Rr127 digital

Winter 2015 Issue 127

2015 NHA Symposium Preview • A Fleet Fly-In Recap

1 navalhelicopterassn.org

Naval Helicopter Association©2015 Naval Helicopter Association, Inc., all rights reserved

Editor-in-ChiefLT Ash Preston, USN

Design EditorGeorge Hopson

Aircrewman / Special Mission EditorAWCM Justin Tate, USN

HSC / HS / HM EditorLT James Thomas, USNLT Kristin Hope, USN

HSL / HSM EditorLT Erin Pursley, USN LT Nick Holman, USNLT Emily Lapp, USN

USMC EditorCapt Rebecca Hagner, USMC

USCG EditorLT James Cepa, USCG

Technical AdvisorLCDR Chip Lancaster, USN (Ret)

Historian / NHAHSCDR Joe Skrzypek, USN (Ret)

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Features15

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Excellence Expected: HM-14 Participates in VULCANEXLT Karl Scheimreif, USN

MH-60S Extends Reach Beyond “SAR DET”: HSC-25 Participates in Joint Excerise FORAGER FURY IILT Monica Mondloch, USN

Rifle Away! Rockets Appear over the Horizon for the MH-60RLCDR Brian Higgins, USN

The Helos of CVW-8: Leading the Way in Rotary Wing IntergrationLT Jonathan “Peepers” Andritsch, USN , LT Diane “Dory” Kruse, USN, and LT Richard “Oscar” Grant, USN

2014 Fleet Fly-In RecapLT Pat Salvitti, USN

Naval Helicopter Search and Rescue — Anytime, AnyplaceLT Ryan Yonkman, USN

SARMM and NAS Whidbey Island SAR: Evaluating the Real DealLT Phillip Pretzinger, USN

Another Life Saved Thanks to PLBsLCDR Shana Donaldson, USCG

Is Hoisting A Lost Art?AWSCS Robert Kershaw, USN

Trapped OvernightLT Adam Laakso, USN

Expect the UnexpectedLT John McCain, USN

Not “Just Another Night in the D” for Red Lion 612AWS2 Benjamin Decker, USN and LTJG Ryan Stewart, USN

So Other May LiveAWS1 Zach Brunette, USN

High Altitude, Technical Rescue

FocusResponding to the Call — Anytime , Anyplace!

Printing bySOS Printing, Inc.

San Diego, California

A Coast Guard rescue swimmer conducts a simulated search and rescue operation. Photo taken by PO1 Luke Pinneo, USCG

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In appreciation of our advertisers

AgustaWestlandNavy Mutual Aid AssociationUniversity of San Diego MSGLSikorsky Aircraft Corporation

C24152C4

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

Rotor Review #127 Winter ‘15 2

National OfficersPresident.......................................................CDR Brent Gaut, USNV/P Corp Mem......................... CAPT Don Williamson, USN (Ret)V/P Awards ...........................................CDR Dewon Chaney, USNV/P Membership .....................................LCDR James Udall, USNV/P Symposium 2015.....................................CDR Ed Weiler, USNSecretary.......................................................LT Kasey Scheel, USNTreasurer .................................................LT Jeremy Cappalo, USNNHA Stuff...............................................LT Robin Dirickson, USNSenior NAC Advisor................................AWCM Justin Tate, USNExecutive Director........................CAPT Bill Personius, USN (Ret) Admin /Rotor Review Design Editor........................George HopsonMembership/Symposium ......................................Jennifer Cappalo

Directors at LargeChairman.....................RADM William E. Shannon III, USN (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Dennis DuBard, USN (Ret) CAPT Greg Hoffman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USN (Ret)

CAPT Bill Personius, USN (Ret)CAPT Paul Stevens, USN (Ret)

Regional OfficersRegion 1 - San Diego

Directors.………………......................CAPT Shawn Malone, USN CAPT Lawrence Vincent, USN

CAPT Mike Steffan, USNPresident..…...................................................CDR Ed Weiler, USN

Region 2 - Washington D.C.Directors ...…………...…….…….................CAPT Pete Brennan, USN

Col Paul Croisetiere, USMC (Ret)Presidents ..........................................................CDR Roe Howell, USN

CDR Pat Jeck, USN (Ret)

Region 3 - JacksonvilleDirector ..........................................................CAPT Clay Conley, USNPresident......................................................CDR Michael Burd, USN

Region 4 - NorfolkDirector .......................................................CAPT Pat Everly, USN President ....................................................CDR Chris Bailey, USN

Region 5 - PensacolaDirectors.................................................CAPT Mark Murray, USN

CAPT Thomas MacDonald, USCGPresident ....................................................CDR Rob Sinram, USN2015 Fleet Fly-In.............................................LT John Geary, USN

Region 6 - Far EastDirector..............................................CAPT Murray J. Tynch, USNPresident..…............................................CDR Thad Johnson, USN

Corporate AssociatesThe following corporations exhibit strong support of rotary

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

AgustaWestland Inc. Airbus Group

BAE Systems / Electronics Bell Helicopter Textron, Inc.

Boeing Integrated Defense SystemsBreeze-Eastern

CAE Inc.Elbit Systems of America

FLIR Systems, Inc.G.E. Aviation

Kongsberg Defence SystemsLockheed Martin Mission Systems and Sensors

LSI, Inc. L3 Communications / Crestview Aerospace

L3 Communications / Ocean SystemsL3 Communications / Vertex Logistic Solutions

Navy Mutual Aid AssociationNorthrop Grumman Integrated Systems Raytheon Integrated Defense Systems

Robertson Fuel Systems L.L.C.Rockwell Collins Corporation

Rolls-Royce CorporationSikorsky Aircraft Corporation

Telephonics CorporationUSAA

UTC Aerospace Systems

NHA Scholarship FundPresident........................................CAPT Paul Stevens, USN (Ret)Executive Vice President.......CAPT Kevin “Bud” Couch, USN (Ret)V / P Operations.............................................CDR Chad Falgout, USNV / P Fundraising ............................................................................ TBDV/ P Scholarships ....................................CDR Jeffrey Melody, USNV/ P CFC Merit Scholarship.......................LT Jonathan Wendt, USNTreasurer.................................................LCDR Bob Royal, USN (Ret)Corresponding Secretary............................LT Alexa Bestoso, USNFinance /Investment..............................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)

NHA Historical Society President............................................CAPT Bill Personius, USN (Ret) Secretary ..........................................CDR Joe Skrzypek, USN (Ret) Treasurer..............................................................................Joe Peluso San Diego Air & Space Museum ...........CAPT Jim Gillcrist, USN (Ret) USS MIDWAy Museum .................CWO4 Mike Manley, USN (Ret) Webmaster...................................CDR Mike McCallum, USN (Ret) NHA BOD....................................CAPT Dennis DuBard, USN (Ret)

NHA Junior Officer CouncilPresident.................................................LT Jeremy Cappalo, USN Region 1........................................................LT Dave Thomas, USN

LTJG Laura Woessner, USN & LT Anna Kopp, USNRegion 2......................................................................................TBDRegion 3................................................LT Tim Barnikel, USN Region 4...................................................LT Andrew Countiss, USN Region 5...... LT Cameron Bouton, USN & LT Ross Conely, USNRegion 6.....................................................LT Chris Campbell, USN


Number 127 / Winter ‘15

Departments

In Review

From the Organization

In Our Community

Industry and Technology

2015 NHA Symposium Preview

Change of Command

HistoricalDisobedience of A Direct OrderCDR Joe Skrzypek, USN (Ret)

From Early Amphib SAR to Smithsonian Naval Air and Space Museum: A 20 year AdventureCDR Tom Jones, USN (Ret)

Command Updates

Engaging Rotors

Book Review

Transitions

Perspective

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Editors EmeritusWayne Jensen John BallJohn Driver Sean LaughlinAndy Quiett Mike CurtisSusan Fink Bill Chase Tracey Keef Maureen PalmerinoBryan Buljat Gabe SolteroTodd Vorenkamp Steve BuryClay Shane Kristin OhlegerScott Lippincott Allison Fletcher

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 by email to: [email protected]; or by mail to: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA, 92178-0578, call (619) 435-7139 or FAX: (619) 435-7354.

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 guidance to the Rotor Review Editorial Board to ensure the Rotor Review content continues to support this statement of policy as Naval Helicopter Association adjusts to the expanding rotary wing community.

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Historian EmeritusLloyd Parthemer Vince Secades


In ReviewEditor’s Logby LT Ash Preston - Rotor Review Editor-in-Chief

Letter to the EditorsIt is always great to hear from the members of NHA to learn what

impression Rotor Review is making upon its members. This magazine’s staff always strives to provide the product that meets the demand of the NHA members at large. We urge you to remember that we maintain many open channels by which you may contact the magazine staff for feedback, suggestions, praise, or publishing corrections. If you would like to write a letter to the Editor-in-Chief, please forward any correspondance to [email protected] or mail to the following address:

Letters to the Editorc/o Naval Helicopter Association, Inc.P.O. Box 180578Coronado, CA 92178-0578

Rotor Review issue 127 focuses on a

mission that is shared amongst all Navy, Coast Guard, and Marine helicopters: Search and

Rescue. As helo bubbas, we know the SAR mission well. From our beginnings in flight training over Blackwater Bay, during the Rescue Swimmer School in Pensacola, or at the Aviation Technical Training Center in Elizabeth City, we studied and trained for the SAR mission. Continuing into our specific platforms, any aviator quickly recognizes that regardless of the other mission sets that define our specific capabilities, any helicopter can become a search asset. Plus, if it is equipped with a hoist and a hoist operator, its crew can pluck a survivor out of the water. Since we share this common mission across the community, it was no surprise that after announcing the SAR focus for this issue, the editors welcomed a flood

of exciting content from all reaches of the community.

Our Coast Guard and Navy Station SAR commands shine as they offer terrific recaps of recent rescues. Their stories tell of exciting rescues in areas often unseen by the Navy and Marine Corps fleet communities, such as Lake Michigan and the yosemite areas.

In this issue’s Focus section, you will find some great articles showcasing how the community is at the leading edge of naval aviation. The Navy’s HSM and HSC communities are both working hard to expand their capabilities and relevancies in the fleet. In our Feature section, you will learn how HSM-71 led the testing efforts for the MH-60R’s employment of the APKWS, a rocket-based weapons system that is new to Navy helicopters. Plus, as a Command Update, the Spartans of

HSM-70 explain the improvements they have made to Navy helicopters’ relevance in the Carrier Air Wing.

The Navy’s HSC community is polishing the expanded mission sets of its MH-60S, maximizing the platform’s many capabilities. In the Feature section, HSC-25’s article reviews its involvement in FORAGER FURy II and HSC-9 tag-teams lessons learned with its sister squadron, HSM-70, to offer an insight into improvements in their interoperability within CVW-8.

Finally, the Marines of VMM-364 provide an historical command update in this issue. The Purple Foxes flew the CH-46E Sea Knight (A.K.A. The Phrog) into retirement, lying to rest a platform that has been in service since the Vietnam War. HMH-462 also submitted a great recap of some overland external logistics training.

I hope you enjoy the issue. Keep the content flowing!

Letter to the Editors via Email

Dear Editor,Just received my Fall 2014 edition

of Rotor Review and as always Colorful and On Target. Was a little sorry that the H46

Reunion in Pensacola was not covered but glad the unearthing of the Time Capsule was. It happened the same day as the reunion. Just a quick Kudo to MCPO (ret) Tom Wiley and his crew they did


Red Dogg,Thank you for your

comments here. You have brought up some vital suggestions to enhance

Naval Helicopter Association2015 Submission Deadlines and Publishing Dates

Spring / Symposium 2015, Issue 128....February 18, 2015 / April 2015Summer 2015, Issue 129...................................May 21, 2015 / July 2015Fall 2015, Issue 130................................August 19, 2015 / October 2015Winter 2016, Issue 131....................November 19, 2015 / January 2015

Rotor Review Submission Instructions

Articles1. must be put in a Word Doc format without any tabs, formatted alignment and embedded photos or artwork.Photos and Vector Images2. must be a EPS, TIF, HI-RES JPEG or PDF in CyMK mode with a resolution of 300 dpi.Videos3. can be in a mp4, mov, or avi formats. All submissions must follow these guidelines:

With your submission, please include the title and caption • of media, photographer’s name, command, and the time length of the video.Make sure the media does not display any classified • information / material.Make sure all manuvers comply with NATOPS • procedures. All submissions shall be tasteful and in keeping with good • order and discipline.All submissions should portray the Navy, Marine Corps, • and Coast Guard and individual units in the best light.

All submissions can be forwarded to your community editor via email, NHA website, or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA , 92178-0578

another fine job putting the reunion together and all of us in attendance had an enjoyable day getting back together with our shipmates. “VERTREP, you Bet”

Actually the reason I am writing this is quasi historical. Back in 1978 my Operations Boss at Barking Sands thought that we needed some positive advertising for what we did at PMRF Barking Sands. He instructed me to get a slide show together and he would make arrangements for me to present it at the NHA Symposium.

I was an ADC (NAC) and had many hours flying the H3 doing weapons launch and recovery. Working with the Photo Mates I put together a 100 or so slide show and took my show on the road to NHA where it was well received.

Now to the intent of this letter. In 1978 there were a minimal number of Aircrew in NHA. It was considered an officers Association and even some of the senior Aircrew did not want to have anything to do with it. And I’m not so sure in the late 70’s that there wasn’t a bit of contention from the officer side of the house that did not want Enlisted Aircrew associated with “their” organization. I think I paid my first dues to NHA in 1980 and I believe I have been a dues paying member ever since. I am a Plank Owner in the original NHHS and recipient of the Prestigious Mark Starr award. I have attended most all Symposiums and may miss one in Norfolk but never in San Diego!! I even attended the Jax ones!!! During all these symposiums I have been struck by the lack of attendance of Aircrew. Here I was taking EML leave from Guam to be at the San Diego Symposiums (Thank you Capt Randy Bogle). Now when I go to the symposium what strikes me is the lack of Junior Enlisted Aircrew. The numbers appear to be rising now that the AW rate is ensconced but I would get the impression that the senior aircrew are not pushing for recruitment into our organization. I have always pushed for aircrew involvement in NHA and I think one of the problems is letting the Junior Crewman know what it can do for them. What they get for their buck!! You have a Master Chief as an Enlisted Aircrew Advisor I would hope that part of his responsibility is in the realm of NHA recruitment. Don’t get me wrong the Enlisted Aircrew are represented more and more in these days of the AW and I always enjoy telling sea stories to them about rescues and Vert Rep incidents etc etc. Always makes me smile when I hear “BS you didn’t do that”...We did and so did all the other SAR Swimmers out there.

Using the social media for recruitment and advertising is a positive step but the AW Chiefs, Senior Chiefs and Master Chiefs I think are the real recruitment tools.

It was great to see that the Rufadora will be somewhat reestablished in the halls of NHA........Also enjoyed the story on AWR2 Schepner’s drone shoot down. Just another day in the life right??? Reminds me of back in the days of HC5 Det 6!

“Jump, jump, jump...”

Bill “Red Dogg” Moss AFCM (AW/NAC) USN (Ret)

Melbourne, FL

Retraction

The editors regret to realize that we published the incorrect photo in place of August 22nd winging photo in last issue. Please find the correct photo and caption Page 72 in the Engaging Rotors section of this issue. Congratulations!

enlisted involvement with Rotor Review and NHA. We realize that we need to do a better job in representing the community as a whole. But we need innovators like yourself to help us brainstorm new ideas to continue to help this publication and organization speak for all.


From the OrganizationChairman’s Brief by RADM Bi l l Shannon, USN (Ret)

President’s Message by CDR Brent “Hol lywood” Gaut, USN

Greetings! Just a few items this time around. First, I want to say “fair winds

and following seas” to Commodore “Flan” Flannery. CAPT Flannery commanded HSCWINGLANT and during his time at the helm, and continued to lead the conversion of HS to HSC and major upgrades to the MH-60S. Flan is now at OLA where I’m sure he is continuing to have an impact.

Congratulations to our newest Helo Major Command selectees. Of note is the selection of CDR Amy Bauernschmidt, the Commanding Officer of HSM-70, to

the CVN Pipeline. CDR Bauernschmidt is the first woman selected to the CVN pipeline. We’re proud of you, Skipper!

I had a chance to attend the annual Fleet Fly-in at NAS Milton FL this past October, and it was a blast. Congrats to the all in TRAWING Five for such a great event. There were 21 fleet aircraft and crews from the Navy, Marine Corps, and Coast Guard at the event. I enjoyed the reception and ready-room crawl, but my favorite event was watching the LTs from HM, HSC

and HSM communities brief their communities to the students. Each brief was fantastic! Taken in total, you really got a sense of the broad range of mission support that our Helo community provides.

Don’t forget to mark your calendar for the annual NHA symposium in May. I’m really looking forward to the member’s reunion on the USS Midway. Check out the details on our new and improved NHA website.

All for now.

Executive Director Notesby CAPT Bi l l Personius, USN (Ret)

Hello from NHA Headquarters! It’s been a busy few months however

some very productive time at the NHA headquarters. In October we lit-off the new and improved NHA website. Please let us know what you think of it. Jennifer Cappalo our Membership Coordinator did the work on it and she did a great job! While the site is far from completed, watch for new

additions coming soon like the on-line store, along with all the electronic back issues of the Rotor Review. The NHA Symposium Registration should be up and running in the new year so watch for that too. For those of you in Regions 2-6 please remember to include us in your future planning and advertising campaigns as we will be happy to post

flyers and links to your upcoming events. The NHA Office also traveled to

“Fighting Whiting Field” in October to support the TW-5 25th Annual Gulf Coast Feet Fly-In. NHA called the event the NHA Join-Up Fall 2014 not to confuse our social activities with the professional events of the Fly-In. The Fleet Aircraft and everyone at Whiting Field (Commodore, Deputy, Base Commander, CO’s

Hello NHA Members! I hope this message finds you well. There’s

much to discuss so let’s get right to it. First, a hearty NHA thank you to Skipper Rob Sinram and his team at HT-8 for coordinating and hosting Whiting Field’s 25th Annual Gulf Coast Fleet Fly-In this past October. It was nothing short of an AMAZING event; from the fleet aircraft and aviators in attendance to the social engagements held throughout the week, the heightened sense of camaraderie and esprit de corps was tangible amongst those in attendance. Thanks as well to those who were able to participate; for those that were unable, we look forward to seeing you next year! Second, planning for the 2015 Symposium is in full swing! We are briefing the Air Boss, VADM Buss in December to lay out the plan for the schedule of events. Needless to say, there are a number of administrative hurdles to navigate along the

way, but we are confident we will have the proposed 2015 NHA Symposium package approved in a reasonable amount of time. Once we do, we will get the word out to members regarding the approved schedule, in addition to other pertinent items of interest. To echo CAPT (Ret.) Personius, our esteemed Executive Director, consider making your reservations now for the Town and Country Hotel to ensure you secure lodging. The 2015 Symposium is going to be an incredible and worthwhile opportunity to gather with friends and colleagues to celebrate our rotary and vertical lift communities – you don’t want to miss it! Third, I hope by the time you read this we are celebrating Navy wins over both Army and San Diego State (in the Poinsettia Bowl, 23 December 2014). It has been another outstanding year for the Navy Football Team and

Region 1 members are particularly excited for the upcoming game...leading up to the gridiron tilt Region 1 will be hosting an NHA Tailgater prior to kickoff - Go Navy! Last, as we prepare for the Holiday break I would like to express my sincere appreciation for your unfailing support of our NHA Family. I truly believe we have the best, most capable and most passionate aviation-specific association nationwide. At a time when we often reflect on those things we are most grateful for, I wanted you to know I am THANKFUL for the opportunity to serve as your National President, and excited about our future as the NHA Enterprise. your NHA Leadership will stop at nothing to improve on the product we provide to you, our valued members. Simply stated, thank you…we look forward to what 2015 has in store for our rotary/vertical-lift communities and NHA Family. All the best to you and yours and hope you enjoyed the happiest of Holiday Seasons!


