, launch and recovery procedures, ordnance loading, and maintenance restrictions onboard LPD-17.

To prepare for the counter-piracy mission, the Tridentsdrew from several experiences from past missions. Convoy escort exercises during Air Wing Fallon provided experience with clear and concise communications with troops on the

ground, which would be equally important in coordinating with the U. S. Coast Guard law enforcement detachment (LEDET) and the ship’s visit, board, search and seizure (VBSS) teams. Additionally, challenges of maintaining effective armed coverage of small units during convoy escort exercises correlated well to maintaining coverage of Rigid Hull Infl atable Boats used by the VBSS teams. Furthermore, combat search and rescue events during the training cycle honed the aircrew’s abilities to multi-task while fl ying. Keeping a vigilant lookout for suspicious activity, passing an execution checklist, and recording the unfolding events on the Forward Looking Infrared were all skills used during the counter-piracy missions.

The San Antonio was the ideal platform to host CTF-151 for the maritime security mission. Her embarked crew included two VBSS teams, one U.S. Coast Guard LEDET, multiple translators, a full surgical team from USS Iwo Jima(LHD 7), and part of the 26th Marine Expeditionary Unit. The Coast Guard LEDET was essential to enforcing international maritime law as well as training the San Antonio organic VBSS teams on the newest techniques in suspicious vessel interception. The fl ight deck, with six precision spots, and hangar space for two aircraft, made multi-aircraft operations seamless and allowed the Tridents to maintain an alert 15 status, conduct functional check fl ights, and counter- piracy events simultaneously with relative ease.

Within 24 hours of lowering the fi rst pallet onto the deck of San Antonio, the Tridents launched under the direction of CTF-151 to investigate suspicious vessels. Like any good HS squadron, the Tridents launched Troubleshooter 615 minutes after being notifi ed. In addition to the normal two aircrewmen complement, the aircraft was supplemented by one combat cameraman and a U. S. Marine Corps sniper and spotter. The quick response time, ability to provide aerial imagery through Fast Tactical Imagery (FTI), which is a photo and video communications relay capability, and the ability to provide armed over-watch for VBSS teams were vital in developing “new” counter-piracy tactics.

While most days consisted of two fl ights focused on

An HH-60H flies alongside the USS San Antonio as HS-3 takes on “pirate hunting in the Gulf of Aden. Photo courtesy of HS-3 Public Affairs Offi ce.

SQUADRON UPDATES: HS-3

Navy H-60 Armed Helicopters – The Future of an Age Old MissionArticle by LT Walter “Yazzi” Reynolds & LT Aaron “FUR” Berger, USN


SQUADRON UPDATES: HS-3 / HSL-42 Continued from page 60patrolling the shipping lanes, there were several opportunities for new and unique fl ying experiences. Media embarkation fl ights from Djibouti gave pilots the experience of increased distances from shore to ship in remote areas of the world. In the air, pilots coordinated with Spanish maritime patrol craft and Saudi Arabian surface units as well as civilian commercial vessels. Foreign ships hosted staff from CTF-151, which afforded the detachment the opportunity to land on a variety of air capable ships. The San Antonio served as a refueling deck for several foreign Naval aircraft, including a H-70B from Greece and German and British Lynx, giving the detachment the opportunity to view other nations’ aircraft in action.

While embarked onboard San Antonio, the Tridentsassisted in the boarding of six vessels. A typical combat load consisted of a Marine .50 cal sniper rifl e, the starboard GAU-16, .50 caliber machine gun and the port M-240 7.62mm machine gun. The HH-60H proved itself to be a valuable asset for intelligence, surveillance, and reconnaissance (ISR) and armed over-watch for the VBSS teams. During all VBSS events, the Tridents captured imagery of the suspected vessels with their FLIR and used the FTI to provide the information to the VBSS teams. This capability gave the VBSS teams an opportunity to study ship characteristics prior to boarding. An addition to FLIR imagery, the Tridents also provided digital pictures and verbal feedback to the task force commander regarding possible weapons and indicators of pirate activity. These efforts were invaluable in enhancing the commander’s situational awareness and decision making ability and clearly demonstrated the importance of armed rotary wing support for counter-piracy operations.

While a suspected pirate was always the “preferred passenger,” fl ying with the U.S. Marine Corps and U. S. Coast Guard brethren was a true honor for LT Walt “Yazzi” Reynolds and LT Aaron “Fur” Berger. One highlight to the operations was a precision sniper competition between U.S. and British Marines. Since the round of fi re was taken from the helicopter, the Trident Lieutenants were more than happy to assist in a win for the U.S. Marines.

On February Fourth, the San Antonio’s fi nal day as part of CTF-151, Sailors and staff began their cross-deck to Lewis

And Clark (TAKE-1) and Vella Gulf (CG-72). Minutes into the evolution, a man overboard was called onboard San Antonio. Troubleshooter 615, piloted by LCDR Stephen “Mulch” Merritt and LCDR Brian “Icky” Sanderson, moved on-top almost instantaneously and deployed AWR2 Steven Bonecutter into the water. One San Antonio Sailor was recovered by the Tridents, but it was quickly passed that another Sailor was still missing. The exhilaration of a successful rescue was quickly masked by angst of an extended search. Despite efforts by three helicopters, three surface units, and multiple RHIBs, the last Sailor was not found. The entire group of CTF-151 mourned the loss of a shipmate and the fi nal Trident fl ight from San Antonio was a missing-man formation – a tribute to one Sailor who gave his life while serving to protect other Sailors at-sea.

Each CTF-151 Sailor and Marine, including the Trident Detachment with its rapid response fi repower and logistics capability, signifi cantly contributed to the counter-piracy efforts of the multitude of forces in the region. CTF-151’s ability to safely board suspected pirate vessels and protect commercial shipping traffi c was possible, in part, because of the ISR and armed over-watch provided by armed Navy H-60s from HS-3. Their efforts proved the invaluable capabilities of an armed helicopter in counter-piracy operations and the ease at which a Naval helicopter detachment can integrate with Coast Guard and Marine units. Overall, every one of the diverse units in the region formed a cohesive task force, which signifi cantly impacted piracy attempts in the Gulf of Aden and helped keep the sea lanes of communication open. Without a doubt, Navy H-60 armed helicopters are the future of this age-old mission.