RADM Bi l l Shannon, USN (Ret)

NHA Chairman

CDR Brent “Hol lywood” Gaut, USN

NHA President

AWCM Just in Tate, USN

Senior NAC Advisor

CAPT Bi l l Personius, USN (Ret)

NHA Execut ive Director

of HT-8, HT-18, HT-28) and their supporting staffs all made this a GREAT week!

Twenty-one Fleet Aircraft made it all happen by flying students for three days allowing them the opportunity to test-fly the aircraft they might choose to spend a career flying. NHA coordinated several social functions and supported all the professional events. NHA organized a Welcome BBQ hosted by AgustaWestland, Welcome Social, Golf Tournament and Wardroom Crawl all sponsored by Sikorsky Aircraft, 5K Run/Walk Sponsored by AgustaWestland, Aircrew BBQ Lunch sponsored by Dart and the Aircrew Send-Off Breakfast Sponsored by Lockheed Martin. All together it was a great week with the students benefiting from all the professional events and the flying supported by the fleet squadrons. The other professional events that were also a success included Opening Ceremonies/Welcome Aboard, Commodore/FRS/HT CO’s/IP Meeting, ESC Meeting, Spouses Forum, Senior Officer Panel, Detailer Brief/Interviews, USN, USMC, Coast Guard,

and Reserve Briefings, and several Professional Briefings provided by the Fleet Pilots and Aircrews. Of note the new Helicopter Skills Competition was also a big hit (graded FTI maneuvers to include normal/steep and high-speed approaches, autos to a spot, and hover skills popping balloons) was something to see. We will all look forward to next year’s Fly-In.

After we returned from the Fly-In we were right back at it assisting Region One with their Seahawk Ball. This was another great event that was held at the downtown Marriott Marquis Hotel. The Air Boss VADM Buss and his wife Donna were the guests of honor and everyone had a good time.

By the time you get this article we hopefully will have seen Navy in town for the Poinsettia Bowl and be well on our way planning the 2015 Symposium. Things are shaping up nicely. We hope that you might consider joining us as we will support

the H-60 Bravo Sundown Ceremony and Reunion of H-60 Bravo Pilots along with a contingent of HC Pilots for an HC Reunion. We certainly welcome all comers and if you have ideas or connections with someone that might be interested in exhibiting at our show this year please contact me ASAP with your POC’s information and I will reach out to them and see if we can make a deal for them to join us at the show.

Start thinking about making your reservations at the Town and Country Hotel as the rooms will likely sell out fast this year with the Marines in town and another large group at the hotel during this time. All our rooms at the hotel this year are newly refurbished!!! Please mention NHA when making your reservations, as your stay helps support our overall bottom line at the hotel. Hope to see you there. Watch for Symposium registration on-line on the new NHA website in the new year.

Keep your turns up.

Aircrewman’s Corner by AWRCM Just in Tate, USN

Fellow Aircrewmen,Closing out 2014 there were a few

events that the Naval Helicopter Association either hosted or was a part of; The NHA Symposium in Norfolk, the Gulf Coast Fleet Fly-In and the update of the NHA website to be more useful for all members and personnel just browsing. These events and all the individual regional events conducted during the year, continue to make it known what rotary aviation brings to the fight and a main capability of Search and Rescue.

What a great topic for this issue of Rotor Review...SAR! It is inspiring to think about all the SAR missions I have been on and all the SAR missions that I have heard about amongst all the services.

The fact that the rotary community and the SAR crewmen have provided a very selfless service to whoever in need, at whatever time or place is just amazing. No matter what branch of service you serve in, or whether you specialize in overland, inland, coastal or open ocean SAR, you should all be proud of yourselves for what you do as helicopter crewmen and Aviation Rescue Swimmers. Putting your lives on the line “So Others May Live” is amazing and I applaud each and every one of you for doing this job with the upmost professionalism. I also want to say “Thank you” to our partners of industry that continue to diligently

work to provide the Search and Rescue mission and community the best equipment to be successful in whatever situation a crew finds themselves in.

I challenge each and every one of you to make sure you are continuing to prepare for the possibility or continued call into action of assisting others. This also includes documenting discrepancies on the gear and communicating the issues with the equipment we all use. This will only assist in making sure all our SAR crewmen have the best equipment and training required to effectively conduct a SAR if called upon. Once again, I commend each and every one of you for standing the watch and providing a selfless service to anyone in need.

Fly Safe!


In Our CommunityNHA Scholarship Fundby CAPT Paul Stevens, USN (Ret)

Naval Helicopter Association Historical Societyby CAPT Bi l l Personius, USN (Ret)

Greetings from the NHA Scholarship Fund! We are approaching our fourth

month in this year’s scholarship application cycle and the list of applicants is growing fast. Two points to remember: The application cycle will close on 31 January and that means that the required application documentation must also be in to the NHA Scholarship office by that date. It is always a mystery to me why so many strong applications are ultimately rejected because some/all of the required documents are not forwarded. Remember, we require transcripts, letter(s) of recommendation, and proof of eligibility (see “how do I apply” link on our website at www.nhascholarshipfund.org) to be forwarded via “snail mail” for the application to be complete.

I know that the annual CFC drive will be nearly over by the time you get this RR issue. Hopefully, you’ve been briefed that even though we are listed in only a few Local Area CFCs, the new “Universal Giving” policy allows active duty personnel the option of selecting our scholarship fund (CFC # 10800) regardless of which local area they are serving in. Remember, our scholarships serve only the Navy, Marine Corps and Coast Guard rotary wing community so your CFC donations go directly back from where they came. Not many non-profits can make that claim!

We are still working on a new memorial scholarship in the name of those who lost their lives while flying an

operational, training or combat mission. Please recognize that it takes time (read: donations!) to establish a perpetual scholarship of that nature but we are determine to see this through. If you want your donation to go to this effort, please let us know.

Finally, don’t forget to consider the NHA Scholarship Fund in your estate planning. We have an investment manager that can help explain the many options available to you and the financial advantages of each. If you have already included the NHA Scholarship Fund in your Trust or will, or as a beneficiary in a life insurance policy, please contact us to discuss how you would like us to use this gift.

Hold fast

NHAHS has been busy working on gathering the electronic media products

to produce a 3-4 minute video for the USS MIDWAy Museum Ready Room Two. This production will hopefully be premiered at the upcoming Members Reunion held in conjunction with the NHA Symposium in San Diego, CA on 12 May 2015. More information to follow concerning the premiere when we know it. We have been collecting Fleet Squadron inputs to include still photos and action videos of what our aircrews and aircraft do best. It is our hope these products

will be produced into a 3-4 minute video to showcase the Helicopter Communities Fleet Capabilities (SAR, ASW, VERTREP, VBSS, SpecOps Support, Hellfire/Torp/Small Arms, Fastrope, Minesweeping, VOD, HADR, etc.) and showcase these capabilities in this production. Each year 1.2 million people visit the USS MIDWAy Museum and we want to have a product that showcases the current Helicopter Fleet Capabilities that we can proudly display in the helo ready room. With the generous help of Sikorsky Aircraft Corporation

we hope that we can make this idea/concept a reality. The project is well underway and the pictures and video are going to the production company for editing. More to follow. We continue to collect helicopter memorabilia and write stories for the Rotor Review. If you are interested in volunteering some of your time or being the President of NHAHS please contact me at [email protected]. Keep your turns up.

Regards

A View From The Labs: Supporting The Fleetby CAPT George Galdor is i , USN (Ret)

SAR: Our Most Important Core Competency

Our editors tell me the theme of this issue of Rotor Review is Search and Rescue.

Great, now that’s a subject of interest to everyone who flies or is otherwise connected with the rotary wing community. Or is it? Do we always think of Search and Rescue – SAR – as one of our core competencies, or have we become so focused on important warfighting battle force missions that we consider SAR a secondary, even tertiary mission – or don’t think about it at all?

First, full disclosure. My first tour was flying Search and Rescue. I was part of the Pensacola SAR detachment long before it became HC–16. That was all we did and we were busy. We had a land SAR component and a sea SAR component, which included flying plane guard while student pilots tried their hand at doing their carrier qualifications aboard USS Lexington (I suspect most

of you are reaching for your history books wondering – when the heck was that!).

We flew the UH–2C helicopter and, as I mentioned above, we were busy. When I arrived aboard SAR Det, most pilots and aircrewmen had multiple sea – and some land – rescues and we were part of the Coast Guard’s Northwest Florida SAR network. I was also introduced to the importance of SAR when some of the old salts in SAR Det noted that the first two rescues made by H–2 pilots and


CAPT Paul Stevens, USN (Ret)

President, NHA Scholarship Fund

CAPT Bi l l Personius, USN (Ret)

President, NHA Histor ical Society

CAPT George Galdor is i , USN (Ret)Author and

RR Columnist

aircrew were to pick up other H–2 pilots and aircrew whose aircraft had failed them, and thus wound up in the water.

And not to put too fine a point on that, on Friday December 13 (of a year that I’ll omit for now, lest some of you try to volunteer to help me across the street) the tail rotor on my UH–2C failed while we were flying plane guard for the “Lady Lex” and the four of us wound up going for a swim in the Gulf of Mexico. As we watched from our life rafts about a quarter mile from the ship, both of the other two Seasprites in our three aircraft detachment went down while turning up to come and rescue us. Dreams of four rescue pins for the crews of those two aircraft evaporated and, ignominiously, we were picked up by the ship’s motor whaleboat.

I think you all get the picture conveyed by what is above: “back in the day”, if you were a SAR pilot or aircrewman – or the pilot or aircrewman of any other Navy helo – it wasn’t a question of if but when you would be called upon to pull a fellow crewmember out of the water, grab a ship’s crewmen who had fallen over the

side, rescue Bubba the fisherman who had run out of gas fifty miles from shore at night and was now caught in a

storm, or perform some other lifesaving mission. I will admit, however, our zeal to save lives sometimes flagged when Bubba – the same guy – kept running out of gas again and again. I think the Coast Guard finally found the solution and started selling gas to Bubba for more than rental car companies charge.

A special shout out to our rotary wing community rescue aircrewman. At the end of the day, I think you are the most important heroes in the SAR equation. Any pilot can get the helo to the spot where a survivor is in need of rescue, but it is the rescue aircrewman who needs to go into the water and, “alone and unafraid”, get that survivor who is at best, incapacitated, and at worst fighting and flailing, into the rescue horse collar or basket and up into the hovering helo. From my point of view it’s almost impossible to heap enough credit on these professional and heroic individuals.

With the space left in this column I’d like to address one important and specialized aspect of SAR: Combat Search and Rescue (CSAR). I think the best way to do it is to share something Tom Phillips and I wrote when we produced Leave No Man Behind. We have provided copies of this book to the Naval Helicopter Association, the Naval Helicopter Historical Association, and the Coronado Public Library (among other places) so grab a free copy and enjoy:

During the 2003 NHA Symposium in San Diego we decided to write a book about the history of combat aircrew rescue. It became a five–year labor as we discovered the astounding ups and downs in the saga of combat aircrew rescue, and a rich heritage and history which completely surprised us. We wouldn’t trade the experience for anything. Here is why we wrote the book.

There has never been a time in history when it was good to be a POW. From the life sentence in the slave galleys of antiquity, to dungeons of medieval times, to appalling prison hulks of the Napoleonic era, to the shame of Andersonville and similar northern prisons of our own Civil War, to starvation, disease, and even cannibalism of the Japanese POW camps, or the Katyn Forest and Malmedy massacres of POWs in Europe in World War II, to the brainwashing of Korea, to the unspeakable isolation, torture, and cruelty of the Hanoi Hilton, in living memory.

But today there may not be any POWs. Prisoners have already been tortured, dismembered and dragged through the streets, and beheaded while

In Our Communtiy column will continue on page 10.


In Our Community (Cont)

screaming for mercy on the internet for billions to see. For that reason today’s CSAR crews must live up to the imperative to “leave no man behind” as never before. But will they be as ready as CSAR crews in past conflicts?

We wrote the book to tell the riveting stories of astonishing rescue missions over the years and to show how the discipline grew despite repeated setbacks, as technology, doctrine, tactics, and techniques evolved gradually into the skill

sets of today’s military. The March 2011 crash of the Air Force F–15 Strike Eagle over Libya and the recovery of one of the two crewmen via a Marine Corps TRAP mission was a stark reminder of the criticality of having CSAR forces always formed and ready for every military mission where our aircraft go in harm’s way over enemy territory.

The most important lesson learned from Vietnam era combat rescue was the dramatic improvement in

performance when Navy combat rescue units, after four years of frustration, finally shed all other collateral missions and dedicated their entire focus on the sole mission of combat aircrew rescue. Just as our book hit the shelves, USD AT&L, The Department of Defense’s chief weapons buyer, declared that we don’t need dedicated CSAR forces: any helicopter in the area will do just fine.

Former Secretary of Defense Robert Gates was fond of saying the department doesn’t have the money to buy what he calls “exquisite weapons.” He made this point repeatedly in speeches across the country. But we believe that with a DoD budget in excess of $500 billion a year, if the nation buys only one exquisite weapons system, it should be a CSAR platform that can snatch our warriors from the clutches of the enemy. Likewise, if our helicopter pilots and aircrews who have CSAR among many other missions achieve an exquisite degree of proficiency in only one mission, it must be CSAR. Our people deserve nothing less.

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NGC Delivers 1st Operational MQ-8C Fire Scout to the US NavyPress Release by Rotorhub News

Northrop Grumman Corporation (NYSE:NOC) has delivered the first operational MQ-8C Fire Scout unmanned helicopter to the U.S. Navy. The system will be used by ship-based commanders to improve the

Navy’s intelligence-gathering capabilities. The MQ-8C is an upgraded version of the existing MQ-8B Fire Scout using a larger airframe. It can fly nearly twice as long and carry three times more intelligence, surveillance and reconnaissance payloads. “The test program will run through the summer as we expect these aircraft to be ready for operations by year’s end,” said George Vardoulakis, vice president for medium range tactical systems with Northrop Grumman.The MQ-8C’s first shipboard flight tests aboard the USS Jason Dunham (DDG 109) will be conducted this winter. The Navy will then assess the system for operational use. Northrop Grumman is under contract to build 19 MQ-8C Fire Scouts, including two test aircraft. The Navy plans to purchase 70 aircraft total.

Northrop Grumman MQ-8C Fire Scout sits on the tarmac at Naval Base Ventura County, Point Mugu. Photo by Northrop Grumman)87

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Industry and Technology

Kaman signs Peru SH-2G Super Seasprite contractPress release by Rotorhub News

Kaman will remanufacture and upgrade four Kaman SH-2G

Super Seasprite helicopters for the Peruvian Navy under a contract with program lead, General Dynamics Canada, announced on 20 November 2014.

Kaman will also provide support for the operation of a fifth SH-2G Super Seasprite for the Peruvian Navy.

Peru is acquiring the aircraft under a Memorandum of Understanding between the Peruvian Ministry of National Defense and the Government of Canada’s international government-to-government contracting organisation, the Canadian Commercial Corporation (CCC). In addition to leading the program, General Dynamics Canada will also provide the Integrated Mission System for the aircraft.

Gregory Steiner, president, Kaman Aerospace Group, said: “We are very pleased to support this effort to provide the Peruvian Navy with the advanced capabilities of the Super Seasprite. This is an important milestone for Kaman as it will extend the length of the SH-2 program and provide additional long-term service and support revenues. In fact, upon delivery of these five aircraft to Peru, the SH-2 flying

fleet will have grown by more than 40% in less than three years. We are pleased that Peru will become the latest military to place its confidence in the SH-2 platform and Kaman.”

Brian Fava, vice president, General Dynamics Canada, added: “We are pleased to be working with Kaman Corporation on this important programme. The successful delivery of this upgraded aircraft will greatly enhance the Peruvian Navy’s ability to conduct modern maritime missions.”

The SH-2G Super Seasprite is an advanced maritime weapon system and proven day/night/all-weather multi-mission helicopter designed to fulfill anti-submarine warfare (ASW), ant i -surface warfare (ASuW), over the horizon targeting, surveillance, troop transport, vertical replenishment, search and rescue, and utility missions.

One of the Kaman SH-2G Super Seasprite helicopters under contract with the Peruvian Navy

Photo by Kaman Corporation

Australian Navy’s MH-60 Romeo Helicopters on DisplayPress released by Rotorhub News

The Royal Australian Navy’s newest maritime combat

helicopter, the MH-60R Seahawk ‘Romeo’ has been on display today flying from its home in the Shoalhaven to Sydney and around Sydney Harbour.

Defence Minister David Johnston said the new helicopter is part of an eventual fleet of 24 and is the next generation

submarine and anti-surface warfare aircraft that represents a quantum leap over Navy’s current helicopter force.

“The arrival of the Romeo means that Navy will eventually have the capacity to provide eight warships with a combat helicopter at the same time, including the Anzac class frigates and the new Air Warfare Destroyers,” Senator Johnston said.

“They will be fully interoperable with our Alliance Partner, the United States, which brings significant advantages, as well as being a proven capability equipped with highly sophisticated combat systems.”

Senator Johnston said he inspected the first Romeo helicopter to arrive in Australia during a recent visit

to HMAS Albatross in Nowra and spoke to Navy personnel who have been training on the aircraft at the US Navy Air Station in Jacksonville, Florida, for many months.

“They were all very much looking forward to bringing the Romeo back to Australia to begin trials and eventually deploy to Navy’s frigates and destroyers, they couldn’t speak more highly of the aircraft which is very gratifying,” Senator Johnston said.

Defence is purchasing 24 of the helicopters at a cost of just over $3 billion through a Foreign Military Sale process from the US Navy. Further aircraft will arrive in Australia in 2015 and 2016.