Tridents from HS-3 depart the USS San Antonio to perform armed overwatch of VBSS. Photo courtesy of HS-3 Public Affairs Offi ce.

“Shedding the Load”Article by LTJG Thomas McDonald, USN

It is customary for aviators to test each other’s decision making; many productive discussions begin with the simple question, “What if…” and

rightfully so. As professionals we strive to be the best, and take a lot of pride in the fact that at any moment our skills and knowledge could be quickly tested in real life. In light of that fact, we owe it to ourselves and those we fl y with to be at the top of our game. In preparing for the worst we in turn become the best.

The sun was still low on the horizon that morning, so the customary heat and humidity of the Somali Basin hadn’t

had a chance to rear its ugly head. Today’s objective was simple, VERTREP ship’s parts, that had come over during a recent CONREP, from the DDG’s forward staging area on the foc’sle to the fl ight deck. The air crew briefed the Captain and ship’s company the night before, everyone understood their role and expected to be a smooth operation. The forward fi ve inch gun turn faced starboard and ideal winds were lined up off the starboard bow as the aircraft made its port to starboard approach. This profi le provides

Continue on page 62


SQUADRON UPDATES: HSL-42 / HSL-48


the aircrewman maximum visibility of the load and deck obstructions. The H2P was in the right seat at the controls, a challenging task but, one he was well trained to handle. While hovering relative to the ship the aircraft maintains a constant slide in order to maintain relative distance from the ship’s super-structure as it moves through the water, complicating the operation was the close proximity of the aircraft to the forward fi ve inch gun. The aircrewman skillfully directed the aircraft into position for the hook up, and the unknowing observer the assumption could be made that this diffi cult operation was done with ease. At the discretion of the aircrewman, the H2P lifted the aircraft and its newly attached load into the air and executed a departure to the starboard side.

After the aircraft’s departure, the ship began rearranging its personnel to recover the aircraft and its load on the fl ight deck. Meanwhile, the aircrew established themselves in a pattern for a long fi nal astern of the ship. The load remained steady throughout its transit, and green deck was set for the recovery. Upon crossing the deck edge, the aircrewman began

passing his coordinating instructions for the load placement. Since multiple picks and drops were made during the course of the evolution, each load placement would need to be done with accuracy to allow for effi cient use of deck space however, at the same moment the cockpit Master Caution was illuminated- a small light in size but one that carries large implications. The pilots checked the Caution/Advisory panel and discovered an Intermediate Gear Box (IGB) Chip light. An alarming sight for any rotary winged aviator; the tail rotor is our life-line and the last component you want to see with possible signs of impending failure, especially over the deck with a load suspended beneath the aircraft. Without hesitation the Aircraft Commander passed instructions to drop the load over its current position, declared an emergency and instructed the Tower to get the load and his personnel cleared of the deck as quickly as possible. After the load was released the aircraft assumed a perch position over the water just aft of the deck edge. Although a hover puts additional torque on the tail, failure of the IGB on transition to forward fl ight would make an entry into the water more hazardous and with a safe fl ight deck just moments away the decision was made to remain in the hover until the deck could be cleared and the aircraft safely recovered.

Now it’s not a comfortable feeling as a pilot watching the fi re party run in your general direction from all corners of the ship; however, at that moments notice the welfare of our crew and our aircraft had become their number one priority. They executed their instructions with haste, and the deck was cleared in a matter of seconds. The aircrew descended onto the deck and with the landing came the collective sigh of relief for the three aircrew and 250 plus Sailors onboard.

The true result to any real world test in aviation is the safe recovery of the aircraft and its crew. In the end, the continued success of US Naval Aviation will be the direct result of quality training, a high sense of professionalism, and these unique shared experiences.

An H-60B VERTREPs between the forecastle and the fl ight deck of the destroyer. Photo courtesy of HSL-42 Public Affairs Offi ce



SQUADRON UPDATES: HSC-26

The HSC-26 Witch Doctors Bring Aid to those in HaitiArticle by LTJG Lindsay Robertson, USN

As a pilot in HSC-26, I’ve been given the awesome opportunity to be a part of

CONTINUING PROMISE 2009 onboard USNS Comfort. Over the next couple of months we’ll be supporting nurses, doctors, dentists, surgeons, and veterinarians as they travel to and from various countries providing aid and humanitarian assistance to people in third world countries. Our detachment of personnel, known as the Witch Doctors, have been preparing for this deployment for quite some time now. It’s our nineteenth day deployed on the USNS Comfort and today we’ve successfully completed our mission in Haiti.

Haiti presented numerous challenges to our group. We knew from the beginning that Haiti is a very unstable country that has little to no infrastructure. There is a very high percentage of people living in poverty, a great deal of crime and poor law enforcement. We also knew that we would be operating in a particularly poor part of the country. Knowing these facts, we took appropriate steps to manage the risks associated with our mission. Before going in country, we were briefed on the Rules of Engagement (ROE) by the Judge Advocate General and ensured that each aircrew member read through the Special Instructions (SPINS) for the FOURTH Fleet AOR. In the event that we were presented with a Non-Combatant Evacuation Operation, we drafted a plan to handle that contingency. Along with many other aspects of the planning, we studied charts for the area, ensured that there were various ways to maintain communications with the ship, including SATCOM, and did proper fuel planning. Our detachment worked diligently to set ourselves up for success.

On April 9th, we took off from USNS Comfort to conduct our fi rst assignment: we took a security team and various supplies into Haiti. With charts and imagery in hand, and navigational data saved in our computers, we took off for our fi rst leg with a full load of passengers. Our destination was a soccer fi eld located by a Coast Guard station, a short two miles from the ship. We were told that the zone would be marked, but found that to be false. It didn’t help that there were four soccer fi elds, all within a half mile of each other. After circling the area for a couple of minutes conducting SWEEP checks, we located the correct fi eld and set up for our approach. There was a tower on the southeast corner of the fi eld, and one of our crewman was able to spot a make-shift power line paralleling the fi eld because of trash hanging over the lines. We were cleared into the zone and started to set the helicopter down. We reported ‘safe on deck’, disembarked our passengers, and made preparations to head back to the ship. From there we continued to VERTREP medical and dental supplies back to the landing zone so the medical sites could begin setting up.

Our crew started carrying external loads into the soccer fi eld where a medical clinic was being established, another new experience for me. We had the crewmen ensure that the loads were properly banded and staged while the pilots discussed the best route into the drop area of the fi eld. We kept our route clear of sail boats, buildings, and people and oriented ourselves into the wind, well clear of the tower and power lines around the zone. We were able to talk with a director on the ground, who came up on our ‘LZ Control’ frequency. We made certain that they cleared the area of their pick-up trucks and fork lifts before we dropped our fi rst pallets. Our crew safely and effi ciently completed all of our drops and provided the medical clinic with all of their supplies. In total, over 50 pallets were dropped that afternoon.

By then our fuel state was getting low. We had made prior arrangements to refuel at Port Au Prince International Airport which was 4 miles from the USNS Comfort. I tuned the Approach Control frequency in our radio and transmitted our intentions. It wasn’t easy making out their words through the heavy Creole accent. We quickly realized that the air traffi c controllers were a lot more relaxed than those in the United States. They decided to keep everyone on the Approach Control frequency for the entirety of operations at the airport. After refueling, we landed back on the USNS Comfort: our fi rst day of operations a complete success.

Keeping with the tradition of the HSC community, we’ve remained very fl exible and have adapted to the dynamic environment of this mission. I know that each country will present new and different challenges, but our detachment is ready to step up to the plate. Our maintainers have already shown that they will not stop working until the aircraft are ready for every mission. They have been phenomenal. Due to their efforts, we are now able to fl y both aircraft in order to help more people in need. I am excited for upcoming operations we’ll be fl ying in the Dominican Republic, Antigua, Colombia, Panama, El Salvador and Nicaragua. The HSC-26 Witch Doctors are proud to be a part of CONTINUING PROMISE 2009 onboard the USNS Comfort.

Haitian spectators gather to watch the Witch Doctors land Photo courtesy of LTJG Lindsay Robertson


SQUADRON UPDATES: HSC-26

Desert Hawks Continue To Make It HappenArticle by LTJG Dave Yee, USN

Th e Wo r l d F a m o u s D e s e r t

Hawks (HSC-26, DET 1) continue t o make t h ings happen by providing logistical combat support for Allied ships in the FIFTH Fleet AOR. The m i s s i o n o f t h e Desert Hawks is to provide direct support to FIFTH F l e e t M a r i t i m e Security Operations,

the Struggle Against Violent Extremism, as well as support for Operations IRAQI FREEDOM and ENDURING FREEDOM. In just the past three months, the Desert Hawks have safely and effi ciently delivered 24 tons of mail/cargo as well as 571 passengers to various destinations throughout the Arabian Gulf, including vital support to the Khawr Al Amaya Oil Terminal (KAAOT) and Al Basrah Oil Terminal (ABOT). These platforms represent a substantial percentage of the Iraqi foreign economy and their success is critical to the overall success of Operation IRAQI FREEDOM.

The typical Desert Hawk fl ight to the Northern Arabian Gulf, or “NAG run,” involves a 4.5 hour roundtrip in marginal visual meteorological conditions with high heat and humidity. Due to operational tasking, the detachment averages approximately six of these runs each week. While this repetitive routine of excellence tends to cause the fl ight crews to feel as though they are reliving the movie “Groundhog Day,” they always fi nd ways to keep actively engaged throughout the often lengthy fl ights. Whether they are engrossed in identifying surface contacts in support of Commander Task Force Iraqi Maritime (CTF IM) collection efforts or conducting routine training, the aircrews do their most to maximize their fl ight time while accomplishing the mission.

The Desert Hawks had the distinct pleasure of transporting several dignitaries over the past few months. A few of our exclusive passengers included the Commandant of the United States Coast Guard, the Second Sea Lord of the British Royal Navy, and the Deputy Commander of U.S. Naval Forces, Central Command. The Desert Hawks frequently transport these Distinguished Visitors to attend high-level meetings as well as to meet the proud Sailors, Marines, Soldiers, and Airmen stationed throughout the region. In addition to the routine mission of passenger, mail, and cargo transfer, the Desert Hawks recently enjoyed the opportunity to conduct joint training with the Bahraini Defense Force/Ministry of the Interior personnel by supporting static-line parajumps on April 8, 2009. Additionally, the Desert

Hawks worked with members of U.S. Navy Special Warfare Unit 3 by providing a solid platform from which to perform freefall parajumps that same day. The training exercises took place in the vicinity of Shaikh Isa Air Base towards the southern end of the island of Bahrain. Each of the parajump evolutions were a great success and all hands received excellent operational training. One of the virtues that truly make the Desert Hawks“world famous” is their fl exibility and adaptability to always get the mission accomplished. An excellent example of this occurred when the Desert Hawks had to temporarily relocate from their home base of Bahrain International Airport to Udairi, Kuwait during the weekend of April 25, 2009, in order to maintain their obligations as a capable SAR/MEDEVAC alert asset. The reason for this move was that the Bahrain International Airport was temporarily closed due to the annual Gulf Air Grand Prix F1 Race. With coordinated prior planning, the detachment was able to effi ciently transfer two aircraft and four fl ight crews to Udairi for the weekend and even accomplish additional training in the process. In addition, the Desert Hawksmulti-mission capability was called upon to execute two time critical missions in support of anti-piracy efforts in the Horn of Africa. Desert Hawk crews provided a solid platform for the training of Naval Special Warfare Snipers. One of the more interesting missions the Desert Hawks were tasked with was the night-time transport of a SEAL to the Maersk Arkansas in order to complete critical reconnaissance that may have been vital to the rescue of the captain of the Maersk Alabama. Ironically, the mission was cancelled shortly after takeoff when word reached Bahrain that the pirates holding the captain hostage had been shot and that the captain had been safely recovered.

The Desert Hawks continue to demonstrate why they are the best in the business, while completing 552 mishap-free fl ight hours over the past three months while attaining a 100% mission completion rate. This feat would not be possible were it not for the intrepid efforts of our dedicated maintenance crews who diligently work to continually provide “up” aircraft in spite of the brutal weather and frequent sandstorms.