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EXCELLENCE EXPECTED HM-14 Participates in VULCANEX 15-1Article and Photos by LT Karl Scheimreif, USN

On November 3rd, 2014, HM-14 kicked off VULCANEX 15-1 at

the Naval Surface Warfare Center Panama City Division (NSWC PCD) in Panama City, Florida. This is a semi-annual exercise that is executed concurrently with a Helicopter Advanced Readiness Program (HARP) assessment. HM-14 is one of two unique helicopter squadrons in the US Navy that are capable of providing Airborne Mine Countermeasures (AMCM) anywhere in the world within 72 hours. VULCANEX is designed to prove that mission statement is more than just lip service. From administration to maintenance, operations to aircrew and the front office to the back office, every department is put to the test over a grueling two week period to ensure they are capable of contributing their piece of the puzzle. The exercise’s success is not based on one person or asset but rather the aggregate of HM-14’s sailor’s hard work as they come together as a team. HM-14 deploys various pieces of AMCM gear that are towed through the water. These devices can detonate mines through magnetic or acoustic influence, cut moored mines, or hunt mines using sonar and laser technology. For VULCANEX 15-1 the MK-103 and AN/AQS-24A were utilized. The MK-103 is a set of diverted sweep wires that are used to cut the chains of moored mines. Once cut, the mines float to the surface, and then EOD divers neutralize the mine by detonating it. This decade’s old and simple device has a very high success rate for clearing mined waters. The second device used was the AN/AQS-24A, affectionately known as the “fish.” It is a cylindrical towed body that is guided by fins as it traverses the water. Weighing in at just over half a ton, its insides are packed with various electronic sensors which allow it to locate mines. Its sonar allows it to map the ocean bottom, and a laser allows confirmation of mine locations, and the avoidance of underwater obstacles.

An HM-14 Sea King helicopter prepares to operate in VULCANEX in Panama

City, FL.



These devices are used to clear out deep swaths of water, allowing the US Navy, its allies and commercial ships to continue the safe transit of the world’s shipping channels. The exercise conducted in Florida is designed to simulate a real world scenario. Panama City, FL becomes “Panamascus”, a neutral state, while the fictional Kingdoms of Floridida (K.O.F) and Alabamastan are fighting for its control and mining the local shipping routes. Our Tactics and Intelligence departments use this backdrop to develop realistic missions that must be accomplished each day. Civilian contractors who are subject matter experts act as a Commodore’s staff and evaluate the execution of the mission and the way the

squadron addresses setbacks such as weather delays, maintenance problems, etc. A combination of senior and junior sailors is selected from every department to participate in the exercise, ensuring the highest amount of training is conducted while achieving the greatest mission success rate. “you are all here because you are the best at what you do and we believe your contribution will ensure the success of this exercise!” proclaimed the DET OIC LCDR Mike “Rizzo” Lanzillo from his stage as he addressed the 135 detachment members be fo re k i ck ing o ff t he exe rc i se .

H i s s t a t emen t p roved to be t rue a s HM-14 conduc ted 148 .6 f l i gh t hour s and 59 .0 tow hour s ove r a 13 day span . We a l so neu t r a l i zed and loca ted seve ra l mines , a l l wh i l e i nc reas ing the p ro f i c i ency o f t he mos t s en io r p i lo t t o t he mos t

j un io r p l ane cap ta in . “We executed more than 60% of our monthly allotted flight hours in less than 40% of the time” stated Skipper CDR Josh “Napoleon” Kinnear, who recently took over as commanding officer. The success of this exercise will be used as an opportunity to provide motivation for the command to provide Ready Basic Aircraft at all times while increasing personnel qualifications. Our relationship with NWSC Panama City is unique in that it allows HM-14 personnel to have face-to-face interactions with the engineers and tacticians that do the research and development on our AMCM assets. This relationship between designer, maintainer, and operator gives all involved a greater appreciation of the assets we have and a better understanding of our mission. For example, this year we conducted testing on the new AN/AQS-24B, an upgraded version of the Q-24 series. During the deployment and use of this system, civilian technicians were onboard the helicopter helping with its use. The success of the testing can be attributed to the working partnership with the technicians and having a direct line of communication with the team responsible for the design of these new assets. This continuing relationship with NSWC PCD will forge a tightly knitted AMCM community allowing us to ensure the safety of the world’s waterways.

An HM-14 Sea King helicopter is staged for the following day’s operations as part of VULCANEX in Panama City, FL.

A pair of MH-53 Sea King helicopters launchers for VULCANEX scenario in Panama City, FL.



MH-60S Extends Reach Beyond “SAR DET”: HSC-25 Proves Tactical Capabilities in Joint Exercise FORAGER FURY II

Article and Photos by LT Monica Mondloch, USN

As the helicopters lifted from North Tinian Airfield, Commonwealth of the Northern Mariana Islands

(CNMI), huge dust clouds filled the air and the tents next to the runway fought to stay upright. Those left on the ground shielded their faces or turned their backs to avoid the sandblasting. The helicopters clawed their way into the sky, straight up and away from the dust. As the clouds and noise began to subside, their noses dipped forward and the flight departed into the dusk.

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The people below wiped a fine layer of dirt off their sweat-stained faces and went back to work. The Marines guarding the runway rolled back the concertina wire and waved the pedestrians across. The crash crew returned to their trucks and retreated to their staging area.

For the first time since WWII, the Tinian North airfield was alive with the sound of trucks, aircraft, and busy people. The jungle had torn holes in the asphalt from below, but the Marines beat it back to reveal the historic runways, which once formed the busiest airfield in the world. For the past month, the Marines were setting up headquarters, communications, fueling, messing, berthing, and hygiene facilities.

Helicopter Sea Combat Support Squadron TWO FIVE (HSC-25) and the United States Air Force’s 36th Contingency Response Group (USAF 36th CRG) arrived in time for the surge week of Exercise FORAGER FURy II, in order to test both our expeditionary basing and tactical capabilities.

Like many in the HSC community, the Island Knights of HSC-25 are fighting to change the culture and perception of the HSC mission, both within and outside the community. HSC-25 is a squadron best known for its exemplary SAR/MEDEVAC operations in the Marianas, Iraq, Kuwait and its heritage as the HC-5 Providers. It’s

reputation is well earned, with over 3,000 lives saved and countless tons of logistical support provided.

Today, however, the mission has shifted. When HSC-25’s Detachment SIX embarks aboard USS Bonhomme Richard (LHD 6), we are no longer simply SAR/MEDEVAC support. Our constant airborne presence and advanced capabilities have led to roles such as Defense of the Assault Task Force (DATF), Intelligence Surveillance Reconnaissance (ISR) overwatch, Surface Surveillance Coordination (SSC) and Helicopter Visit Board Search and Seizure (HVBSS).

In March of 2013, when Det. SIX asked to participate in the 31st Marine Expeditionary Unit’s (MEU) HVBSS Certification Exercise



(CERTEX), we were assigned to be the secondary Casualty Evacuation (CASEVAC) platform — from the starboard delta. When Marine Medium Tiltrotor squadron 262 (VMM-262) transitioned from the H-46 to the V-22, the Air Combat Element (ACE) asked if we could help insert troops for their next HVBSS CERTEX. We responded by demonstrating why the MH-60S is the best insert/extract platform on the “gator”. For the following month’s HVBSS exercise, Recon asked us to plan the event with the ACE’s support. 31st MEU is recognizing the value of the two MH-60Ss on board, but we need to show that we can do more.

FORAGER FURy was an opportunity to showcase our tactical

capabilities to the Marines. During the exercise, HSC-25 provided Close Air Support (CAS) with the Air-to-Ground Missile (AGM)-114 Hellfire missile as well as crew-served 0.50 caliber and 7.62mm machine guns. We inserted and extracted personnel from the target area and a nearby destroyer. We recovered a “downed aviator” in a Combat Search and Rescue exercise. Perhaps most importantly, we demonstrated that we could effectively operate from a forward location.

HSC-25 relocated two MH-60S helicopters and 50 personnel to historic Tinian North Airfield. With no aircraft back-ups, we flew both aircraft for every

mission, with zero flight hours lost to maintenance. Working with the 12th Marines and the Air Force’s 36th CRG, we operated as a fully functional detachment, with billeting, communications, maintenance, and intelligence functions all operating at 100% capability from the middle of the jungle.

In one week, the two-aircraft detachment flew 112.6 hours in 33 events. We expended one AGM-114B Hellfire missile, 9600 rounds of 0.50 caliber ammunition, and 7400 rounds of 7.62mm ammunition while

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completing 16 Seahawk Weapons and Tactics Program (SWTP) syllabus events earning five pilots and aircrewmen tactical designations. In the meantime, the rest of the squadron, on Guam, was welcoming home two other detachments returning from deployment, supporting a third deployment in Japan, providing 24-hour SAR/MEDEVAC support to the Mariana Islands, and flying training events. All this, one week before our holiday leave period began. This is an expeditionary squadron at its finest.

As we step back and look at our lessons learned, we realize there is still plenty of work to do, in our own squadron, in the community, and in the joint environment. To quote a recent Rotor Review article, “there are aircraft commanders who can trace a drop of fuel through the fuel system but can’t discuss even a single threat with the required precision and detail.” We were as guilty as anyone of focusing mostly on SAR and NATOPS, but we are making progress. We have changed the pilot qualification process, including tactical proficiency and qualification requirements to the H2P and HAC syllabi. We have added a second Seahawk Weapons and Tactics Instructor (SWTI) to our squadron. Finally, we are looking for more opportunities to deploy as a tactical expeditionary unit, as in FORAGER FURy.

As a community, we need to embrace the tactical aspect of the expeditionary mission. The MH-60S is a great platform for SAR and VERTREP, but it can and should do so much more. The rotary-wing community has invested heavily in the MH-60S’s tactical capabilities, and in a constrained fiscal environment, the Navy needs to be utilizing these capabilities to their fullest.

The challenge is to be relevant and utilized appropriately. The platform’s great capabilities are often overlooked. Throughout the exercise, as we described our capabilities and how we could help a particular mission, a Marine would respond with, “you guys can do what? I never knew you could do that!” We



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need to continue to get the message out and continue to demonstrate our capabilities at every opportunity. That means aggressively pursuing joint operations, and being the subject matter experts when we work with other units It means coming up with training plans and opportunities that show nearby units how they can benefit from working with us. It means putting a third or even fourth aircraft on the L-class ships so that we can consistently support a two-ship tactical element while still supporting SAR.

It will always be a challenge to be considered a tactical asset to the ACE, simply because we are organizationally external to the ACE. However, there has never been a better time to integrate the Blue and Green teams. The V-22 is an impressive aircraft, but there are some capabilities that the Marines miss, now that the Phrog is gone. The MH-60S can fill these gaps and more. We can provide a continuous overwatch and Anti-Terrorism / Force Protection (AT/FP) posture from our position in the “D.” We can serve any role in the HVBSS concept. We can be an overland insert/extract platform in any amphibious operation, getting into smaller and more ecologically sensitive landing zones (LZs) than either the H-53 or the Osprey. If the worst should happen, the best SAR asset is right there ready to assist. To be a part of any of these missions, however, we need a section of H-60s to be able to leave the 10nm SAR tether around the ship. That means a minimum of three aircraft, or even four. This is the only way the Marines will come to think of us as a tactical asset rather than simply as “The SAR DET.”



The MH-60R Seahawk may soon add a new forward firing capability to its arsenal. On November 4, 2014 Helicopter Maritime Strike Squadron SEVEN ONE (HSM-71) successfully executed the first Advanced Precision

Kill Weapon System (APKWS) rocket launch in the history of the MH-60R. Following this pioneering test event, HSM-71 launched nine additional APKWS rockets over a five day test period. HSM-71 also expects to be the first HSM squadron to deploy with the APKWS.

The APKWS rocket system, a BAE Systems product, capitalizes on the semi-active laser guidance system and software integration already used by MH-60R for the AGM-114 Hellfire system. The APKWS system incorporates four laser seekers on the wings of the traditional 2.75 inch unguided rockets, adding deadly precision to a tactically light weapon. The result is an increased forward firing weapon stored kills load for the MH-60R with up to 19 rockets per side for a total load of 38 rockets.

In early November, HSM-71 hosted Air Test and Evaluation Squadron ONE (VX-1) from Naval Air Station Patuxent River for a Quick Reaction Assessment (QRA), which is a series of test flights designed to ensure the APKWS system is ready for fleet rollout. The HSM-71 ordnance team skillfully loaded 10 rockets into the LAU-61 G/A Digital Rocket Launchers (DRLs). The test included the live fire of 10 rockets over the course of five test flights against small, fast-moving power boats on the Southern California Offshore Range (SCORE) near San Clemente Island. The cross-functional test team was made up of maintainers, pilots, and aircrew from HSM-71, VX-1, HSM Weapons School Pacific (HSMWSP), and the Naval Strike Air Warfare Center (NSAWC).

Rifle Away! Rockets Appear on the Horizon for the MH-60RArticle and Photors by LCDR Brian Higgins, USN

Demonstrating exceptional teamwork, the involved squadrons and test organizations worked as a combined QRA team for over a month in preparation for the strenuous week of testing. Preparations began in early October with ground training for the ordnance team, pilots, and aircrew in the HSM-71 spaces onboard Naval Air Station North Island, San Diego, California. Using empty rocket pods, the ordnance team practiced loading DRLs onto the aircraft and conducting release and control checks. Aviation Ordnanceman 3rd Class (AO3) Erin Johnson, explained, “The training provided us with valuable knowledge, allowing us to properly execute our mission. It was exciting to learn this new system!” Meanwhile, pilots and aircrew learned and practiced how to manipulate the new software to correctly load and employ the APKWS. Additionally, pilots and aircrew conducted over four hours of simulator training in order to establish and practice the Crew Resource Management (CRM) required to successfully execute the test.

In mid-October, the pilots and aircrew met at VX-1 onboard Naval Air Station Patuxent River to conduct manned simulator and in-flight preparations. The team conducted over 10 hours of simulator preparation, which offered a realistic visual presentation of the full system and

APLWS Rockets loaded in LAU-61 G / A Digital Rocket Launcher on the Left Hand and Right Hand Extended

Pylons on NAS North Is land for QRA Test.


associated software. This allowed the pilots and aircrew to practice end-to-end kill-chain execution. The pilots and aircrew followed the simulators with in-flight preparation in the MH-60R. Conducting over six flight hours in VX-1 aircraft, the test team honed the skills required for system setup, terminal area tactics, and the internal communications that would all need to be flawlessly executed on test day in order for successful data collection. Naval Aircrewman Second Class (AWR2) Wesley Burns, explained, “It was fun and exciting to train to this new advanced weapon system!”

When the test week arrived, the team was ready. On the first live-fire day, the maintenance team already had the APKWS rockets loaded in the Conventional Ammunitions Loading Area (CALA) when the aircrew arrived. The aircraft were ready to go and excitement was in the air. Everyone knew this was an important day for the HSM community. The pilots and aircrew started up the two aircraft, took off, and disappeared over the horizon. Once they were cleared for the first rocket fire, the crew completed their checklist and pushed inbound toward the target. The Airborne Tactical Officer (ATO) called “ready,” the pilot called “set,” and the ATO pressed the release consent button. Seconds later, the first rocket in the history of the MH-60R left the HSM-71 aircraft along with the highly anticipated radio call, “Rifle Away!”

T o p p h o t o : H S M - 7 1 A O G r o u p ( l - r ) A O 2 Chisenhal l , AO1 Alcrazmedina, AO2 Rut land, CWO2 Tweet , AOC Baca, AO2 St reeter, AO3 G r a d y, A O 3 B a r k l e y, A O 3 C h i p r e s . B o t t o m photo: Upclose view of the LAU-61 G / A Digi tal Rocket Launcher on the lef t -hand side.

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The Helos of CVW-8: Leading the Way in Rotary Wing IntegrationArticle and Photo by LT Jonathan “Peepers” Andritsch,USN,

LT Diane “Dory” Kruse, USN, and LT Richard “Oscar” Grant, USN

During the USS George H.W. Bush’s (CVN 77)

maiden cruise of 2011, Carrier Air Wing EIGHT (CVW-8) integrated two helicopter squadrons on board the CVN, as the Navy transitioned from having only HS squadrons in the Carrier Air Wing to incorporating separate HSC and HSM squadrons. Both communities – HSL and HS – had previously deployed mainly aboard CRUDES ships and CVNs respectively, with hardly a need or opportunity to integrate closely.

Initially, the two newly integrated squadrons, the HSC-9 Tridents and HSM-70 Spartans, experienced some growing pains in managing the division of labor on board the carrier. Because of the difference in communities, the squadrons operated with different SOPs, practices, and community mindsets.

Leading up to their second deployment together, the front offices of both HSC-9 and HSM-70 made a commitment to forging a seamless working relationship between the two squadrons. The Trident and Spartan Commanding Officers sat down to discuss procedures, training, and maintenance practices so the two units could align their common practices as much as possible. Creating a cohesive HSM-HSC team would not only provide the Carrier Strike Group (CSG) with an extremely accurate Recognized Maritime Picture (RMP) by taking full advantage of the unique capabilities of each squadron, but would also improve essential High Value Unit (HVU) defense for the CSG.

During the first HSC/HSM deployment on Bush, the Tridents and Spartans made contributions to the

helicopter specific portions of the CVN 77 SOP. However, challenges realized during dual-squadron events, such as Air Wing Fallon Surface-to-Air Counter Tactics (SACT) events and Tailored Ship’s Training Availability (TSTA) and Composite Training Unit Exercise (COMPTUEX) strait transit training flights highlighted the need for standard formation procedures to improve mixed-section proficiency.

Shortly after the start of their 2014 deployment, HSC-9 and HSM-70 created a Formation Flying Memorandum of Agreement (MOA). Drawing upon established NATOPS and Naval Strike and Air Warfare Center’s (NSAWC’s) SEAWOLF formation procedures, the Trident-Spartan MOA clearly delineated s tandard rendezvous al t i tudes and airspeeds, day/night posi t ioning requirements , and inadvertent IMC

CVW-8 hel icopters launch from the f l ight deck of the USS George H.W. Bush (CVN-77)


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and loss of visual contact emergency procedures. With standardized procedures and a proper Operational Risk Management system in place, HSC-9 and HSM-70 began taking advantage of the full potential of dual-ship, mixed-section events.

Expanding upon the Formation Flying MOA, HSC-9 and HSM-70 began briefing Surface Surveillance and Coordination (SSC) flights together in order to further their professional warfighting relationship. Both squadrons provided “Capabilities and Limitations” briefs for their respective platforms. As a result, Trident and Spartan crews learned how to better integrate with each other while conducting their primary mission of Maritime Security Operations in the Fifth Fleet Area of Responsibility (AOR).

Serving as the controlling asset for airborne helicopters with their on board APS-153 Automatic Radar Periscope Detection and Discrimination (ARPDD) system, MH-60R crews passed potential threats and surface contacts to their MH-60S counterparts via bearing and range calls or Link 16 track numbers. HSM-70 relied on HSC-9 to help cover the CVN’s Vital Area expeditiously within the Plane Guard (PG) tether, while the Spartans pushed out further into the Classification, Identification, and Engagement Area. The added capability of Ku-Band HAWKLINK allowed the MH-60R to relay live FLIR footage to the Sea Combat Commander module. Coordinating with the Anti-Surface/Subsurface Tactical Air Controller, crews could provide accurate identification of any potential contacts of interest. Likewise, the Tridents relayed live FLIR video to the ship via ROVER. This greatly expanded the CSG’s situational awareness of any threats rapidly closing on the CSG, and allowed for a more accurate and timely RMP.