The Desert Hawks are proud to continue to serve the various logistical needs of the U.S. FIFTH Fleet. HSC 26, DET 1 is an important asset to the FIFTH Fleet based upon their 24/7 SAR/MEDEVAC posture, Sea Combat and Strike capabilities, and adaptability to accomplish a wide variety of tasking safely, professionally, and on-time. Through their actions, they repeatedly demonstrate why they are the “go-to” unit to get the mission accomplished.

Fun times with the Desert Hawks in Bahrain. Photo taken by AWS2 Justin McMahon


SQUADRON UPDATES: HM-14

Bi-Lateral Operations are Business as Usual for the VanguardArticle and Photo by LT Ian McColley, USN

As the day’s sun reached its apex, hundreds of fully loaded and heavily armed Republic of Korea (ROK) Marines stormed from the ramps of two

MH-53E “Sea Dragons” to the cheers of onlookers who, until then, were only prepared to watch an all day soccer tournament. Though the landing was on the base’s highly visible parade fi eld, the Legion of ROK Marines quickly disappeared into the thick wooded area surrounding it, the sound of their footsteps masked only by the rumbling of their departing armored chariots.

Working jointly with allied nations is nothing new for the men and women who worked so hard to put this mission together. The Vanguard of Helicopter Mine Countermeasures Squadron FOURTEEN, based in Norfolk, VA, has had a detachment in the SEVENTH Fleet AOR since early September of 2007. This detachment, known as HM-14 Det ONE, has been a shining beacon of international cooperation and brotherhood from their early days at MCAS Iwakuni, Japan, to their current station in Pohang, Republic of Korea. The pilots, aircrew, and maintainers of the detachment have been committed to the spirit of goodwill and friendship, building bridges and forging lasting bonds between nations that will never be broken.

The most recent example of this bilateral cooperation was during a joint operation consisting of ROK Marine and Naval forces, and HM-14 Det ONE. Over the span of two days in early May, Det ONE was fortunate to be invited to participate in an amphibious assault exercise meticulously coordinated by ROK planners. While the exercise was primarily for the ROK Marines’ benefi t, HM-14 was able to get valuable DLQ training while providing combat logistics support as well.

The fi rst day largely benefi tted The Vanguard, allowing both of their aircraft and all of the detachment’s pilots to recage their Deck Landing Qualifi cations. The aircraft were escorted to the DOKDO (LPH 6111), the ROK Navy’s newest Amphibious Assault Ship and similar to U.S. LHA’s, by ROK UH-60 helicopters. Once there, the Big Iron participated in a photo exercise, dwarfi ng the UH-60’s on deck and forcing the DOKDO’s wake to momentarily “rooster tail” as its massive frame settled onto the aft spot. The pilots then completed several historic deck landings, while the DOKDO’stower maintained separation between the foreign aircraft without interruption or delay to fl ight operations.

The real test was on the horizon. The next day’s events would focus on landing on the DOKDO to pick up a total of 270 ROK Marines alongside four, 6th Air Wing UH-60’s in an amphibious air assault exercise which resulted in fi nal delivery of ROK Marines to multiple LZ’s around Eastern Korea.

HM-14’s two aircraft broke the post-dawn quiet as both rotor heads released simultaneously, shedding the dew from their massive blades like a pair of awaking lions shaking trifl ing pests from their glorious manes. After a night’s slumber, the aircraft and crew

were prepared for the hunt. Released for immediate departure by their dedicated maintenance team, the aircraft throttled across the taxiway in unison, lifting into the morning mist with a roar that roused the entire animal kingdom.

It would be more than an hour until they were seen again, their next checkpoint being several miles off-shore from the Eastern Korean Peninsula. It was there, in an area commonly referred to in classifi ed briefi ngs as “parts unknown”, they would quickly and effi ciently embark their warrior cargo, ultimately, for a low-level combat troop insertion to the landing zone. Onlookers watched the skies with nervous anticipation as the scheduled arrival time ticked closer, anxious to get a glimpse of their formidable soldiers teamed with 65,000 pounds of sovereign U.S. territory. Points to the sky were followed by shouts marking the arrival of the two aircraft thundering just

over the buildings of the nearby city.

The helicopters shook Mother Earth as they passed overhead, t u r n i n g i n a t i g h t formation for a fl awless approach and landing on the fi eld. The ramps lowered and the soccer t o u r n a m e n t c r o w d cheered as the ROK Marines, with a pop in their step and fi re in their

eyes, stormed the fi eld ready for battle with trade weapons in hand. The camoufl aged troops disappeared into the trees as the “Big Iron” lifted into the air, shrouding themselves in a typhoon of grass, seasonal pollen and dust.

After one more run to the ship and the make-shift landing site, the day was over and considered a complete success. HM-14 Det ONE is proud to serve with their brothers in arms from their host nations, and relish the opportunity to assist in maintaining regional stability through power projection.

Vanguard’s MH-53E lined up with two UH-60s

HM-14 preparing to bring ROK Marines onboard the MH-53E


SQUADRON UPDATES: HSC-28 / HS-2

VERTREP Through Cruise!Article by LTJG Dave Athay, USN

Since leaving Norfolk the last week of February, HSC-28 DET TWO has provided critical logistics support

to the Eisenhower Carrier Strike Group and ships currently conducting FIFTH Fleet Area of Responsibility (AOR). Halfway through our fi ve-month deployment aboard USNS Sacagawea, the detachment is going strong and expects continued success until our return. Through March and April, DET TWO MH-60S aircraft moved over 1000 tons of cargo and logged over 120 fl ight hours. The maintenance personnel and aircrews were regularly hard at work several hours before sunrise preparing for Vertical Replenishment (VERTREP) operations. VERTREP allows our warships to remain on station and maintain the forward presence necessary to carry out their missions. DET TWO maintainers completed an A-PHASE inspection, ensuring that the detachment is ready to answer the call for whatever missions might come our way. DET TWO has provided logistical support to ships directly involved in protecting American citizens overseas and executing our foreign policy. One of our “customers”, the USS Bainbridge, was the ship responsible for the mission which safely recovered Captain Richard Phillips, of the container ship Maersk Alabama, from the hands of Somali pirates. DET TWO Sailors continue to sharpen their minds through regular training and work toward advancement. Fourteen sailors participated in Navy-wide advancement exams on all levels, and we are eagerly awaiting the results. DET

TWO has also enjoyed liberty in Rota, Spain; Sigonella, Sicily; Djibouti; Fujairah, UAE; and the Kingdom of Bahrain. After a brief stop in Souda Bay, Crete, our transit through the Suez Canal was a scenic and memorable experience. As we transition to having more of the deployment behind us than ahead, DET TWO is going strong and is in position to continue supporting our Navy’s operations in FIFTH Fleet AOR. We miss our families and loved ones, but we thank them for their support and look forward to returning to them with our heads held high at the end of a successful mission.

The crew of HSC-28 DET TWO onboard Sacagawea.

The “World Famous Golden Falcons” of HS-2 to become HSC-12

Aric

On August 6th, 2009 the Navy’s oldest HS squadron will officially be re-designated HSC-12. Since the squadron’s establishment

in 1952, it has fl own several aircraft, most recently the SH-60F and HH-60H. The Foxtrot and Hotel are now being retired as the squadron accepts brand-new MH-60S armed helicopters. The squadron will lose the Anti-Submarine Warfare (ASW) mission but Helicopter Sea Combat Squadron TWELVE (HSC-12) will continue to focus on the core mission areas of Combat Search and Rescue (CSAR), Naval Special Warfare (NSW), Anti-Surface Warfare (ASUW) and Logistics.

HS-2 has a long and distinguished history. Over the past fi fty-seven years, HS-2 has been at the forefront of tactical profi ciency, technological innovation, and humanitarian service among Naval Rotary Wing Aviation. The men and women of

HSC-12 will carry on that legacy, ever mindful of the historical roots from which they came.

The transition ceremony will be held on August 6th 2009 at 1000, in the squadron’s hangar space (Bldg 1456) onboard NAS North Island. All former Golden Falcons are encouraged to attend as we honor the men and women who have made HS-2 “World Famous”. For further information please contact the HS-2 Public Affairs Offi cer, LTJG Christopher Iole at 619-545-7008 or by e-mail to [email protected].

Article by LTJG Christopher Iole, USN

Affairs Offi cer, LTJG Christopher Iole at 619-545-7008 or by e-mail

The new HSC-12 logo


SQUADRON UPDATE: HSC-21

“African Horn Nights”The Ballad of HSC-21 Detachment THREE

Article by LTJG Greg Wood, USN

The Blackjacks of HSC-21 Detachment THREE are very lucky to have been designated the Search and Rescue asset to the USS Boxer. From standing an

attentive Alert 5 posture through the Strait of Hormuz, to spending innumerable watchful hours fl ying the Starboard Delta during AV-8B operations, Detachment 3 has provided over 850 hours of vigilant SAR duty. The hours spent providing Search and Rescue for the Air Combat Element of the THIRTEENTH Marine Expeditionary Unit (MEU) has proven HSC-21 DET THREE to be an integral component in Combined Task Force 151’s War on Terror in the Gulf

of Aden. H o w e v e r , the accolades aren’t limited to just Search and Rescue. HSC-21 DET THREE has performed a multitude of missions for

the Boxer and PHIBRON FIVE. DET THREE has moved over 900 passengers throughout the Boxer Amphibious Ready Group (ARG). Passenger, mail, and cargo (PMC) missions within the ARG have been vital to overall mission planning and effectiveness, resulting in swift movement of senior leadership and other vital personnel. PMC sorties were not just limited within the ARG. Several missions to foreign ship decks and airfi elds including the Danish L16 HDMS Absalon, Bahrain International Airfi eld, Djbouti Ambouli, and Mombasa Moi International have represented the United States Navy and helped promote positive international relations. HSC-21 DET THREE has also provided a valuable asset through vertical replenishment single-handedly moving one-and-a-half million pounds of cargo to and from the Boxer. Eighty-four thousand pounds of mail were expeditiously delivered to the hard-working crewmembers by HSC-21 helicopters, which simultaneously delivered a high level of morale and welfare to the crew during this long deployment. Performing Sea Surface Control for Combined Task Force 151 has proven to be the most unique and rewarding mission for the DET thus far. CTF 151 tasked the Boxer Amphibious Ready Group with combating piracy and terrorism in and around the Gulf of Aden. Throughout the past few months, HSC-21 Detachment THREE has been a fundamental element in the completion of the anti-piracy missions. Supporting the THIRTEENTH MEU’s Air Combat Element as a SAR asset enabled prosecution of piracy in the Gulf of Aden and the Indian Ocean.

Armed with M240-D gas-operated, air-cooled, fully automatic machine guns, and crew served M-11 weapons, HSC-21 DET THREE also enhanced the defenses and situational awareness of the Boxer by detecting, tracking, identifying and prosecuting suspected pirates in the Gulf of Aden and Indian Ocean. Oftentimes, the DET was called upon to investigate unidentifi ed dhow and skiff contacts within the vicinity of the Boxer, as well as merchant vessels transiting through the Gulf of Aden. This mission has deterred potential acts of terrorism throughout vital shipping lanes from the Mediterranean Sea to the Indian Ocean and strengthened the hold of Combined Task Force 151 in the area of responsibility in making the waters safe for merchant ships.

Additionally, under control of Combined Task Force 151, the Detachment has worked with a myriad of Special Operations and Special Forces. SAR Jumps plus invaluable training alongside Air Force parajumpers and Navy SEALS has greatly enhanced Detachment THREE’s aptitude for defending merchant shipping lanes from dangerous pirate assaults. Specifi cally, HSC-21 DET THREE was directly responsible for the infamous public transfer of Navy SEALS to the USS Bainbridge, then fl ying the Maersk Alabama’s Captain Phillips to the Boxer, followed by the movement of a suspected pirate and three dead pirates from the Bainbridge to the Boxer. Needless to say, HSC-21 DET THREE’s tactical readiness and excellent training allowed for the ability to successfully complete these missions. The Blackjacks of HSC-21 are proud of the men and women assigned to Detachment THREE deployed aboard the Boxer. Their hard work and sacrifi ce have made a direct impact on the safety of the high seas.