Similarly, while planning and conducting six successful Strait of Hormuz (SOH) transits, both the Tridents and Spartans gained familiarity in the warfighting tactics and capabilities of

their sister squadron. Detailed mission debriefs, followed by a consolidation of lessons learned, enhanced the HSC-9/HSM-70 relationship by making each subsequent strait transit a smoother evolution than the last, highlighted by a successful nighttime unscheduled fifth SOH transit with less than 12 hours’ notice to support defensive operations in Iraq.

As a result of the renewed commitment to operational integration, each deployment flight event became a team effort which utilized both HSC-9 and HSM-70 to cover the maritime surface picture and PG requirement simultaneously. This new found synergy reached its apogee in September 2014 during two joint over-water Strike Coordination and Reconnaissance (SCAR) training events with U.S. Army AH-64D Apache gunship helicopters from the 3-159th Attack Reconnaissance Battalion (ARB).

Recently, U.S. Army aviation has worked to enter the Air Operations in Maritime Surface Warfare (AOMSW) fight, and its attack squadrons have expressed an avid interest in learning over-water SCAR tactics from their Navy counterparts. Due to their CSG’s new location in the North Arabian Gulf (NAG), the Tridents and Spartans found themselves in prime position to take part in an historic training event with the 3-159th ARB.

Tasked with teaching the fundamentals of over-water Armed Reconnaissance (AR) Pre-Planned Responses (PPRs) to the Apache crews, the Tridents shared the knowledge and experience they had gained during straits transits while operating as AR assets armed with 2.75” rockets and 20mm M-197 cannons in defense of the CVN against small boat threats. Likewise, the Spartans, as the SCAR Subject Matter Experts (SMEs) of their Carrier Air Wing, passed along their knowledge of controlling multiple sections of helicopters in dynamic AOMSW missions. During a simulated joint Oil Platform (OPLAT) defense mission, a single HSM-70 helicopter acting as the

SCAR controlled a section of Apaches over-water as the Apaches practiced PPRs against several U.S. Coast Guard (USCG) patrol craft simulating moving targets. Focusing on the basics of over-water PPRs, the Apaches worked to incorporate their section tactics during two iterations against the simulated Red Fast Attack Craft. Meanwhile, HSC-9 provided one helicopter on station to conduct dry fire 20mm and rocket strafe engagements after the SCAR handed off the simulated targets to the Tridents.

The second part of the two-flight training event involved a USCG ship dropping several Killer Tomato targets during a joint live-fire exercise by the Apaches, Tridents, and Spartans. Once the Spartan aircraft had cleared the over-water range, a section of 3-159th Apaches engaged the targets with multiple attack runs. In their first-ever over-water live-fire event, each Apache from the 3-159th ARB expended 38 Flechette rockets and 300 rounds of 30mm cannon with devastating effects on the targets. Once the Apaches called “out” from their engagements, the Trident aircraft rolled in for two successive 20mm strafe engagements, expending all 300 rounds.

After the mission debriefs and sharing of lessons learned, all three squadrons concluded that the event was a very successful and beneficial training opportunity for everyone involved. In the process of mission planning, briefing, and debriefing these over-water events, HSC-9 and the 3-159th ARB realized they shared many tactical similarities with regard to rocket and strafe employment. The Apache live-fire event was designed to integrate Army units to counter the growing Fast Attack Craft threat. The Tridents’ and Spartans’ dedicated commitment to creating a cohesive warfighting team proved Army helicopters are a viable asset in dynamic over-water AOMSW events. HSC-9 and HSM-70 continue to lead their respective communities toward tactical excellence, and they are paving the way for future advancements in rotary wing integration.


The Fleet Returns To NAS Whiting Field 2014 Fleet Fly-In Recap Article and Photos by LT Patrick Salvitti, USN

On October 23, 2014, the fleet came roaring back to NAS Whiting Field in Milton Florida for this year’s CNATRA Gulf Coast Fleet Fly-In and NHA Fall Join-Up. Thanks for the strong support from the fleet squadrons around the country, and our industry partners.

This year’s event was a smashing success!

TRAWINGFIVE welcomed 20 aircraft from Navy, Marine Corps and Coast Guard squadrons, as well as our civilian industry partners. Twelve naval helicopter squadron and units made it all possible by flying in aircraft into NAS Whiting Field and providing orientation flights to the Student Naval Aviators currently in training at HT-8, HT-18, and HT-28.

The following is a list all the units sent aircraft to the 25th Annual CNTRA Gulf Coast Fleet Fly-In:

HMHT-302 • All HSC Squadrons • All HSC Squadrons HM-14 • Coast Guard ATC Mobile

Highlights From This Year’s Event:

Opening Remarks:Col Gary A. Kling, Commodore, TRAWING

FIVE delivered his opening remarks to a packed house in Sykes Hall on Wednesday October 29th. Over 200 student Naval Aviators, Instructors, Fleet Aircrew and Industry Reps were in attendance to hear the Commodore discuss the future of Naval Aviation training, and the importance of professional organizations like NHA.



Feature

Helicopter Skills Competition:

NAS Whiting Field, TRAWING Five and the HT squadrons conducted a helicopter skills competition on South Whiting Field’s runway 14/32. The competition featured one pilot from each of the HT squadrons, performing a series of skilled flight maneuvers: including autorotations to a zone, external load drops to a target, quick-stops at low altitude, and popping water balloons with the aircraft skids. Participants in the event were LT Nate Noyes (HT-8), LT Dewey Lawson (HT-18) and LT Bill Teal (HT-28). LT Noyes reigned supreme as the victor, and brought the coveted trophy home to HT-8. Special thanks to all this year’s participants, event organizers and safety observers for making this such a successful and fun event.

LT Nate Noyes moves into position to pop water balloons on the taxiway, as safety observers look on.

Student Indoctrination Flights:Student Naval Aviators had the opportunity to take the controls and fly their prospective Navy, Marine Corps, and Coast

Guard helicopters during the Fly-In. Along with fleet HACs, the students each got to take a few laps in the pattern at NOLF Santa Rosa, Harold or Choctaw, and even practice a little SAR over Pensacola’s East Bay. Special thanks to the fleet squadrons and their aircrew for giving the HT students the opportunity to “test drive” their future fleet aircraft. Ideally the student indoctrination flights

serve to help students decide which platform they will pursue when they earn their wings and move on to the Fleet.

Flight crews and students prepare to spin-up their aircraft and launch to the OLFs. Pictured from (l-r) a Marine UH-1 from HMLA-733 (New Orleans), a Navy H-53 from HM-14 (Norfork) and a Marine CH-53E from HMHT-302 (New River).

Flight crewmembers show off their UH-1 to Student Naval Aviators and Aircrewman before turning-up to fly orientation flights.


Senior Officer Panel:

C o l G a r y A . K l i n g , Commodore, TRAWING FIVE moderated a one-hour discussion amongst Fleet Commodores, Student Naval Aviators, Instructors, and Fleet Aircrew. The open forum covered a wide range of topics concerning the current and future status of naval air forces. Thanks to all attendees for making this year’s event a productive and dynamic discussion; particularly the panel participants.

(l-r) CAPT Michael Steffen, Commander Naval Air Force Reserve, CAPT Todd Flannery, Commander, Helicopter Sea Combat Wing Atlantic, CAPT Clayton Conley, Commander, Helicopter Maritime Strike Wing Atlantic, Col Eric Buer, Commander MATSG-21, CAPT Larry Vincent, Commander, Helicopter Sea Combat Wing Pacific, CAPT Shawn Malone, Commander, Helicopter Maritime Strike Wing Pacific, and CAPT Timothy McGuire, Coast Guard Liaison Officer.

Community Briefings:Fleet aircrews were invited to

deliver briefs featuring their community, their airframe and the various missions they perform in the fleet. A full house at Sykes Hall watched the presentations, enjoyed videos from training and combat operations, and participated in a question-and-answer forum; all of which will serve to inform the students’ decision on platform and community when they earn their wings.

Special thanks to LT Jeremy Cappalo (HSC-3), LT Dave Thomas (HSM-41) and LT Andrew Countiss (HM-14) for preparing and delivering dynamic platform/community briefings.

Industry ParticipationSykes Hall hosted this year’s

industry forum, which gave students and instructors alike the chance to interact with our private sector counterparts, and exchange knowledge on the latest technology, innovation, and trends in the helicopter industry. Special thanks to over 25 sponsors for contributing their time, resources and aircraft to make this year’s event the most robust Fleet Fly-In to date. In addition to setting up display booths and speaking with TRAWING Five personnel, they flew-in five civilian aircraft for static displays and orientation flights: Bell 406GX, Agusta-Westland AW119, Airbus Helicopter EC135, and Airbus Helicopter AS350.

Representatives from Agusta-Westlund discuss the AW119 with TRAWING Five students, instructors and fleet aviators.

LT Andrew Countiss (HM-14) discusses the H-53


Feature

Social/Recreational Events:

SNA’s, Instructors, Industry, Fleet Pilots, and other spectators view the Student Flight Indoctrination on the flightline. Photo taken by LT Robin Dirickson, USN

SNA’s, Industry, and Fleet Pilots attended the welcome barbeque.


The NHA Fall Join-up featured a host of reunion events, which provided an opportunity for fleet aviators to catch-up with old friends and talk informally to the next generation of Naval Aviators and Aircrewmen. Participants had the chance to take advantage of barbeques, a ready room crawl through the HT squadron wardrooms, a golf outing, a 5K fun run, and a NHA Members’ Reunion at the Fish House.




PLAN FOR THESE EXCITING 2015 EVENTSMembers Reunion on the USS MIDWAY•

Aircrew Competition•

Panel of SAR Rescues – “There I Was”•

Padres Game at Petco Park•

5K FUN RUN•

HC/H-46 Sea Knight“Phrog” Reunion•

Captains of Industry Panel•

Flag Panel•

Riverwalk Golf Tournament•

Chuck Aaron Helicopter Flight Demonstration•

Reunions, • Reception, & Sundown Ceremony for SH-60B

SH-60B Sundown Ceremony•

...and so much more!!!

BOOK YOUR ROOM NOWTo Make Hotel Reservations at TOWN & COUNTRY RESORTGo ONLINE to https://resweb.passkey.com/go/nhasymposiumCall “Reservations” at 1-800-772-8527Please remember to mention that you are with the NHA Group!

REGISTRATION BOOTH and EXHIBIT HALL HoursRegistration Booth will be open 0730, May 12-13, 2015 EXHIBIT HALL HOURS: Tuesday, 12 May 0730-1530 Wednesday, 13 May 0730-1600 Thursday, 14 May 0730-1700



NHA Symposium 2015 Schedule of EventsTown & Country Resort and Convention Center, May 11 - 15, 2015

Preliminary ScheduleMonday, 11 May0900 - 1500 HC / H-46 Sea Knight “Phrog” Reunion : HSC-3 & HSC-21 Open House1300 Exhibitor Booth Setup 1300 - 1500 HSM-41 Open House 1530 SH-60B Sundown Ceremony 1700 SH-60B Sundown Ceremony and Symposium Welcome Reception - I BarTuesday, 12 May 0800-0830 Opening Ceremonies 0830-1015 Keynote Address – SECNAV (Invited) 1030-1130 Safety Symposium – RDML Chris Murray (Invited) 1130-1200 Awards Roll Call 1200-1330 Awards Luncheon 1345-1445 CNAP Readiness Brief – CAPT Jeff Hutchinson (Invited) 1445-1545 PERS - 43 Brief 1445-1545 Aircrew Panel (AW Detailer, ECM, CNAP, AWCM, SAR MM) 1545-1700 Detailer Breakout Groups – (Aircrew and PERS) 1800-2230 Members Reunion – USS MIDWAY Museum / Flight Demonstration by Red Bull Helicopter Wednesday, 13 May 0700 Director/Trustee Breakfast Meeting 0730 Aircrew Competition 0800-0900 LCS Panel – PEO (A) (Invited, PMA-266, LCSRON, PEO LCS, Commodores) 0900-1030 Commodore’s Panel / Community Updates 1045-1200 Chuck Aaron - Red Bull Aerobatic Helicopter Pilot 1200-1300 Exhibit Hall Luncheon1300-1430 Enlisted Matters Panel TBD Helicopter Officers Spouse’s Club (HOSC) Luncheon - Coronado Yacht Club1430-1600 Panel of Actual SAR Rescues – “There I Was!” 1600-1700 Higher Education Brief – (Doctorate, Masters, JPME, NPS, etc.) 1900 Downtown / Gaslamp Event Thursday, 14 May0700 5K Fun Run 0630-0800 ESC (by invitation only) 0800-0900 CVW VTC HSM-73/HSC - 15 VTC Cruise Update 0900-1000 Pete Carroll Seattle Seahawks Head Coach (Invited) 1015-1215 Captains of Industry Panel 1230 Exhibit Hall Luncheon 1330-1530 Flag Panel 1530-1700 Team Seahawk Reception 1700 Exhibit Hall Tear Down1905 A Night at PETCO Park – San Diego Padres vs. Washington Nationals Friday, 15 May0730-1300 Riverwalk Golf Tournament1300 Sports BBQ/Awards Ceremony

ONLINE REGISTRATION OPENING SOONVisit www.navalhelicopterassn.org for more details. **Anyone with leads concerning a company or individual that would like to exhibit at the 2015 Symposium please contact Bill Personius at [email protected] or 619-435-7139.




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Focus Introduction by LT Ryan Yonkman, USN

lways operating in a dynamic stateside and

deployed environment, the naval helicopter

community must continually adapt to better

serve our nation by way of changing mission sets and threat

levels. As our community continues to adopt and develop our

tactical doctrine to support the fleet, we must never lose

sight of our need to execute the one mission that is shared

among Coast Guard, Navy, and Marine Corps helicopters alike:

Search and Rescue (SAR). Igor Sikorsky said it best in his

famous quote, “If you are in trouble anywhere in the world, an

airplane can fly over and drop flowers, but a helicopter can

land and save your life.” The only way to ensure those words

ring true is to continue to make time to practice and refine

our SAR capabilities. No matter the mission, no matter the

location, we must always be SAR-capable.


he purpose of the Chief of Naval Operations’ Search and Rescue

Model Manager (SARMM) office is to promote and maintain standardization of search and rescue (SAR) procedures, equipment, and techniques within the U.S. Naval Forces. The SARMM office is comprised of officer and enlisted experts from the aviation and surface communities. Aviation evaluations are conducted by teams from each coast, with Helicopter Sea Combat Squadron THREE (HSC-3) and SARMM providing personnel for the Commander, Naval Air Forces Pacific (CNAP), while Helicopter Maritime Strike Squadron FOUR ZERO (HSM-40) providing personnel for the Commander, Naval Air Forces Atlantic (CNAL). Aviation SAR units are required to be evaluated every twelve to eighteen months by the SAR evaluators.

As a Fleet Replacement Squadron (FRS) Instructor Pilot at HSC-3, I attempt to imbue the basics of SAR for individual Replacement Pilots to take to the Fleet. As a CNAP SAR evaluator, I am part of a team that assesses all aspects of a unit’s SAR program during week-long evaluations. Evaluations include written tests, medical scenarios, administrative records review, and an evaluation flight during which a crew executes simulated maritime and overland SAR exercises. We frequently walk away from an evaluation with best practices that we can use to improve products for the Fleet. All evaluations, but specifically those conducted at Naval Air Station SAR units, become an education for evaluators as we are exposed to innovative procedures and techniques that most Navy helicopter crews never experience. A recent NAS Whidbey Island (NASWI) SAR unit evaluation did not disappoint.


Focus

Article by LT Philip Pretzinger, USN

In July 2014, the CNAP SAR evaluation team was conducting NASWI SAR’s annual evaluation. The NASWI SAR unit is currently one of three Navy inland units that is certified to provide high altitude SAR capability. NASWI SAR provides organic assets for Navy fixed wing aircraft operating out of Ault Field and also regularly conducts civilian rescues in the local area. As of October, the unit has launched 28 times and has saved 42 lives in 2014. Notable rescues over the course of the past year include several during the Oso Mudslides and the night rescue of a climber at 9,000’ off of Mount Stuart in the Cascades.

With the evaluation completed and debriefed, NASWI provided a proficiency and currency flight for both a NASWI SAR crew and CNAP evaluator team in rappel and high altitude operations. The flight also served to expose the evaluators to the unique operating environment of the Pacific Northwest. On 24 July 2014, Firewood 75 launched for practice rappel evolutions in the nearby training area. After completing initial requirements, the crew proceeded to the North Cascades for high altitude landing zone (LZ) operations. Before reaching the working area, Whidbey Approach controllers directed Firewood 75 to contact NASWI base for a potential rescue assignment. NASWI base personnel relayed information that nine kayakers, including two college-aged instructors and seven children, were stranded east of the Deception Pass Bridge, near Fidalgo Island. The group was participating in a kayaking day trip when the weather deteriorated, producing high winds and rough seas. One of the instructor’s kayaks flipped and as the other instructor attempted to help right the overturned kayak, they became separated from the children. The strong current pushed the two groups into separate coves,

SAR Swimmers are pul led into MH-60F Seahawk after a day of t ra in ing in the Yokosuka Harbor in Japan. Photo by MC3 Jarod Hodge, USN

isolating the children from the instructors. Once ashore, one of the instructors used a VHF-FM radio to contact the U.S. Coast Guard, which then notified NASWI.

Upon notification, the aircraft commander, LCDR David Waner, directed Firewood 75 back to NASWI. After dropping off three CNAP evaluators and picking up an additional swimmer, AWS2 Adam Trump, and a SAR Medical Technician (SMT), HM2 Alexander Nguyen, Firewood 75 “bustered” to the survivor’s location. On scene, the crew found Coast Guard Helicopter 97 (CG97) in a hover over the survivors. LCDR Waner made contact with CG97 and discovered that they did not have a rescue swimmer, as they were diverted from an instrument training event. CG97 immediately maneuvered clear and stood off to provide support. With a clear view of the situation, the crew found six of the children getting tossed by the rough sea. Their kayaks stuck in a kelp bed. The

remaining child had made his way ashore to the beach of a small cove nearby and was waving to our helicopter. The two adult instructors were also ashore, approximately two hundred yards away, but in a different cove separated by a 150’ sheer cliff face and rough seas. The two groups were clearly unaware of the other’s location or condition.

At the controls, the Crew Chief, AWS1 Jesse Peterson, directed me to a hovering position near the group of six children in their kayaks. Our Rescue Swimmer, AWS2 Corey Hedges, entered the water via hoist and immediately swam to make contact with the kayakers. He pulled two clear of the kelp bed and swam to open water. Our Crew Chief lowered AWS2 Trump with the rescue basket to assist. AWS2 Hedges directed the two children to ditch their kayaks and positioned them for recovery via basket. It was becoming apparent that a combination of rotor wash, high winds, and strong current was pushing the swimmers

Focus



and survivors dangerously close to the sheer cliffs. Recognizing the potentially unsafe situation, AWS2 Hedges and AWS2 Trump quickly loaded the children into the basket and swam away from the cliffs to the remaining kayakers. Once the two children were in our cabin, HM2 Nguyen and HM1 Thomas Walsh, the CNAP SMT evaluator, assessed them for injuries.