An aircrewman from HSC-21 conducts a pre-fl ight inspection Photo taken by MC3 Matthew Jackson., USN

A Marine of the 13th Marine Expeditionary Unit (13 MEU carries a 50-caliber gun across the Boxer fl ight deck. Photo taken by MC3 Matthew Jackson, USN.


Bo

ok

Re

vie

wB

oo

k R

ev

iew

“Pioneering the Helicopter”Book Review By LCDR Benjamin “BJ” Armstrong, USN

“Pioneering the Helicopter”Book Review By LCDR Benjamin “BJ” Armstrong, USN

Charles Lester Morris, Pioneering the Helicopter, McGraw-Hill Book Company, New York, 1945. Republished by Kessinger Publishing, Whitefi sh, MT, 2008.

Seventy years ago Charles Lester Morris met Igor Sikorsky in Wasington D.C. at a meeting of private pilots organized by the editor of “Sportsman Pilot

Magazine.” Mr. Morris was the guest speaker, the Commissioner of Aeronautics for the state of Connecticut, and was surprised to fi nd the famous Russian standing at his elbow after his talk. That brief, and honestly awkward, introduction drew Morris directly into the heart of the helicopter’s development as Sikorsky told him “I would be very pleased if you could drop down from Hartford some day and give me the benefi t of your advice.” Pioneering the Helicopter is Les Morris’s memoir of the years he spent with Sikorsky Aircraft as one of the company’s fi rst test pilots. For today’s aviators it is a reminder of the not-so-distant past, when helicopter operations were not only experimental but suspect the eyes of the rest of aviation. Morris joined the Sikorsky team in 1941, a year and a half after the fi rst fl ight of the VS-300. Despite missing their fi rst fl ight he rapidly became a part of the lineup and relates the history of the experiments at the Vought-Sikorsky facility in Bridgeport, Connecticut. He served initially as a consultant to the project, rapidly coming up to speed on helicopter theory and aerodynamics while providing suggestions on construction and equipment selection. It wasn’t long before he graduated to the position of Test Pilot and made his fi rst fl ight in the VS-300 on May 12, 1941. The book is made up of thirteen chapters tracing the development of the VS-300 and the R-4, the fi rst military helicopter. Woven into the history is writing on early helicopter aerodynamics, previous experimental craft, and introductions to the people that made rotary-wing aviation a reality in the United States. In chapter six, “I Am Fledged,” Morris discusses his fi rst experience at the controls of the helicopter. It is fascinating reading, describing his initial frustration which turned into awe as he taught himself out how to hover and fl y the aircraft. It expresses feelings that almost all helicopter pilots will recognize as they remember their fl ight training, even more inspiring since Morris was teaching himself in an aircraft with a single set of controls. The development of the Sikorsky R-4 takes up the second half of the book. From the initial design considerations, to proving the bird’s capabilities to suspicious military aviators, Morris was intimately involved in all of it. In Chapter 9, “History in the Making” Morris writes about the fi rst long distance helicopter cross-country, where he piloted the prototype R-4 from the Sikorsky plant to Wright Field in Ohio for delivery to the Army Air Force. The chapter describes the helicopter’s issues with density altitude and temperature, weather as Morris maneuvered around summer storms, as well as navigation. He described the chase car full of mechanics that made the trip with him, and in classic helicopter navigation he fl ew IFR…I Follow Roads…and wrote that “my maps were marked with the same route they would take,

so I followed it closely, always ready to land in some little fi eld beside the road should the slightest thing seem wrong.” Toward the end of the book Morris briefl y covers a number of the early accomplishments of the R-4. These include water landings on fl oats, initial fl ight training for the fi rst group of military helicopter pilots and (most importantly for this journal) the very fi rst shipboard landings. Morris describes operations aboard the S.S. Bunker Hill in the summer of 1943. H.F. Gregory, at the time an Army Major, was at the controls as the fi rst helicopter DLQ’s were performed on Long Island Sound. In order to test the capability the helicopter the War Shipping Administration (WSA) and Army Air Force (AAF) jointly built a landing platform on the ship and Gregory made twenty-three landings, testing wind envelopes and approach profi les. This successful operation led to other tests as the WSA and AAF, and eventually even the U.S. Navy, began to realize the possibility of using the helicopter to help protect Atlantic convoys from Nazi submarines. In Pioneering the Helicopter Charles Lester Morris presented readers with an important fi rst-hand insight into the development of the military helicopter. The book itself is a piece of history and the excitement of the early years of rotary-wing aviation is almost tangible. Morris’s writing style and tone are straight out of the 1940’s, but reading the book reminded me of listening to the stories of my Grandfather, a B-24 pilot in WWII. For today’s Naval Aviators the book is an important link to our past and provides interesting insights into the procedures and methods that we take for granted as the basics today.

Sikorsky R-4.


The Crew of Indian 617

On the day of Tuesday, May 19, 2009 while conducting a routing training mission with the USS Nimitz (CVN-68), the fallen aircrew of “Indian 617,” lost out at sea off the coast of Southern California. Hundreds of families, friends, and shipmates pay homage to these fallen heroes during

a memorial service on May 28 aboard USS Midway Museum. The crew included LCDR Eric “Purv” Purvis, LT. Allison “Cholula” Oubre, AW1 Samuel “G” Kerslake, AW2 Sean “Wardo” Ward, and AW2 Aaron “Ski” Clingman.

During the service, CAPT Frank Harrison, Commodore of COMHSCWINGPAC eulogized about the aircrew and described them “unique in every way… just as their (commanding officer) knows, that they would want their shipmates to strap back in and continue flying the mission – it’s what they would have done. They were all leaders, and we need to continue following their examples.”

2008. Upon completion of the Replacement Aircrew Syllabus at HMT-303, both joined the Stingers of HMLA-267. In July 2008, First Lieutenant Conkling joined HMM-262 (REIN) as part of the Aviation Combat Element of the 31st Marine Expeditionary Unit in Okinawa, Japan. She served as the H-1 NATOPS offi cer while deployed and was promoted to Captain on 1 January 2009 before returning to HMLA-267 on 12 January 2009. In June 2009, both joined the SeaElk of HMM-166 (REIN) as part of the Aviation Combat Element of the 11th Marine Expeditionary Unit. Captain Cox was posthumously promoted to the rank of Captain on 8 May 2009.