AWS2 Hedges and AWS2 Trump determined that the remaining kayakers were too frozen with fear to attempt ditching and swimming ashore through the kelp bed. With our intention to keep all swimmers and survivors away from the cliffs, the crew of Firewood 75 decided to use the MH-60S’s powerful rotor wash to push the kayakers ashore. The children eventually tumbled on to the small beach and the two Rescue Swimmers gathered everyone together. AWS1 Peterson verbally controlled the helicopter to a 40’ hover over the inlet’s beach and near the sheer cliffs, with approximately one rotor diameter clearance from the twelve to three o’clock positions. Our crew recovered the children and AWS2 Hedges using the rescue basket. Once inside the aircraft, the fear that once paralyzed the children in their kayaks all but vanished, as excited screams were heard and numerous “selfies” were taken.

The aircraft’s cabin was approaching maximum capacity upon recovering all seven children. As a result, LCDR Waner coordinated with CG97 to recover AWS2 Trump via rescue basket and deploy him as their own rescue swimmer to recover the remaining survivors. After CG97 recovered the two adult instructors and AWS2 Trump, Firewood 75 flew eighteen miles to deliver the seven children, HM1 Walsh, and HM2 Nguyen to Whidbey General Hospital. CG97 dropped off the two instructors and departed the hospital with HM1 Walsh and HM2 Nguyen. The total elapsed time between our swimmer’s deployment to CG97’s landing at Whidbey General was 45 minutes. All survivors were in good condition with mild hypothermia. CG97 followed Firewood 75 to NASWI to shut down for fuel and both crews were able to meet in person and exchange congratulations and discuss lessons learned.

I attribute much of the efficiency and success of the rescue to standardization, something to which all naval aviators strive. The common training and joint understanding between the NASWI SAR and Coast Guard crews allowed for an effective use and transfer of resources. Adherence to standardized procedures gave the NASWI SAR personnel the confidence to keep me, a guest flyer, in the aircraft for a timely arrival on scene and ensuing rescue. As a result, nine people were able to return to their families that night, albeit after a wet, cold, and exhilarating helicopter ride. Needless to say, NASWI SAR blew the evaluation out of the water and I felt lucky and privileged to be a part of the rescue. So Others May Live.

LT Pretzinger is a CNAP SAR Evaluator attached to Helicopter Sea Combat Squadron THREE (HSC-3)



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Another Life Saved Thanks to PLBs

Article by LCDR Shana Donaldson, USCG


Focus

Photo on the left: A Coast Guard “SAR Warrior” vest with PLB. Photo above: The Coast Guard aircrew with “Mike” and his family.

Coast Guard Air Facility Muskegon is located on the eastern shores of Lake Michigan, just north of Grand Haven, Michigan. Coast

Guard Air Station Detroit provides support for the facility 24 hours per day, seven days a week, starting Memorial Day weekend and closing the day after Labor Day. Deployments to the “Airfac” typically run two weeks at a time, during which crews stand a “24 hour on, 24 hour off” shift. During these deployments, we fly quite a bit conducting training flights, patrols, and often getting launched for Search and Rescue (SAR) cases. Typical summertime SAR in the Ninth Coast Guard District consists of flare sightings, unmanned/adrift vessels, and overdue mariners.

This was our last day of standing the watch at Air Facility Muskegon. It was September 1st, Labor Day, and my crew was tired from a busy deployment. We were launched late the night before for a report of a red flare and had returned to our duty crew apartments around 0300. We all envisioned sleeping until the late morning, handing over the watch to the next crew, and starting the four hour drive back home to our families.

It was nearly 0900 when I heard the duty cell phone ring. My Aircraft Commander was on the phone for a minute or two so I knew a case was beginning. The initial report from the SAR controller was for a possible person in the water in Lake Michigan, somewhere between Milwaukee, WI and Grand Haven, MI. Lake Michigan is nearly 100 miles across – we were launching to search for a needle in a haystack. I had nearly six hours of sleep but was still groggy as I got out of bed and put on my flight suit. We contacted our Flight Mechanic and Rescue Swimmer, met at the car, and proceeded to the airport.

As we drove to the airport we called the SAR controller to gather more information and develop a search plan. As is often the case with SAR launches, the initial information passed was inaccurate. We learned that we were actually launching for an adult male attempting to cross Lake Michigan solo in a 16’ red or white kayak. The kayaker had not only filed a float plan with his family, but had procured and registered a Personal Locator Beacon (PLB). He activated the emergency distress feature of the device around 20

minutes prior to our receiving the call on the duty phone. This case was turning out to be a legitimate SAR case. Our excitement was brewing.

The weather was worsening over the course of our duty period; the ceilings were falling and the winds were steadily strengthening. As soon as we flew “feet wet” over Lake Michigan, the weather steadily deteriorated. We were soon flying under 200’ overcast ceilings with visibility less than two miles through fog. Winds were steady from the South at 20 knots gusting to nearly 30 knots. Seas were choppy at nearly 10’. We pulled maximum power during the transit as we proceeded to the last known position approximately 30 nautical miles due west of the Muskegon airport.

We arrived to the search area within 15 minutes and immediately began a vigilant lookout for our kayaker in distress. Within 10 minutes of commencing our search pattern, the Aircraft Commander in right seat calmly stated that he had a kayak in sight and asked me to mark the position on our GPS. Within an hour of his activating the distress beacon, his rescue helicopter was overhead.

The Coast Guard’s MH-65 Dolphin helicopter is highly maneuverable but, unfortunately, is somewhat power-limited. In my past days as an H-60 driver, we could immediately swoop in to save the day, rarely


to launch the appropriate SAR assets. When PLBs are properly registered, SAR teams are provided amplifying information about the owner, allowing them to contact the owner or other designated persons to quickly determine if the distress signal is legitimate. When a SAR asset arrives on scene, the same beacon (depending on the model) provides a homing capability on 121.5 MHz and broadcasts its current GPS coordinates to rescuers (depending on the type of device). The Dolphin is able to receive the GPS coordinates directly from capable PLBs.

For the rest of the duty day, my crew was basking in the accomplishment of a successful mission. We returned a lost kayaker to his family within a relatively short timeframe. Truth be told, though, the search and rescue was straight forward, thanks to the distressed kayaker’s PLB. By filing a float plan and carrying and activating his PLB as soon as he recognized his extremis, Matt essentially saved himself. Without his filed plan and his PLB, his recovery might have lasted hours or longer. Another life saved thanks to the power of a PLB.

thinking twice about hovering at max gross weight. But alas, this is not the case in the mighty Dolphin. We only burned down 250 pounds of fuel during the transit to our survivor and therefore were still above our weight limit for prolonged hovering operations. After quickly calculating performance capabilities, we proceeded to a safe position to jettison fuel in order to reduce the gross weight of the aircraft.

A few minutes later, we were back on scene with our lone kayaker getting tossed around by the choppy seas. We hoisted our Rescue Swimmer to the survivor, authenticated the survivor to ensure he was the kayaker in distress, recovered a very exhausted, extremely cold, and moderately

seasick survivor. We departed towards Muskegon airport where Matt’s family and Emergency Medical Service providers would be waiting.

So what exactly is a PLB and how does it work? A PLB can be thought of as a miniature and personalized Emergency Position Indicating Radio Beacon (EPIRB) or Emergency Locator Transmitter (ELT), which are commonly found in the boating and aviation communities, respectively. It is typically the size of a small cell phone, and can be purchased at any sporting goods store or online inexpensively – usually less than $400. When activated, it functions by sending out a distress signal on the 406

MHz frequency which is picked up by a series of satellites. These satellites relay the information to a network of ground stations which determine the location of the distress signal. The information is then relayed by way of a National Mission Control Center to the appropriate Rescue Coordination Center (RCC). The RCC contacts the SAR asset controller for the area of responsibility in order

Photo above (left to right): AST3 Nate Feske-Wood, AET2 Ashlee Leppert, “Mike,” and LCDR Shana Donaldson. Photo on the left: A Personal Locator Beacon c a r r i e d in the standard Coast Guard aircrew vest.


Is Hoisting a Lost Art?

Article by AWSCS Robert Kershaw, USN

A few months into my first tour, one of my mentors (we called them Sea Daddies back then) told me, “a good crew chief

is known for his hoisting ability.” That statement was true back then and is still true today. Whether hoisting mail and passengers to a submarine, a MEDEVAC litter from a fishing vessel, or plucking a survivor from 25 foot seas via direct deployment, the ability of the Crew Chief to direct the pilots into position, manage the cable and place the rescue hook (or rescue device) within an arms reach of the swimmer or survivor is a hallmark characteristic of a competent helicopter Crew Chief.

Focus



In the past ten years, the naval helicopter community has experienced 19 incidents warranting Hazard Reports (HAZREPs) and three mishaps due to poor front-to-back Crew Resource Management (CRM), poor rescue hoist cable management, and procedural mistakes. Furthermore, the Commander, Naval Air Forces Pacific (CNAP) Search and Rescue (SAR) Evaluation team has noticed a recent uptick in hoist-related discrepancies during annual unit SAR evaluations. Specifically, discrepancies including procedural errors, poor cable management, and the over correction of flight control inputs have been documented on 65 percent of the SAR evaluation flights conducted in 2013 and 2014. These disturbing trends are not unique to the Navy’s HSM or HSC communities, but rather are common throughout the rotary wing community. Senior aircrew leaders now find themselves asking, “Is hoisting a lost art?”

You may first ask, “How can hoisting be an art?” Fundamentally, a hoisting evolution is simply a number of steps that are

completed in a specific order. For example, while the pilot holds a steady hover, the Crew Chief requests permission to lower the hoist. The pilot then grants permission and the Crew Chief lowers the hoist cable. The Rescue Swimmer “hooks up” the survivor and signals the Crew Chief, who in turn raises the hoist. The art of this process is the Crew Chief’s ability to control the hoist with finesse to slowly take slack out of the cable and verbally control the aircraft (or using the Crew Hover controls) directly and precisely over the survivor to prevent large cable oscillations. The skill in the evolution is all about knowing how each rescue device “flies” in the rotor wash and one’s ability to anticipate the survivor’s movement based on wave action and rotor wash. It’s being able to minimize the time a survivor spends in the rotor wash and using aircraft movement to assist the swimmer to keep tension on the trail line. In short, the art of hoisting is the blending of CRM, technique and experience, all

while operating within governing hoisting procedures and limitations.

I do not believe that hoisting is a lost art. But, as evidenced by the number of HAZREPs, mishaps, and current SAR evaluation trends, I do believe our community’s hoisting skills have atrophied. The question of, “Why?,” is not as important as, “How?”

How do we revive the art of hoisting? Hoisting is a perishable skill, and if the SAR community wants to reduce the number of “crew-preventable” hoisting errors, we need to reinvigorate live hoist training. Currently, OPNAV Instruction 3130.6E (Naval Search and Rescue Standardization Program) requires all hoist operators to conduct rescue device proficiency training twice per year and direct deployment training annually. Due to a host of issues (e.g. unit OPTEMPO, flight hour funding, aircraft availability), rescue device proficiency training is too often completed from a static aircraft. While this technically satisfies the currency

Navy search and rescue (SAR) student swimmers ascend up a rescue winch attached to an MH-60S Seahawk helicopter assigned to the Dragon Masters Aviation Unit at Naval Surface Warfare Center Panama City Division during a SAR training exercise.

(U.S. Navy photo by Mass Communication Specialist 2nd Class Kevin B. Gray/Released)


requirement, it does a disservice to the crew and the community as a whole by not affording hoist operators the opportunity to practice cable/trail line management, front-to-back CRM skills (e.g. aircraft positioning relative to swimmer/survivor, drift recognition and correction), and hoisting a rescue device to a precise spot.

The first step in reversing the degradation of aircrew hoisting skills is to stop simulating hoists during SAR training and start deploying and recovering rescue personnel and equipment. All too often, SAR crews are logging a completed SAR Exercise (SAREX) by flying a windline rescue pattern and rehearsing the SAR script

without ever utilizing the rescue hoist. In addition to annual and quarterly SAR training flights, the Seahawk Weapons and Tactics Program (SWTP) allows for flight events (specifically, Personnel Recovery and Special Operations Forces support) that incorporate hoisting requirements. It is important that these opportunities are used for crews to practice this critical skill. The second step in reviving the art of hoisting is to evaluate the current currency requirements. But, this can only occur after the community has embraced actual hoisting as a standard. Then, and only then, can we determine if the current requirements are adequate to prepare our SAR crews to safely execute

hoist operations in all operational environments.

The hallmark characteristic of not just the Crew Chief, but the entire SAR crew, is precise and rapid lowering of a rescue device within arms-reach of the rescue swimmer and survivor. It is imperative for the naval rotary wing community to revive the art of hoisting, before it is lost. The ability or inability of a crew to perform this task can be the difference between effecting a successful rescue or attending a memorial service for a lost shipmate.

Senior Chief Kershaw is a CNAP SAR Evaluator attached to Helicopter Sea Combat Squadron THREE (HSC-3)

Trapped OvernightArticle by LT Adam Laakso, USN

Thirty miles in length and twelve miles at its widest,

the island of Guam sounds like a small place. Indeed, Guam has barely more than a tenth of Rhode Island’s surface area. However, for as confined as this island may appear, there tends to be no shortage of trails on which for hikers to get lost or reefs on which for swimmers and boats to become stuck. The island provides numerous opportunities for locals and tourists alike to go adventuring for a day, but when the wrong combination of hazards present themselves, a day of fun can turn into distress. It is for these reasons that Helicopter Sea Combat Squadron TWO FIVE (HSC-25) maintains a 24-hour SAR/MEDEVAC posture, supporting U.S. Coast Guard Sector Guam. Likewise, it was for these reasons that on the night of April 16th, 2014 and the following day, HSC-25 was asked by the Coast Guard and Guam Fire and Rescue (GFR) to support in the search for two missing hikers, a mother and her daughter.

The hikers, originally in a group of seven, began their hike earlier that day on the popular Tarzan trail. The

trail itself, not considered as rigorous as others found on the island, begins 400 feet above sea level and serpentines down into a densely forested valley running east to west. The ylig River is found at its base. Along the hike, a ziploc bag containing car keys and cell phones was lost and two of the hikers decided to double back to search for the missing bag. By 2216, HSC-25 received the SAR request from Sector Guam and relayed the information to Knightrider 02 and Knightrider 06, two of HSC-25’s MH-60Ss which were conducting Special Operations Forces Unit Level Training nearby. With clearance received from HSC-25’s Commanding Officer, the section transitioned to the overland search effort, but after two hours of dedicated search, the section returned to base with no sighting.

Arriving at the SDO desk the following morning, I was informed of the situation. GFR was on scene conducting an on-foot search down into the valley and USCG Sector Guam relayed a description of the hikers and position coordinates at which to start our initial search. Our crew began our mission brief with particular emphasis dedicated towards overland SAR procedures and

mapping out how we would conduct the search pattern. Once finished, we met downstairs, inspected our gear, and proceeded out to the aircraft to conduct our preflight inspection, engage rotors, and launch.

By 0900, Knightrider 08 was on-scene and communicating with USCG Sector Guam. Beginning at our provided datum, our crew initiated a search displaced on the northern side of the river varying altitude from 100-200 feet, keeping our airspeed above translational lift. The dense terrain below nececitated a slow search speed. Below us, teams of searchers were busy trekking along all the visible trails in the area. We noticed GFR trucks parked at various trailheads. As we progressed down the valley, the density of the canopy presented a challenge for everyone in the crew, each person taking advantage of the sporadic openings that allowed for brief glimpses of the jungle floor below. At approximately 1140, the crew discovered a popped Pressure Differential Indicator (PDI) on our main transmission module. Having no luck with the search thus far, we returned to base and shut down to faciliate the inspection and replacement of our

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(Left to Right) LT Adam Laakso, LT James Aguirre, AWS2 Kevin Harvey, HM1 Paul Burden, AWS1 Chris Means

transmission filter. Enroute coordination with our SDO allowed our crew to hotseat into a spinning back-up.

With the aircraft spinning in the chocks, helmet bags restocked with water and snacks, the crew took a minute or two to evaluate our fatigue and determined that everyone was willing and able to continue the search. At 1240 we were back on-scene, however this time we took the river directly below us, placing more emphasis on scanning the recessed areas lining the valley. Fifteen minutes passed by and we had reached the search area boundary. After no more than 30 seconds on our reverse course, our Rescue Swimmer, AWS2 Kevin Harvey, yelled out “Hey sir, I’ve got a white shirt 3 o’clock low.” Tucked into an alcove along the valley, our two survivors huddled together. Initiating an orbit over the location, both pilots gained sight of the survivors and the crew began to generate a game plan for our approach over the zone. Trees 40’ tal lined a U-shaped alcove opening into the valley before it. I relayed to GFR that we located two hikers matching the description of those missing and that we were in the process of evaluating the zone.

Our crew had a decision to make – lower our swimmer to recover the survivors via hoist, or remain overhead to provide a talk on to GFR. The hazards associated with a hoist recovery were clear. The helicopter was to be surrounded by trees, thus introducing the risk of mishap should we inadvertantly drift into the terran. However, we evaluated possible controls to be put in place: a higher hover altitude and retaining our corpsman on board to assist in maintaining a stable hover position. Our alternative to guide the GFR rescuers through the jungle brought with it too severe of unknowns. First, our survivors’ condition might be critical. Second, talking the GFR rescuers through the jungle terrain might take hours. Their trek to the rescue site might last longer than our fuel on board. Our crew decided to execute the hoist recovery.

With winds and our escape path off the nose, we arrived in a high, 80 foot hover over the zone. Clearing the aircraft, our Crew Chief, AWS1 Chris

Means, verbally controlled the aircraft down to a 60 foot hover. Hover checks completed and our Rescue Swimmer standing by, AWS1 Means hoisted AWS2 Harvey down to the zone SAR Corpsman, HM1 Paul Burden, remained on board to assist in clearing the aircraft. Within 5 minutes, we hoisted AWS2 Harvey with the 11-year-old girl. While our corpsman assessed the girl’s condition, AWS1 means lowered AWS2 Harvey to recover the remaining survivor. In the cockpit, the pilots provided situation updates to Sector Guam and GFR.

As I scanned the area around the helicopter, I noticed a gathering of between four and five golfers on the 6th hole at the popular Leo Palace Resort, no more than a half mile off our nose. The golfers’ eyes were fixed on the rescue in progress. The golfers’ proximity to the stranded hikers struck me as peculiarly close, but before much time could be spent pondering the unessential, my Crew Chief informed us that the final survivor was halfway up on the hoist. By 1320, our crew had both survivors aboard and the our crew shifted their efforts toward treating any observed


injuries while the pilots focused on an expeditious transit to Naval Hospital Guam. Fatigued and dehydrated, the mother recounted their struggles during the night while Knightrider 06 made the five-minute journey northbound to the hospital landing pad. Upon arrival, medical personnel escorted the survivors out of the helicopter and into an ambulance.