Captain Conkling is survived by her father, Thomas W. Conkling, her mother, Sara L. Conkling, her sister, Amy L. Bennett, and her brother Thomas S. Conkling. In lieu of fl owers, gifts may be made to the Penn State Libraries at 510 Paterno Library, University Park, PA 16802. Donated funds will be used to purchase military and culinary books in Jess’s honor, as these were her two great loves.

Captain Cox is survived by his father, Randall G. Cox, mother, Doris J. Brown and sister, Miriam E. Cox of Little Rock, Arkansas. In lieu of fl owers, the family requests that memorials be made to The Aaron Cox Memorial Scholarship Fund (to benefi t Little Rock Central High School), c/o Arkansas Community Foundation, 1400 West Markham, Suite 206, Little Rock, Arkansas, 72201, or The National Coalition for Homeless Veterans, www. nchv.org.

Lucky 41Article by LT Jennifer McCollough, CHSCWP

On the evening of Tuesday, May 5, 2009, “Lucky 41,” an AH-1W Super Cobra from 3rd Marine Aircraft Wing crashed shortly before midnight in

the Cleveland National Forest in eastern San Diego County. The crew included Capt. Jessica Conkling, 27, of Centre, PA., and Capt. Aaron Cox, 26, of Little Rock, AR. Both were Stingers of HMLA-267, but temporarily assigned to HMM-166 (REIN) as part of the 11th Marine Expeditionary Unit preparing to deploy this fall.

Captain Conkling graduated from Penn State University and was commissioned in December 2004 following Offi cer Candidate School. Captain Cox graduated and received his commission from the United States Naval Academy in May 2005. Both completed The Basic School in Quantico, Virginia before joining VT-2 for primary fl ight training, followed by Advanced Rotary Wing Training at HT-18. Capt Conkling was winged in June 2007 and Capt Cox in November

knows, that they would want their shipmates to strap back in and continue flying the mission – it’s what they would have done. They were all leaders, and we need to continue following their examples.”

1400 West Markham, Suite 206, Little Rock, Arkansas, 72201, or The www. nchv.org.


NHA Closing RemarksExcerpt of RADM Gary R. Jones’ Closing Remarks at the 2009 NHA Symposium

Pe

rs

pe

cti

ve

of

20

09

Sym

po

siu

m

Thank you for allowing me the opportunity to close this exceptional Symposium, and a special thanks to all those responsible for

putting together and hosting what has been one of the fi nest NHA Symposiums I’ve attended. I’d like to personally recognize and acknowledge RADM (Ret) Steve Tomaszeski and Col (Ret) Howard Whitfi eld for their untiring dedication and service to NHA, not only during this Symposium, but all year long.

Let me also recognize CAPT (Ret) George Barton, one of the driving forces behind the Helo CONOPS, and publicly thank him for his commitment and dedication toward ensuring this masterful plan became a reality. George, to you and the many others who worked the Helo CONOPS, we are in your debt – thank you.

To all the retired Flag Offi cers and pioneers of the Naval Helicopter Association in attendance, a special thanks to you for your years of dedicated service to our Navy and the rotary wing community, and for your continuing support and sage guidance. (In attendance: RADM (Ret) Ron Christenson, RADM (Ret) Chris Cole, RADM (Ret) Mac McLaughlin, RADM (Ret) Bill Terry, RADM (Ret) Steve Tomaszeski, and RADM (Ret) JJ Waickwicz.)

While it feels like just yesterday, I know by looking in the mirror this morning that it has been quite a few years since I attended my fi rst NHA Symposium. No matter the time that has passed, the ties that have been created over the years with my fellow aviators are just as strong today as when I pinned on my Wings of Gold nearly 33 years ago.

This year’s Symposium has been extraordinary, and I am exceedingly honored to make a few closing comments. This

is a special opportunity for me because it marks the last time I will address this gathering in a uniform. While I will soon be retiring from the Navy, I count my service with you, my fellow Naval Aviators and Rotary Wing pilots, as one of the greatest privileges of my life.

We use the term Naval Aviators very appropriately because the world’s fi nest maritime pilots fl y daily in the U.S. Navy, Marine Corps, and Coast Guard. Together we form the world’s most formidable maritime force!

The Centennial of Naval Aviation kicks-off in January 2011 and continues as a yearlong celebration with events worldwide. Remembering our history and the evolution of aviation, as well as the many who sacrifi ced their all to get us where we are today is important. We learn from our history.

In 1901 RADM George Melville wrote in the North American Review that neither the dirigible airship nor the powered fl ying machine would ever prove of any commercial value, let alone of any importance in warfare. RADM Melville called fl ight – “wholly unwarranted if not absurd.”

Nobody ever said making Admiral gives you wisdom!Rotary wing aircraft have come a long way since the early

days when the primary duty was logistics, SAR, and the emergency evacuation of wounded. While these missions still exist and are important capabilities, we have repeatedly demonstrated and proven the incredible viability and versatility of rotary wing aircraft to the warfi ghter in the maritime domain.

In the past, our Navy was primarily focused on blue-water operations that relegated helicopters to a “supporting” role, while TACAIR and other maritime assets were rightly designated as “supported.” Today, the balance has shifted toward the littorals, and the Navy now relies more heavily upon rotary wing assets to perform

Continue on page 71

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

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

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

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

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

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

NHA Founding Members


The Next Issue of the

focuses on IA: Not Just Your Average Rotary Wing Aviator.

All photo and article submissions need to be no later than August 19, 2009 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Offi ce at 619.435.7139

or [email protected]

ASW, SUW, Mine Countermeasure, NSW, and other missions in the demanding and often perilous maritime domain.

I would charge you to remember the awesome power and responsibility of your jobs as naval aviators. U.S. naval forces areour Nation’s 911 service, and the long distance provider is Naval Aviation.

Guarding the shores of our Nation and keeping the world’s sea lanes free, open, and effi cient are things that need to be done by maritime services, whether it’s the Navy, the Coast Guard, or the Marine Corps.

Everyday naval helicopters are operating with Carrier and Expeditionary Strike Groups around the globe in support of Maritime Security Operations.