During our mission debrief, our crew identified some important lessons learned. Despite our familiarity with the terrain, our distinguishing a small white piece of clothing from

the surrounding dense jungle was a challenge that should be a part of SAR training missions. Another debrief point concerned the proximity of the rescue site to civilization. The golf course was only half of a mile north of the site, and it was busy with patrons. We concluded that aircrews should not discount the potential for survivors to hole up in locations close to nearby populated areas, as survivors might be unaware of the nearby populace due to the thick jungle canopy. Finally, we scrutinized our decision to execute the rescue. Had conditions been different – be it a more

hazardous zone for hovering, power limitations, or excessive density altitudes – the best option for our crew would have been to remain overhead and relay the coordinates to GFR, allowing them to walk the survivors out of the jungle. As the conditions were, we agreed that our decision was wise. This mission serves as another example when naval helicopter crews can stand proud that we are a moment away from rescuing a mother and daughter from a potentially fatal situation.

Expect the UnexpectedArticle by LT John McCain, USN

Expect the unexpected is the well-earned and well-respected mantra of just about every individual stationed in Guam. This mantra proves useful not only in the aviation community, but also everyday life.

Unpredictable weather patterns, rugged jungle terrain, vast open ocean areas, treacherous reefs encircling the island; these are just a few of the conditions that lead to difficult flying conditions and that complicate da-to-day life in just about every way imaginable. Guam is known for the number of helicopter rescues conducted annually. The majority of rescues are attributable to visitors’ unfamiliarity with the island’s harsh conditions, specifically with regards to the ocean. Every pilot and aircrewman of Helicopter Sea Combat Squadron TWO FIVE (HSC-25) who operated in the Marianas has a healthy dose of respect for the local area, and prepares for every flight as if they were expecting a rescue call, awaiting the Pavlovian command, “Automatic approach checklist, crew rig for rescue.”

The afternoon of February 13th, 2014 was no different. As a Helicopter Aircraft Commander (HAC), I could not have asked for a better flight. I was assigned Flight Lead of a section of MH-60S Seahawk helicopters to conduct Deck Landing Qualifications (DLQs) on a merchant vessel anchored near Apra Harbor. I had a very experienced crew with a seasoned history together—I have completed three deployments, my first of which was with my Crew Chief and Rescue Swimmer. They had also

completed multiple deployments. My wingman’s HAC was an experienced Naval Air Ambulance Detachment (NAAD) and carrier detachment pilot. The conditions, as they are typically referred to, were “standard Guam weather.” This weather consists of scattered clouds around 1500 feet, easterly winds, and cells of showers expected throughout the day. The only real anomaly was the high sea state at 8 feet, with waves rolling and breaking along the coastline due to a storm far

off the coast. As our crews briefed, our focus was ensuring a well-planned pilot rotation to minimize on-deck time required to hot-seat co-pilots. As always, prior to the flight, we briefed our Search and Rescue (SAR) procedures, ensured our swimmers were properly equipped, and denoted which aircraft was to take On-Scene Commander (OSC) in the event of a SAR.

Halfway through the five-hour flight event, and after completing the last required landing, I made the decision to return to Andersen Air Force Base to refuel. The other

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an

dCOMHSCWINGLANT

CAPT H. Patrick Everly, USN relieved CAPT Todd

Flannery, USN on December 11, 2014

HSC-12Golden Falcons

CDR Jason P. yonng, USN relieved CDR Jeffrey P.

Holzer, USN on October 21, 2014

HX-21BlackJacks

CDR Timothy Burke, USN relieved LtCol

John Neville, USMC on October 30, 2014

HT-28Hellions

CDR Jeffrey D. Ketchum, USN relieved LtCol

Jeff Pavelko, USMC on December 4, 2014

HSC-8EightBallers

CDR William H. Shipp USN, relieved CDR

Derrick W Kingsley, USN on December 17, 2014

HSC-21Black Jacks

CDR David S. Wells, USN relieves CDR John

D. Reardon, USN on February 12, 2015

HSM-75Wolf Pack

CDR Jeffrey A, Melody USN relieved CDR

Thomas Fisher, USN on December 15, 2014

CNAL

RADM John R. Haley, USN relieved RADM Troy M.

“Mike” Shoemaker, USN on January 8, 2015




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aircraft had already departed five minutes earlier to return for fuel. To minimize the number of unnecessary passengers on board, all but one co-pilot remained on the ship. Practically as our helicopter’s wheels hit the ramp at Andersen, the not entirely ‘unexpected’ call came from the Duty Officer over the radio, “Zero Five, Coast Guard Sector Guam just called. There is a Japanese fishing boat that was attempting to enter Apra Harbor that has struck the reef and is sinking.” I radioed back to please pass me any more information as it came, and turned to the job of coordinating the rescue mission with my wingman and refueling my nearly empty fuel tanks. With the other aircraft nearly complete with their refueling, I told them to make their way to the scene as quickly as possible. Next, I spoke to my crew over the ICS: “Automatic approach checklist, crew rig for rescue.” By the time my swimmer completed dressing

into his rescue gear, the other aircraft taxied out of the fuel pits and was in the process of coordinating its departure with Andersen Air Traffic Control. Radioing that I would be on scene as quickly as possible, I gave my wingman the go-ahead to “buster” south without delay.

Knowing time was of the essence, we only took 2600 of 3600 possible pounds of fuel and taxied quickly out of the fuel pits. Mentally reviewing the “five Bs” and that my crew was primed and ready to perform a possibly hazardous rescue, we launched and “bustered” at max airspeed to Apra Harbor. Knowing that the average Japanese fishing vessel in the area carried up to 25 people, I had one overriding thought—if we were to pull all the survivors to safety, we would need to use both aircraft, as opposed to one of the section serving as OSC. However, I had never practiced section SAR procedures. The section quickly

realized we were going to have to adapt and flex. A thought came across my mind: this was not how I expected my night to have gone.

Arriving approximately five minutes after my wingman, I surveyed the scene to try and get a handle on the situation. I saw the other rescue aircraft, already direct-deploying their swimmer to a group of survivors who had either fallen or jumped overboard in an attempt to desert the badly stricken ship. About 150 yards away I saw the Daiki Maru, turned on its side, getting pummeled by the alarmingly large waves. The sea was so powerful that the 200’ ship was being tossed about like a toy boat in a bathtub. I radioed to my wingman that I was going to move in-between him and the wreck to get a better vantage. I descended to 70 feet and closed. At that moment my Crew Chief yelled over the ICS that he could see survivors clinging to the overturned vessel and that they

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looked to be in distress. Assessing the sea state and how violently the ship was being beaten against the reef, we both agreed that the safest option, by far, would be to direct-deploy our swimmer to affect the rescue. Doing my best to hold a steady hover, our Crew Chief lowered our Rescue Swimmer down the rescue hoist, into the roiling sea. The floundering ship was my best visual reference on which to base my hover.

We snatched and grabbed the survivors, one by one, up into the aircraft. Looking frightened, wet, but only a little worse for the wear, we attempted to discern, through broken Japanese and English, how many were still aboard. The best approximation we could gather from the survivors was five, so we assumed that meant there were five people aboard. After 15 minutes, the rhythm of glancing back to my wingman to keep spacing, watching his swimmer short-haul between survivors, and hearing the calls of “survivor is at the door” in my own aircraft, things seemed to be progressing steadily. As the last of the five fishermen came up our hoist, I heard my crew-chief call out “Sir, I can see another survivor, he is in the forecastle in what looks like a washing machine.” Looking down through my chin bubble I could see what he was describing. About every

three seconds a limb or a head could be seen through the white froth that had filled the ships forecastle. I asked my Crew Chief if he thought we could get the swimmer down there safely.

“yes” he replied, “But we are going to have to do it quickly, or there won’t be a survivor anymore.”

I repositioned my hover and the Crew Chief lowered the swimmer into the miniature tempest. He was able to use the quick strop to snatch the fisherman and quickly pull him from danger.

It turned out that the last individual that we had pulled up was the captain, he relayed, in English, that he was the last crewmember aboard, and he had been trapped while trying to confirm that fact. He was covered in cuts and bruises, but seemed to have escaped serious injury. At the same time, my wingman had just brought his fourth survivor into his aircraft and radioed to me that he didn’t see anyone else in the water. Agreeing that we too saw no one else, both crews decided that I would depart first, fly directly to the Naval Hospital helicopter pad to unload my survivors while my wingman orbits overhead, waiting for the pad. We would both return to base as a section. During the offload the fishermen thanked us with deep emotion as the medical staff

at the hospital assisted them. The back-and-forth banter between aircraft was light and excited, as no one in either aircraft could recall having heard of a section rescue. Landing at Andersen AFB, we taxied the aircraft back into the line and had the swimmers jump out at our hangar to clean up while we refueled. In true HSC-25 fashion, despite the dramatic rescue, we still had DLQs to finish.

The aftermath of the wreck of the Daiki Maru was well known in the local area. Ten fishermen were rescued, hundreds of gallons of fuel, oil, and other chemicals had spilled onto the reef, and the derelict hull was on its side at the mouth of Guam’s largest port—as if to serve as a warning to other ships. The cleanup effort took more than a month but the possibility of catastrophic environmental damage had been narrowly averted through the efforts of personnel from Naval Base Guam. For the pilots and aircrew of the Island Knights, the rescue served as a very poignant reminder, that aviation, especially Naval Aviation, requires all crew members to expect the unexpected.

Not “Just Another Night in the D” for Red Lion 612

Article by AWS2 Benjamin Decker, USN with adaptations by LTJG Ryan Stewart, USN

The Helicopter Sea Combat Squadron FIFTEEN (HSC-

15) Red Lions, attached to Carrier Air Wing SEVENTEEN (CVW-17), aboard the USS Carl Vinson (CVN 70), had been flying for a few weeks supporting an exercise in the Pacific. Every night had been similar: three to four hour flights, mostly spent in the starboard delta pattern beside the carrier. Red-eyed crews stay awake by telling stories and jokes and listening for bolters, wave-offs, and traps. This night, in particular,

was a very dark moon-less night, with a low scattered layer overhead. This night would prove to be a bit more exciting than usual.

After three and one half hours in the starboard delta pattern, the crew of Red Lion 612 heard the air wing Paddles make consecutive and increasingly urgent wave off calls. Looking to their left, the Helicopter Aircraft Commander in the left seat, LCDR Schwab, and Crew Chief, AWS2 Decker, both witnessed a bright green flash in their

night vision goggles (NVGs), followed by twin smoke plumes over the fantail. LCDR Schwab calmly declared over the crew’s ICS, “Well, gents, I think we have an ejection.” Petty Officer Decker echoed the sentiment, “yup, we sure do. I saw the smoke from the ejection rockets.” Without missing a beat, the Air Boss came over the radio, confirming that an F-18 pilot had ejected on his last approach of the night. The SAR crew was already at work. In the cockpit, the right seat pilot, LTJG Stewart, began flying to the approximate location of the downed pilot. In the left seat,


LCDR Schwab was busy talking to the Air Boss and plotting search patterns. Decker prepared the rescue litter, attaching green chemlights to the requisite equipment, and ensured that his swimmer, AWS3 Perez, was ready for water entry. Dressed in a dry suit (the water off the southern California coast stays in the low sixties for most of the year), helmet, mask, fins, snorkel, and Tri-SAR harness, he looked good-to-go. Within two minutes, the helicopter was circling above three burning flares, thrown by the ship’s fantail watch-standers, looking for the downed aviator. Amongst of the flares, the crew saw a single blinking light. Mistaking it for the downed aviator, LTJG Stewart shot an approach to a seventy foot hover directly over the strobe. The strobe turned out to be a matrix light attached to a life ring. The bright flares were blooming the crew’s NVGs, making scene details impossible to recognize from any position other than directly overhead with the aid of an overt searchlight.

Realizing they were mistaken, the crew departed the hover and turned right approximately 180 degrees. After ten seconds, once clear of the blooming effect of the flares, Petty Officer Decker spotted another strobe, alone in the green, scintillating ocean. LTJG Stewart positioned the aircraft into the wind and shot another approach to a seventy foot hover, directly over the survivor. The survivor had detached his parachute, deployed his

single-man raft, and attached a strobe light to his helmet. Before AWS2 Decker lowered him, AWS3 Perez remembered thinking, “Man, this guy looks calm.”

In a typical night rescue, the Crew Chief will lower his Rescue Swimmer no farther than ten feet from the survivor before directing the helicopter back and left. This technique keeps the survivor and swimmer out of the painful and disorienting rotor wash. However, the searchlight was stuck in a vertical position, staring straight down from the helicopter’s belly. So, to keep the swimmer in the light, the helicopter had to hover directly over Perez and the survivor. Rotor wash added another layer of difficulty to the already challenging environmental factors. The sea state had been projected at five to eight feet that night, but in the hover, the crew surmised that the ocean swells looked bigger as they saw white caps constantly breaking over the swimmer and survivor. During the rescue, the Crew Chief had verbal control over the helicopter, directing LTJG Stewart to stay over the swimmer and survivor. On this challenging night, Petty Officer Decker was never silent while his swimmer engaged the survivor. He constantly gave small inputs to his flying pilot to keep just the right positioning, while also keeping the pilots apprised of AWS3 Perez’s progress in the water. A proficient rescue swimmer can put a survivor in a litter in ten minutes during

daytime pool training. AWS3 Perez’s litter evolution lasted a mere 20 minutes. This feat was certainly a varsity-level performance given the varsity-level darkness, helicopter positioning, and sea state.

After AWS3 Perez finished securing the survivor to the rescue litter, he gave the signal to his Crew Chief to begin the hoisting evolution. ASW2 Decker lowered the rescue hook to his Rescue Swimmer, who then attached the rescue litter to the hoist before performing his final safety checks to ensure the rescue litter was rigged correctly. Once he saw AWS3 Perez’s signal that the hoist was ready to be raised, Decker slowly raised the survivor from the water, as AWS3 Perez held the trail line, acting like a sea anchor, stabilizing the litter during its ascent. When it was approximately three feet from the door, AWS2 Decker repositioned the litter, pulling the survivor safely into the cabin. After securing the litter to the deck and assuring the survivor was well, the Crew Chief dropped the hook back down to his swimmer and hoisted him into the cabin. Shutting the door, AWS2 Decker reported a line he recited scores and scores of times during training evolutions: “Rescue station secure, clear for forward flight.” LTJG

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Stewart, after more than twenty minutes of pinpoint hover work, departed and headed for the carrier, which was circling three miles away.

During the transit, AWS2 Decker found that he could not hear the survivor, so he directed AWS3 Perez to talk to him and perform any necessary immediate medical treatment. The survivor appeared unhurt, but reported being very cold. The Crew Chief and Rescue Swimmer had just enough time to wrap a wool blanket around him before landing aboard the USS Carl Vinson and passing him off to a team of corpsmen anxiously waiting on deck. The transit was so quick that the aircrewmen forgot to retrieve the survivor’s flight suit patches, as is customary for a rescue crew (rescue crew members are supposed to return them when they meet a rehabilitated survivor). Nonetheless, the rescue experience was enough of a memento for the rescue crewmen and pilots of Red Lion 612.

So Others May LiveArticle by AWS1 Zach Brunette, USN

So Others May Live. That is the motto of rescue swimmers. From day one of a young Sailor’s career, it serves as motivation

to excel in all aspects of the job as they may find him or her responsible for a shipmate’s life. Through years of initial training and countless hours of annual training, the angels of the fleet stand ready to jump into action when one of our own, or complete strangers, have one of the worst days of their lives. This came true for the crew of Red Lion 611 in September following an F-18C accident while operating in the Pacific Ocean.



We were coming to the end of a long flight of plane guard and logistics, bouncing from ship to ship throughout the carrier strike group delivering people and cargo. All of the crew members were ready to land and go grab some dinner and a shower. Our evening plans changed once we heard the radio transmission “fireball” followed by directions from the tower to proceed to a position. Without skipping a beat, each crewmember swung into action knowing that all of our training was about to be put to the test. Someone needed our help. LT Drew Kollmann (Helicopter Aircraft Commander), HM1 Doug Johnson (SAR Medical Technician), AWSAN Frank Perez (Rescue Swimmer) and I (AWS1 Zach Brunette) as the Crew Chief, began to roll through the responsibilities of our crew positions as LT Dan Emma (co-pilot) quickly piloted the aircraft toward the scene. AWSAN Perez finished changing into his rescue swimmer gear while HM1 Johnson took down our spare seats for stowage in the front of the cabin. LT Kollmann and I tried to get a clear idea of what had happened from the incoming radio calls. Seemingly instantly, our pilots had eyes on a parachute floating down from the sky in front of us, and shortly thereafter, splashing down in the middle of the ocean.

The accident occurred so close that by the time the helicopter was on scene, we were still scrambling in the cabin to rig for the rescue. Placing the survivor at the helicopter’s 2 o’clock position, at about fifty yards away, the pilots established a hover while the crew finished getting ready and briefing our rescue plan. With the plan set, I gave my swimmer a pep talk. He said he was ready and he switched out his helmet for a rescue swimmer mask. AWSAN Perez hooked up to our rescue hoist and was lowered from the helicopter as the pilot slowly maneuvered forward and right to position the helicopter near the downed aviator’s position. As the survivor held onto the raft and waved to get our attention, AWSAN Perez slid into the water and disconnected from the hoist. He swam over to the pilot and performed an assessment while HM1 Johnson prepared the rescue basket for recovery. He finished his disentanglement and signaled for the hoist. We lowered the basket as we moved into position for the pick-up.

Watching the swimmer and survivor ride up and over the crest of the 6’ swells, we knew we needed to be precise with our positioning and getting him out of the water. Airman Perez dragged the pilot to the basket and placed him inside, performed his safety checks,

and ensured the cable was free. Next, he signaled for me to raise the cable. Once we had the survivor on board, we lowered the hoist and recovered AWSAN Perez before departing for the carrier to transfer our survivor to the medical department. Coincidentally, we were flying with HM1 Johnson, who was in the aircraft to perform an in-depth medical assessment. Miraculously, even after the rough ejection, the pilot was uninjured.

The crew of Red Lion 611 performed exceptionally well and, as a Crew Chief, I could not be more proud. All of our training was finally put to use and we safely and efficiently rescued an aviator during one of their most hopeless moments. The joy and jubilation was short-lived. It was only once we had landed and were transferring our patient that we learned that two jets had crashed that day and we had only recovered one pilot. For two days, nearly every pilot and aircrewman participated in the exhausting search. Unfortunately, the second pilot was never found. With heavy hearts for our lost comrade, we gear up and prepare for the next time we might be called upon. Until then, the mighty Red Lions of HSC-15 have the watch!

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High Altitude, Technical RescueArticle and Photos by LT Michael Platt, USN

“99 Longhorns, two lost hikers near Lower Piute Meadows,” broadcasted on the push-to-talk function on our SAR duty phones. It was early evening in late August when the NAS Fallon SAR Team responded. Racing to the

hangar, we turned on our hazard lights and pulled out our IDs to pass quickly through the NAS Fallon gate. The duty crew geared up and collected what information the Operations Officer already knew. Two long-distance “ultra-runners” set off their SPOT GPS beacons just outside of Yosemite National Park. Word from the Mono County Sheriff’s office indicated that they are uninjured, but extremely fatigued and looking at a very cold night ahead of them. A fast moving thunderstorm had brought freezing rain to nearby Sonora Pass where the two runners had staged their car. The runners made an early decision to avoid the inclement weather. Unfortunately, in their attempt to continue downhill toward the closest highway, they realized sunset was long gone and the terrain was dense and chilling. Mono County SAR ground crews would likely reach them the following morning. Approximately 70 miles and 36 hours into their 100 mile trek. The ultra-runners’ fast and light mantra left them ill prepared for an overnight stay at 8,500 feet and near 30°F temperatures. Approximately 5 hours after the initial distress beacon, the Longhorns launched while the runners huddled in an emergency blanket.

NAS Fallon SAR Helo conducts overland SAR training near Fallon, Nevada.


Before any SAR, or SAR exercise, many of the Fallon SAR Team members use an unofficial ORM tool to organize their thoughts. It starts with the acronym of “TEAM.” And for this particular call, it was probably similar to this:

Threats: 1. Icing and low-visibility is our biggest threat. We’ll stay out of visible moisture and ensure visibility is at or above SOP minimums. If we can’t make it to the scene we’ll land at Bridgeport Airfield, about 10 miles east of our datum, and wait there for a window.Environment:2. Even if the weather is good, 8,500’ Mean Sea Level (MSL) is still a very high altitude. Luckily, the cold air temperatures will help our aircraft’s power available. But, we may have to dump fuel to be able to Hover Out of Ground Effect (HOGE). Assets:3. Mono County Sheriff needs to meet us at Bridgeport with an ambulance. Ensure the SDO notifies Marine Mountain Warfare Training Center (located on Sonora Pass) that we might need to utilize their location for a refuel stop.Medical:4. Based on what we know, I’m anticipating that these guys are very

cold, tired, and dehydrated. Bring extra water and wool blankets. In the event these guys are worse off, Reno Hospital is the best drop-off point for advanced medical treatment.

Longhorn 01, an MH-60S Block I aircraft loaded with 3200 pounds of fuel, launched at 2020 local time for Bridgeport Airfield, approximately 80 miles south of NAS Fallon. The crew was comprised of one SAR Mission Commander (SMC), one SAR copilot, a SAR Crew Chief, a Helicopter Inland Rescue Aircrewman (HIRA), and one SAR Medical Technician (SMT). Due to the low ceilings, Longhorn 01 was unable to climb and “buster” in a direct path over several valleys and ridges. The crew had to maneuver its way through marginal, post nautical twilight weather. Choosing a navigable valley was trial and error. Typically, the valleys in the region run north to south. On this route, two valleys funneled south into the valley of Bridgeport, CA. This is where Longhorn 01 put the poor weather behind them to view clear skies ahead. Fortunately for the crew and for the survivors, the thunderstorm that

threatened the scene for the previous few hours had moved north, leaving the scene clear of clouds.

The SMC flew direct to the datum derived from the beacon’s location. Once over the datum, the search was over as quickly as it began: the crew immediately spotted two white headlamps. That was the good news. The bad news was that the survivors were cuddled into a small canyon flooded with 90 foot conifer trees. So, the crew continued with the mission-flow that they train to. They began the “Landing Zone Sequence,” adapted from the U.S. Army’s High-Altitude Army Aviation Training Site (HAATS) manual.

The Landing Zone Sequence

Landing Zone ID 1.

SMC:• Our zone is only suitable for a rappel followed by a hoisting of our survivors.

Power Requirements 2.

SMC:• Conduct performance calculations for 8,500’ MSL, 10°C, and 1,400lbs of fuel.

Focus

Longhorn 01 (pictured) used for SAR Training with the Fallon SAR Team in Bridgeport CA.


SAR Crew Chief:• At 8,500’MSL, 10°C, and 1,400lbs, our max weight is 17,900 pounds. Our current weight is 17,300 pounds. That’s a difference of 600 pounds and therefore 3% of power in our favor. Max power is 91%, HOGE is 88%, HIGE is 73% (Based on tabular data of our 30-minute torque limit).SMC:• Alright, waveoff is 91%. In-bound for a “Low and Slow,” and permission granted to deploy a smoke on this pass (Low and Slow is a low pass maneuver at or above translational lift, as near to the desired rappel altitude without sacrificing altitude for escape).

Wind and terrain analysis 3.

SMC:• Judging by our smoke cloud, winds are light and out of the north. We’ll have a small component of wind off the nose from this direction, however, it’s so light that I don’t expect much reduction to power required.

Route In and Out4.

SMC:• Route in will be the same as the Low and Slow, from south to north, with the wind off our nose and

descending terrain ahead. I’ll fly it steep in order clear the terrain and afford a waveoff option until about one rotor before the zone.SMC:• Route Out will be straight up and forward.

Escape 5. SMC:• On the approach, Escape will be straight ahead, following descending terrain, until approximately one rotor before the zone. At which point I’ll call committed and then escape will be straight down through the gap in the trees, sacrificing our rotors. Unfortunately, with the trees being as tall as they are, I don’t see us being able to hover high enough above the trees to be able fly it away if we lose an engine.

Target Torque In and Out6.

SMC: • We have the power available to HOGE. I expect to pull about 89% to get in there. Getting out, I expect to be at or near 91% with the survivors onboard, so back up my power pull as I execute the climb out.SMC: • Landing Zone Sequence - Complete.

Once the zone sequence is complete, next step in the mission is to execute the rescue. Longhorn 01 executed a rescue from an approximate 150 foot hover height, which was about 60 feet above the trees. What happened next was a textbook rescue that lasted only 5 minutes from “man’s away” to “ropes clear, clear for forward flight.” At the start, the HIRA and SMT assessed the survivors and determined the type of hoisting required. In this case, two dual-vest hoist evolutions were chosen. Survivor A later described his view of the helicopter and enveloping spotlight as “the finger of God.” Survivor B bear hug the first HIRA right as he hit the deck, following his rappel through the forest canopy. The HIRA and SMT hoisted up separately, each with one survivor attached by an orange fishnet-like harness. With survivors safely on board, Longhorn 01 departed for Bridgeport Airfield to meet a waiting Sheriff Deputy and Paramedics (this was against the survivors’ request to drop them off at their car). Later, volunteers from the Mono County SAR Team drove the survivors to their car, giving them strict recommendations to sleep there until morning. In the end, the crew of Longhorn 01, CDR Tim Simonson, LT Tony Bomba, AWR2 Dan Dotras, AWS2 Jerrett Dunham, and HM2 Holly Stahmer, returned home to tell the rest of the Fallon SAR Team their tale of a high altitude, technical rescue. Good times.


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DISOBEDIENCE OF A DIRECT ORDERA Fine Line between “Courts Martial” and “Medal of Honor”

Article by CDR Joe Skrzypek, USN (Ret)

On Jan. 31, 1970, Raymond M. Clausen, then a private first class assigned to

Marine Medium Helicopter Squadron 263 of the 1st Marine Air Wing, flew as crew chief on a mission to rescue Marines who had inadvertently entered an area containing American-laid mines while pursuing enemy troops near Da Nang, Vietnam.

Private Clausen guided the pilot to a landing in a patch of tall grass cleared by one of several mine explosions. Twenty Marines were nearby, 11 of them wounded, one already dead, and the other eight in place, fearful of setting off additional mines if they moved.

The helicopter pilot in command had given Private Clausen an order to remain on the

helicopter. Clausen exclaimed, “No, sir, I’m going off the aircraft.” He bravely leaped from the helicopter, and ignored the presence of hidden mines to pick up a wounded Marine and carried him back to the craft. Several other Marines followed his path to the helicopter, knowing it would be clear of the mines.

Private Clausen then directed the helicopter to another spot and resumed his rescue efforts. His citation read that despite the threat of further mine explosions, “he made six trips out of the helicopter.” On one of them, a mine detonated while he was carrying a wounded Marine, killing another

member of the stranded platoon and wounding three other men.

His citation also described that only when he was certain that all Marines were safely on board, he signaled the pilot to lift off and take the wounded to safety.

President Nixon presented PFC Clausen with the Medal of Honor at the White House on June 15, 1971.

PFC Raymond M. Clausen Jr passed away at the age of 56 due to liver failure on May 30, 2004 at Baylor University Medical Center. He was laid to rest lived in Ponchatoula, LA, his birthplace, with full military honors.


From Early Amphib SAR to the Smithsonian National Air and Space Museum: A 20-year AdventureArticle and Photos by CDR Tom Jones, USN (Ret)

I was the OIC of Helicopter Combat Support Squadron 11

(HC-11) Detachment 11 embarked on USS Tripoli (LPH 10) in late 1992 and early 1993. At the time, West Coast Amphib SAR detachments were a new thing following a decision to replace the organic shipboard UH-1N aircraft with a dedicated doppler-equipped H-46 asset to support the USMC aircraft throughout the deployment.

The early days involved many challenges. Not too many folks were eagerly volunteering to trade in the bread and butter mission of VERTREP to deploy in an environment where few had operational experience. The initial plan called for the detachment to consist of a single aircraft, and flight hours were to be carefully tracked and limited to slightly more than 70 hours per month without specific approval from Commander, Naval Air Forces Pacific (COMNAVAIRPAC). And, our pilots were not NVG-equipped – leading to some interesting nights sharing the skies with USMC aircraft who had long ago transitioned to wearing NVGs.

In December 1992, the Tripoli Amphibious Ready Group (ARG) was ordered to leave early from a scheduled port visit in Singapore and steam directly to Mogadishu, Somalia. This was the initiation

of Operation RESTORE HOPE and the Marines were ordered to secure both the local airfield and port facility and open them to waiting aircraft and ships carrying troops, food, and supplies in support of the massive buildup of security forces and international relief efforts.

Throughout our 72 days on-station, Sideflare 54 and the troops of HC-11 Det 11 enjoyed over two months of high intensity and unusual flying around Mogadishu. After the USMC Aviation Combat Element (ACE) went ashore, we became a unique Navy-taskable asset, and the planned vision of dedicated night SAR quickly took second priority to high tempo real-world operations. Highlights included assisting a life-saving MEDEVAC of a junior Marine from the port in the initial days, assisting with uncounted emergent in-city personnel and cargo transport, support for a two-day visit by President George H.W. Bush, and VIP transport of national and international media. When the dust settled, the tireless efforts of our maintenance personnel allowed Sideflare 54 to exceed 200+ flight hours in a single calendar month!

Following our deployment, the days of single-aircraft, non-NVG detachments would quickly become a thing of the past. An operational requirement was established

to deploy future detachments with a second aircraft. My fading memory recalls that Bill Personius and his Det supporting the USS Tarawa and our Det 11 supporting USS Tripoli were the only single-aircraft DETs sent out by HC-11. (Note: comments to clarify the history are welcome and invited!) Furthermore, the NVG syllabus was soon established at HC-3 to feed squadrons with trained pilots and aircrews.

Fast forward a couple of years to 1995 when I reported to the OPNAV N3/5 staff in the Pentagon. I remember having to go coordinate a staff action with the Office of the Chief of Naval Information (CHINFO). Their office space was quite large and there were photographs of all kinds of ships, aircraft, submarines mounted on the walls. I spied a picture of a venerable H-46 all the way across the room and curiosity led me over to check it out. I initially assumed it was a USMC aircraft as it was on the ground with the rails out. As I got closer, I saw the telltale yellow lightning bolts I knew it was an aircraft from HC-11. Finally, I recognized the aircraft as being the venerable Sideflare 54 at the airfield in Mogadishu. Relishing my excitement, the CHINFO folks immediately gave me the mounted photo and the photographic command which allowed me to follow up through official channels and to obtain an official copy of the

Sideflare 54 and military ground personnel preparing to load cargo inMogadishu, Somalia. Photo courtesy of the U.S. Navy.



National Air and Space Museum’s facilities) near Dulles Airport. I am sure that will generate a lot of interest from both USMC and USN personnel alike on its arrival.

negative with the associated historical information.

Fast forward, again, to late 2014. Following a year of academic and guide training, I recently became fully qualified as a docent at the Smithsonian National Air and Space Museum in Washington. Several weeks ago, I was giving an impromptu small group tour to some close friends. Since the Museum wasn’t too crowded, I decided to take the group into the Naval Aviation gallery – something I don’t routinely do during my general tour route on weekends as that particular exhibit has restricted walkways and is a challenge to maneuver the routine larger crowds within in its confined spaces. At any rate, I turned a corner and unexpectedly saw a photo of a venerable H-46 as part of a larger display. Moreover, I immediately recognized it as the same photo I have in my house, and couldn’t believe it had somehow made its way from the Navy into the Smithsonian. Following s o m e a d d i t i o n a l sleuthing, I retrieved the negative and saw that the accompanying narrative actually had the date of flight, 5 JAN 93, which also correlated with an extended flight in my logbook.

I followed up with an appointment with Russ Lee and Roger Connor, curators on Naval Aviation and Rotary Wing Flight, at the National Air and Space Museum. Both were interested in this interesting piece of aviation history. I was referred to a former curator who actually designed the exhibit, and am very interested to see if there is any additional information on how that actual photograph made it over from the Navy to the Smithsonian.

Additionally, Roger let me know that a CH-46 is expected to arrive in late summer and will be put on display at the Udvar Hazy Center (the second of the

The HC-11 DET 11 crew at DET Party. Photo courtesy of CDR Tom Jones, USN (ret).

CDR (Ret) Jones logbook from more than 22 years ago correlates to the day and time of the official photo of Sideflare 54 in Somalia. (Photo in the bottom right) CDR (ret) Jones proudly shows the same official photo in the Sea-Air gallery of the National Air and Space Museum (National Mall) in Washington.

Photo courtesy of CDR Tom Jones, USN(Ret).

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Eightballers Welcome Family, Friends And Alumni To Squadron Reunion At NAS North Island

Update by ENS Chris Honeycutt, USN

Helicopter Sea Combat Squadron EIGHT (HSC-8) welcomed

family, friends, and alumni to share stories and relive memories during an HS-8 and HSC-8 reunion held on Friday August 8th, 2014.

Even in the midst of a busy summer schedule, the HSC-8 Eightballers sought a break to open the doors for friends and families, allowing a unique opportunity to showcase our daily routine. With this in mind, we also wanted to invite former squadron members from the days of Helicopter Anti-Submarine Squadron EIGHT (HS-8) to hear the stories of yesteryear from the great Americans who once walked the hallowed halls of the “double domes” at Naval Air Station North Island, and Ream Field, which is better known today as NOLF Imperial Beach.

Additionally, this event was a unique opportunity for friends and family members to get a behind-the-scenes look at what their significant others do on a daily basis. In addition to the multitude of local

attendees, guests travelled from as far as Maryland, the Midwest, and Utah for the occasion. They were greeted by numerous squadron members who happily shared their experiences carrying out the squadron’s missions and detailed the capabilities of the MH-60S. The reunion attendees reciprocated with many enthralling stories from their time as Eightballers.

“It is an honor for us to host so many former squadron members at this event. It was a great time being able to share the squadron’s current capabilities and events with the attendees while they shared sea stories from the HS-8 days!” said CDR Kingsley, Commanding Officer of HSC-8.

LTJG Henry Strong enjoyed hearing stories from CAPT (Ret) Chuck Smiley, a pilot who picked up two of the Apollo capsules after their return from space in the 1960s. Apollo 10 was nicknamed “Charlie Brown,” so the

maintainers painted two large eyes and “Good to See You Charlie Brown!” on the bottom of the pickup helicopter. CAPT Smiley also remarked, “It is interesting to see that HSC-8 is still working with NASA and hopefully continues to do so during future Orion Spacecraft drop tests and the first manned mission to Mars!”

After welcoming remarks and a capabilities lecture, reunion members enjoyed an aircraft static display that afforded them time to interact with current squadron aircrewmen and maintenance technicians who explained their respective duties within the squadron. Additionally, attendees were given the opportunity to fly the MH-60S flight simulator and compare the control feel and power to the former HS-8 war-birds. Our attendees also

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experienced the newest simulation device, the Aircrew Virtual Environment Trainer (AVET), in which they tested their aim with the M-240 and GAU-21 crew-served weapons. Of course, no HSC-8 event would be complete without a good ole-fashioned burger burn and I-Bar social, where more sea stories were shared! “We absolutely loved the flight simulator and static display. It is impressive to see how far our nation has advanced the technology of these impressive machines. But, more impressive is the character and drive exhibited by the men and

women of HSC-8!” said CAPT (Ret.) Doug yesensky. All in all, the retired Eightballers were full of questions and praise for HSC-8’s current generation, one that has been tasked with preserving and building upon the legacy of this world-renowned squadron!

HSC-8’s open house and reunion event was a huge success and we hope to repeat annually! A very special thank you to CAPT (Ret.) Doug Yesensky (HS-8 Commanding Officer from 1986-1987) for broadcasting the

event to the scores of retired Eightballers around the country and helping to make this event truly special!

The World Famous HSC-8 Eightballers provide Search and Rescue, Logistics, Anti-Surface Warfare, Special Operations Forces Support, and Combat Search and Rescue vertical lift capabilities for Carrier Air Wing ELEVEN (CVW-11) in support of the USS Nimitz (CVN 68) and Carrier Strike Group ELEVEN (CSG-11) operations.

Purple Foxes Retire Last PhrogUpdate and Photo by Cpl. Owen Kimbrel, USMC

CH-46E Sea Knight helicopters with Marine Medium Tiltrotor

Squadron (VMM) 364 made their final flight from Marine Corps Air Station Camp Pendleton, CA, to Davis-Monthan Air Force Base, AZ., Oct. 29, 2014.

The 309th Aerospace Maintenance and Regeneration Group storage site at Davis-Monthan Field, also known as the boneyard, was established in 1946 and houses the remnants of more than 4,400 different make, model and series of aircrafts. The facility houses everything from a Navy and Marine Corps T-1A Sea Star from the Korean War era to the more modern C-130. The CH-46Es, nicknamed Phrogs, are being replaced by the more capable MV-22B Osprey. The Phrog has been a part of Marine Corps aviation since the Vietnam War. The flight was the last time the Sea Knight would fly in the Marine Corps fleet.

“For me it is an absolute honor to fly down here and put it to rest,” said SSg. Derek Burleson, a Crew Chief with VMM-364. The VMM-364 Purple Foxes have employed the CH-46E throughout much of the world, ranging from the Vietnam War to Operation ENDURING FREEDOM. From the pilots to the aircrew, the Marines were feeling sentimental traveling to put the aircraft to rest. “Today is a sad but good turning point day, but it’s a great step for us as the Marine

Corps,” said LtCol Paul Kopacz, VMM-364 commanding officer. “I absolutely loved the aircraft; the H-46 is an exceptionally capable aircraft. The tandem-rotor design really allowed and did so much. It supported us through Operation ENDURING FREEDOM and Operation IRAQI FREEDOM all the way back to Vietnam.”

The aircraft replacing the Phrog, the Osprey, can fly twice as fast, carry three times the weight, and travel four times the distance of the CH-46E. “It was great to be a part of the H-46 [community] but being in such a revolutionary aircraft such as the Osprey is absolutely amazing,” added Kopacz. The Osprey’s capabilities strengthen the Marine Corps’ ability to support various missions throughout the world to include supporting partner nations during training, humanitarian assistance and disaster relief operations, and contingency operations. The Marines of VMM-364 stand ready for the Osprey to assume the responsibilities the CH-46E will leave behind.