I charge you to always remember that fl ight crews are not the only celebrities at sea. Maintenance and fl ight deck personnel (constant superstars in all my years of Naval Aviation) work minor miracles daily keeping our aircraft in an “UP and READY” status with minimal manning and parts – they too are heroes.

Our Navy leadership realizes that prevention of confl ict and the preservation of peace go beyond traditional strength. We must be able to operate across a range of environments and circumstances, which is why in our Maritime Strategy we expanded our capabilities to include Maritime Security and Humanitarian Assistance/Disaster Response.

From combat in Iraq and Afghanistan to relief operations around the globe and here at home, the Navy and Marine Corps Teamhas proven ready to meet any task, and answer any challenge.

Our Navy and Marine Corps are undergoing a signifi cant transformation in readiness posture, deployment strategies, and manpower initiatives. Under real-world combat conditions, we are demonstrating the undeniable fl exibility and capability to take the fi ght to the enemy! This is a Team sport, and in the dynamic and dangerous post-9/11 security environment, you and I must daily commit ourselves to ensure we are always playing an away game.

In my nearly 34 years of naval service, I have been uncertain about many things – but of one thing I have never had a doubt. My

career in the Navy and in Naval Aviation – in ROTARY WING AVIATION – has been a dream come true.

You should have no doubt in your minds that your careers are also the stuff dreams are made of. This truly is the Golden Age of Rotary Wing Aviation. 573 new Romeo’s and Sierra’s, growing from 35 to 41 squadrons. Helo CONOPS are here and now today! HSM 71 and HSC 8 are deployed and doing a tremendous job right onboard USS Stennis. There are 2 rotary wing aviators in command of CVN’s, and 5 more in the CVN CO pipeline. There are at least 7 rotary wing aviators in the Big Deck CO/XO pipeline. We have several more in the PHIBRON/MCMRON pipeline.

The reason for these and other signifi cant personal and professional achievements is not due to any quota system. These rotary wing pilots, these fellow NAVAL AVIATORS, are the best and fully qualifi ed to lead our Sailors with imagination, and a breadth of vision and courage that has been the hallmark of Naval Aviation for nearly 100 years, and the legacy of the United States Navy for over 233 years.

As rotary wing aviators, you have countless opportunities to excel and to make a positive difference in our Navy, and for this great Nation. True professionals always welcome scrutiny and demanding competition – and we in the rotary wing community are PROFESSIONAL AVIATORS. I know the future is bright for Naval Aviation, for the rotary wing community, for our Navy – Marine Corps Team, and for our Nation. Our future is now, and it is ours for the taking.

Let me close by sincerely thanking you for your dedicated service. For at the end of the day, at the end of a Symposium, at the end of a deployment, and especially at the end of a career, it is fi rst and foremost about service to our Shipmates, our Navy, and our Nation.

Thank you, and may God Bless.

Perspective of 2009 SymposiumContinued from page 70


“STUFF” ORDER FORM DATE : ________________________

Please circle items, note the style, desired size, and indicate an alternative if possible.

Item Style Color Price SizeBall Caps Pilot/Aircrew Wings Khaki, Navy, Red, Charcoal, Sand, $15.00 Black, White, NHA Logo Navy, Black, Light Blue, Slate Blue $15.00 MH-60R/S Khaki, Sand, Navy, Orange, Red, $15.00 Black, Charcoal, White, Woven SH-60B/F Khaki, Sand, Navy, Orange, Red $15.00 H-46/H-3 Khaki/ Various Colors $15.00

Polo Shirts NHA Logo / MH-60R/S Various Colors $35.00 (Call for Sizes PING: NHA Logo Various Colors $35.00 on all shirts) PING: MH-60R/S Various Colors $35.00 NHA Wings, Pilot Wings Navy, Ensign Blue, Gray (PING) $40.00 Outer Banks: NHA Logo Blue/Royal Blue striped, Red $40.00 Windbreakers NHA logo Ensign Blue, Black, Navy $50.00

Ladies Polos NHA Gold Helix White $10.00

Misc “Stuff” Description Price Glass tumbler set NHA w/logo etched (2 per set) $10.00Calculator/Calendar combo $10.00NHA License Plate Frame** Chrome $8.00**(Only this item includes shipping)

***(PLEASE ADD 15% FOR PRIORITY SHIPPING)***

NAME: ______________________________________________________________________

BILLING ADDRESS: __________________________________________________________

CITY, STATE, ZIP: ____________________________________________________________

(MC/VISA) CC # ______________________________________________EXP___________ CCV__________

CASH or CHECK_____________________________

ORDER TOTAL________________________(including shipping and handling)

Gift Message / Shipping Address / Same as above:_______________________________________________________ _______________________________________________________ ______________________________________________________________________________________________________________

Walk-In: NHA is located in Bldg 654 on Rogers Rd. aboard NAS North Island. Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578

TEL: (619) 435-7139 FAX: (619) 435-7354 EMAIL: [email protected]

(version 07.09)

A. New Izod Polo Shirt NHA Logo with or without wings

(Call for Sizes) Navy Blue w/black stipes $35.00

B. Windbreakers NHA logo

(Call for Sizes) Ensign Blue, Black, Navy $50.00

C. Other Polo Shirts (Call for Sizes) $40.00 NHA Wings, Pilot Wings Navy, Ensign Blue Outer Banks NHA Logo Blue/Royal Blue striped, Red

Ladies Polos NHA Gold Helix (not shown) White $10.00

D. Ball Caps $15.00Pilot/Aircrew Wings Khaki, Navy, Red, Charcoal, Sand, Black, White, NHA Logo: Navy, Black, Light Blue, Slate BlueMH-60R/S: Khaki, Sand, Navy, Orange, Red, Black, Charcoal, White, WovenSH-60B/F: Khaki, Sand, Navy, Orange, RedH-46/H-3: Khaki/ Various Colors

Walk-In: NHA is located in Bldg 654 on Rogers Rd. aboard NAS North Island. Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578TEL: (619) 435-7139 FAX: (619) 435-7354 EMAIL: [email protected] **Mail Delivery: 15% is added for shipping and handling**

CB

D

SaleStuff

A

Documents

Rr105 digital