Purple Foxes’ last flight with the Sea Knight.

Command Updates


HSM-75 Wolf Pack Receives 2014 Secretary of Defense Maintenance Award

Update by LTJG Zachary E. Dueñas, USN and LTJG Brett A. Bankus, USN

Every year, the Department of Defense recognizes six Field-Level maintenance programs for their

outstanding performance involving military equipment and weapon systems. All Department of Defense maintenance units, both Active and Reserve, are eligible to compete for the annual award within three categories: small, medium, and large units. On September 26, 2014 the Department of Defense announced that Helicopter Maritime Strike Squadron SEVEN FIVE was a 2014 Secretary of Defense Field-Level Maintenance Award winner. HSM-75 was selected as one of two winners in the small unit category from a very competitive group of outstanding DoD maintenance units located around the world. Vice Admiral P. H. Cullom, Deputy Chief of Naval Operations for Fleet Readiness and Logistics, congratulated the HSM-75 Wolf Pack on a job well done. He explained, “They represent the very best of our military maintenance community that contributes directly to the readiness of our preeminent Navy.”

The Wolf Pack maintenance department, led by LCDR Russell Everitt, worked tirelessly to distinguish itself in all

facets of aviation m a i n t e n a n c e . LCDR Russell Everitt explained, “I am excited to see the Sailors of HSM-75 receive the recognition they

deserve. We do maintenance by-the-book and take pride in having fully mission capable aircraft to meet all operational and training objectives.” Vice Admiral David Buss, Commander Naval Air Forces, personally congratulated the Wolf Pack on the award and explained: “It gives me great pleasure to recognize you for your herculean efforts and day-to-day uncompromising work ethic which culminated in your selection. you have made a positive and lasting impact on the entire Naval Aviation Enterprise through your continuing efforts. you can be justifiably proud that the material condition of the Wolf Pack has never been better due to your unwavering dedication.” These encouraging words summarize the hard work HSM-75 Sailors put in each day in order to make their unit one of our nation’s best.

Military units are evaluated based upon specific criteria in consideration for the Secretary of Defense Field-Level Maintenance Award. These criteria are: mission accomplishment, operational capabilities, readiness levels, and the innovative and effective use of maintenance resources. Also considered is the support and availability of programs designed to enhance the quality of life for all command personnel.

Not only did the Wolf Pack maintain operational readiness throughout the entire fiscal year, it did so in a cost-effective manner by saving the U.S. Navy more than $7.4 million in maintenance costs. It did this while simultaneously meeting or exceeding all maintenance milestones and

operational commitments. The culture of excellence upon which the Wolf Pack thrives enabled the safe completion of 33,283 maintenance actions, over 72,000 maintenance man-hours and the execution of 8,000 flight hours and 2,567 sorties. The highlight of the Wolf Pack’s maintenance readiness was its stamina while deployed. HSM-75 flew at least one operational sortie in support of multiple Fleet Commanders for 252 consecutive days during its most recent deployment!

The Secretary of Defense Maintenance Awards ceremony was held as part of the DoD Maintenance Symposium on November 18, 2014 in Birmingham, Alabama. Members from award-winning units were invited to the stage for individual recognition of their maintenance accomplishments and excellence. HSM-75 was honored to share the stage with other premier DoD maintenance units and proudly represented rotary-wing aviation and the HSM community. CDR Thomas Foster, Commanding Officer of HSM-75, received the SECDEF Maintenance Award on behalf of the Wolf Pack and took a moment to reflect on its significance. “The Wolf Pack is extremely proud and humbled to be selected as a winner of the 2014 SECDEF Maintenance Award. I am personally proud of each of our Sailors. Every one of them contributed to this amazing recognition. The Wolf Pack is a special place. Each of our Sailors believes in the mission, the command, and each other. To see our team recognized with such a prestigious award is extremely rewarding.” Being a recipient of the Secretary of Defense Maintenance Award was a great honor and experience for HSM-75 and is now a command standard of excellence towards which to strive for annually.

HSM-75 proudly displaying their Secretary of Defense Maintenance Award. (l-r) AM3 Joshua Gildemeister, AE1 Jack Busby, CDR Thomas Foster, ATCS John Adams, and LCDR Russell Everitt.

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HMH-462 Flexes Muscle With the Help of CLB-13Update and Photo by Cpl. Owen Kimbrel, USMC

Marine Heavy Helicopter Squadron (HMH) 462 conducted external cargo

lifts in coordination with a Helicopter Support Team (HST) from Combat Logistics Battalion (CLB) 13 aboard Marine Corps Air Station yuma, Arizona, Oct. 23, 2014. The training gives Marines the ability to quickly transport supplies in unfriendly terrain without having to land the helicopter. Supplies could not be easily moved in a real-life situation without the help of HST Marines.

For training purposes, the Marines attached a decommissioned rocket pod to two hooks suspended from the underside of a CH-53E Super Stallion. The evolution’s dynamic nature requires crews to remain proficient and up-to-date with the latest procedures. Completing external cargo lift training ensures proficiency overcomes the risk of the mission set. The ability to conduct external lifts is a key operation that HMH-462 conducts to support Marines throughout the Marine Corps.

“This training is important because it improves our combat readiness,” said LCpl Christopher Gauntt, a landing support specialist with CLB-13. “Being a deployable unit, we do a lot of stuff like this to assist the mission.” The HST successfully attached the payload multiple times to make sure all Marines received

sufficient training. “It’s important because it builds the proficiency of the pilots,” said Capt Eric Chung, a CH-53E pilot assigned to HMH-462. “The more you do it the better you become, so practice makes perfect.”

The squadron will continue to train and rehearse with HST Marines to refine their skills, so they are ready to provide an external lift at a moment’s notice.(Top) HMH-462 is in flight with the rocket pod from CLB-13. (Below) Marines with CLB -13 wait as a CH-53E Super Stallion with HMH-462 prepares to lift a decommissioned rocket pod aboard Marine Corps Air Station Yuma, AZ.

Command Updates

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Integration Through Innovation: Reflections on HSM-70’s 2014 Deployment

Update by LTJG Nick Ballard, USN

Carrier Aviation has historically

been dominated by fixed-wing operations. However, the Spartans of Helicopter Maritime Strike Squadron SEVEN ZERO (HSM-70) have begun trailblazing a new era of progressive tactical impacts that will enhance carrier operations for the future. The eleven-aircraft helicopter squadron, led by CDR Matt Schnappauf, Commanding Officer, HSM-70, has taken rotary Carrier Air Wing integration to a whole new level. Utilizing the newest technological advances and sophisticated MH-60R Seahawk systems, HSM-70 has been literally writing the book for HSM tactics, techniques, and procedures.

HSM-70 deployed in February 2014 with Carrier Strike Group TWO (CSG-2) as a component of Carrier Air Wing EIGHT (CVW-8) aboard USS George H.W. Bush (CVN 77). Multiple aircraft were also embarked with combat elements aboard the USS Philippine Sea (CG 58), USS Roosevelt (DDG 80) and USS Truxton (DDG 103). For nine months, HSM-70 leveraged the advanced systems and operational capabilities of the MH-60R’s weapons systems. Daily operations with the Forward Looking Infrared (FLIR) Multi-Spectral Targeting System (MTS), Inverse Synthetic Aperture RADAR (ISAR), Airborne Low Frequency Sonar (ALFS), the APS-153 Automatic RADAR Periscope Detection and Discrimination system (ARPDD), and KU-Band HAWKLINK significantly enhanced the combat readiness of the carrier strike group. HSM-70 effectively utilized these tools while incorporating new innovative tactics, techniques, and procedures (TTPs) that facilitated tactical integration of multiple platforms during joint operations and multi-

national exercises. These operations strengthened military relationships and enhanced joint and combined interoperability. Additionally, these systems and TTPs were vital to maintaining a precise Recognized Maritime Picture (RMP) while fixed wing assets supported combat operations in Afghanistan.

HSM-70 was critical to facilitating the seamless integration of CVN 77’s Carrier Tactical Support Center module (CV-TSC) and KU-Band HAWKLINK for Anti-Surface Warfare (SUW) and Anti-Submarine Warfare (ASW) missions. This system was a force multiplier by providing real-time situational awareness to the CSG-2 Commander, Destroyer Squadron TWO TWO Commander (CDS-22), and the ship’s Captain. Aircrew and ship operators dedicated 100 flight hours to

testing this system during work-ups and deployment. This collaborative effort led to the development of a troubleshooting guide where previously only minimal guidance for aircraft or shipboard operators existed. These efforts resulted in a significant increase in system reliability and laid the groundwork for a potential future upgrade of Common Data Link System (CDLS) antennas to support multiple, simultaneous MH-60R connections to the carrier. HSM-70 was also the first fleet squadron specifically billeted for CV-TSC support and deployed with three AWR1s qualified by the CV-TSC course in Dam Neck, VA. These watch standers manned the CV-TSC module during CVN flight operations, providing direct squadron support during development of a clear RMP. Placing a skilled squadron tactical operator alongside CDS-22 watch standers enhanced strike group integration and greatly improved information synthesis across three combat

Maintenance crews prepare Spartan 700 for launch onboard USS GEORGE H. W. BUSH (CVN 77) during a Strait of Hormuz transit.


centers while providing time-critical information to decision makers in order to enhance responsiveness and reduce kill chain time.

As an integral part of the CVW, HSM squadrons bring significant capability and enhanced strike group combat readiness within the maritime domain. HSM-70 coordinated with CVW-8 during the development of a Maritime Strike Lead syllabus that leverages the experience and tactical expertise of senior HSM aviators while planning and executing complex, large force employment scenarios in the maritime domain. Four HSM-70 Maritime Strike Leads (two COs, one XO, and one department head) were qualified by Commander, CVW-8 during the Fleet Response Training Plan (FRTP) and the follow-on deployment. HSM-70 leveraged this expertise while creating a layered defense for CSG-2 assets during 28 chokepoint transits. Embarked elements on the CVN and on cruiser/destroyer (CRUDES) detachments flew multiple transits through the Strait of Gibraltar, Bab-el Mandeb Strait, and Strait of Hormuz (SOH), to include a short notice SOH transit planned and executed in less than 12 hours. HSM-70’s tactical expertise and planning skills facilitated the short-notice CVN movement from the Gulf of Oman and the North Arabian Gulf in support of operations against the self-proclaimed Islamic State of Iraq and Syria (ISIS) group. Detachment elements also provided SOH escort services for USS Bataan (LHD 5) and USS Makin Island (LHD 8). HSM-70 developed and employed a cyclic rotary air plan for CVN transits that maintained continuous airborne MH-60R and MH-60S coverage in the CVN Vital Area (VA). This innovative air plan, modeled after the fixed wing operations cycle, minimized deck evolution requirements and maximized coverage by deliberately managing helicopter refueling requirements.

HSM-70 also had the opportunity to work with other coalition and multi-national partners throughout their deployment. Detachment FOUR participated in exercise

ARABIAN SHARK 2014 (AS14), a multi-national Anti-Submarine (ASW) exercise. Through seamless integration of naval assets from seven countries, the detachment strengthened military relationships, improved ASW interoperability, and refined coalition TTPs. AS14 was the premier Commander, FIFTH Fleet (C5F) coordinated ASW event of the year. MH-60R aircrews flew alongside Royal Navy Merlin and Lynx helicopters and multiple coalition P-3s. The detachment expended 56 sonobuoys and conducted 33 dips with the AQS-22 ALFS system. Squadron participation in AS14 culminated with the first successful MH-60R employment of a MK-54 (Block Upgrade) exercise torpedo in the C5F AOR.

Spartan aircrews also developed innovative procedures to maximize MTS employment in order to obtain Positive Visual Identification (PID) at the maximum possible range during Low Slow Flyer (LSF) intercepts. Specifically, the recent presence of medium altitude UAVs in theater required innovative thinking and tactical development. Aircrew from Detachment ONE published a Tactical Memorandum (TACMEMO) that used trigonometry to calculate a recommended MTS search angle above the horizon based on known threat altitude and intercept aircraft altitude. This tactic gave aircrew a distinct advantage in locating small targets at altitudes usually considered out of the MH-60R performance envelope, significantly expanding the MH-60R’s role in the LSF mission set.

Maritime Dynamic Targeting (MDT) development has been an ongoing project in HSM-70. The Spartans had previously spearheaded a tactical development project on MDT, utilizing TACAIR assets to employ weapons for kinetic effects against snorkeling or surfaced submarines. The squadron continued this effort by planning and executing five MDT events throughout the work up cycle and deployment. HSM-70 led two MDT events during Composite Training Unit Exercise (C2X), with one event led by a HSM-70 maritime strike lead

embarked on a CRUDES detachment. This event was developed to evaluate the effectiveness of remote planning and briefing with CVN participants. The HSM crew located, tracked, and directed simulated dynamic strikes on the submarine using a division of F/A-18s. Their efforts resulted in mission success while capturing lessons learned for future missions. HSM-70 also worked with CDS-22 to further develop the tactic over a four day period in the North Arabian Gulf. These events specifically focused on the employment of live ordnance, taking the tactic a step further from previous projects which employed only simulated ordnance. Twelve live and inert bombs (five tons of total ordnance) were employed during three events that further refined MDT TTPs.

One of the major highlights of the deployment came in March during a Find, Fix, Track, Target, Engage, Assess (F2T2EA) operation of hijacked motor vessel (M/V) Morning Glory. The mission allowed the MH-60R to showcase and employ multiple sensors and capabilities in conjunction with working with multiple platforms and joint forces. Detachment FOUR, embarked in USS Roosevelt (DDG 80), was tasked to locate and track M/V Morning Glory, a hijacked, Libyan flagged commercial oil tanker with 21 crew members taken hostage. Confronting a vast search area, aircrew obtained known emitter data and created a custom electronic support (ES) library for the MH-60R. One hour into the search, Spartan 705 detected an Inverse Synthetic Aperture RADAR (ISAR) contact at a significant 70-mile range which correlated with a discrete ES signature from the custom ES library. Spartan 705 subsequently gained PID using its FLIR. Due to the risk-to-force the hijackers posed, Naval Special Warfare Unit TWO (NSWU-2) was ordered to embark DDG 80 for a follow-on takedown operation. Detachment maintenance personnel, in coordination with operators from NSWU-2, configured Spartan 705 as an NSW support and primary casualty evacuation (CASEVAC) platform. At

Command Updates


the same time, Detachment FOUR and NSWU-2 conducted detailed mission planning for the operation and potential CASEVAC flight into Cyprus.

On the morning of 17 March, a Sea Air Land (SEAL) platoon, three 11 meter Rigid Hull Inflatable Boats (RHIBs) with their respective combat crews, US Air Force Para Rescue Jumpers (PJs), and Spartan 705 commenced the operation after obtaining approval from the President of the United States. Spartan 705, with SEAL snipers embarked, provided direct FLIR video to the combat information center and the NSWU-2 Commander. Spartan 705 maintained standoff as the three RHIBs closed M/V Morning Glory. As the assault progressed, Spartan 705 arrived at its pre-briefed position to conduct armed over watch. With flawless execution, the SEAL team conducted a full sweep of the ship, took three hijackers into custody, and safely rescued all 21 hostages.

The Spartans of HSM-70 had a highly successful nine-month operational deployment in 2014 with CSG-2 and CVW-8. Their commitment to facilitating seamless integration through tactical innovation has exponentially increased the demand signal for rotary platforms within the strike group. The Spartans remarkable initiative and dedication to tactical development has set the squadron apart as standard bearers of the HSM community.

HSM-70 Command UpdateUpdate by LTJG Nicholas W. Ballard, USN

Members of the HSM-

70 Spartan Aircrew shop aboard USS George H. W. Bush (CVN 77) received a rare opportunity to conduct open ocean Search and Rescue training in the Gulf of Oman. Spartan AWRs are fully qualified rescue swimmers and sensor operators in the MH-60R Seahawk, the Navy’s most advanced anti-submarine and anti-surface warfare helicopter. The Spartans are currently completing a nine-month deployment in the Central Command area of operations and were instrumental during the March take down of the hijacked Libyan motor vessel Morning Glory in the Mediterranean Sea.

Pictured, (l-r) Bottom: AWR3 (NAC/AW/SW) Kurt Weber, AWR2 (NAC/AW/SW) Chad Matthews; Top: AWR1 (NAC/AW/SW) Brandon Steiner, AWR2 (NAC/AW/SW) KC Jones, AWR2 (NAC/AW/SW) Cornelius Donnelly, AWR2 (NAC/AW) Rian Williams, AWR1 (NAC/AW/SW) John Frietze, AWR1 (NAC/AW/SW) John Gagnon, AWR3 (NAC/AW/SW) Daniel White. Photo credit: MC2 Korrin D. Kim, USS George H. W. Bush (CVN 77) media department.

SCAN AND LIKE HSM-70 ON


HMLA-169 Marines Help Carlsbad Community with Post-fire Clean-upUpdate By Cpl Michael Thorn, USMC

Marines from Marine Light Attack Helicopter Squadron (HMLA) 169 aided local volunteers by cleaning up a fire-damaged area, in Carlsbad, CA, Oct. 18, 2014. In May 2014, one of the most destructive San Diego wildfires, the Poinsettia Fire,

blazed a path across 600 acres of land, causing more than $22.5 million in damages. “The local firefighters did an amazing job stopping the fire before it could do anymore damage,” said Liz Ketabian, planning manager with the Carlsbad parks and recreation department. “It was a miracle that so many homes and lives were saved.”

Marines dispersed into four different divisions along with volunteers to cover as much of the area as possible. The main goal for everyone involved was to pick up as much large debris and trash as possible from the affected area. “The community cares for us, so it’s our turn to show we care for them,” said GySgt Jason Edwards, quality assurance chief with HMLA-169. “It feels good to be giving back to our community.” The efforts being put out by all of the volunteers will help the local ecosystem return to normal according to Ketabian.

“I want to thank everyone that came out today to help us with this cleanup,” said Huckle Berryman, a captain with the Carlsbad Fire Department. “I especially want to thank the Marines for coming out. Not only for this, but thank you all for your service.”

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

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

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

NHA Founding Members

NAVAL HELICOPTER ASSOCIATION, INCThe Navy Helicopter Association, Inc was founded on 2 November 1971 by the twelve rotary wing pioneers listed below.

The bylaws were later formally written and the organization was established as a nonprofit association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to reflect the close relationship of the rotary wing community in the Coast Guard,

Marine Corps and Navy, from initial training to operating many similar aircraft. NHA is a 501 ( C ) (6) nonprofit association.

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

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

CLICK AND LIKE HMLA-169 ON


The newest naval helicopter pilots going to the fleet

WINGING CLASS 22AUG14Third Row: CDR Robert G. Sinram, USN, Commanding Officer, HT-8; 1stLt Kenneth A. Pierce, USMC; LTJG Joshua A. Price, USN; 1stLt Benjamin K. Hovies, USMC; LT Michael J. Hennebery, USCG; Col Stephen A. Wenrich, USMC, Chief of Staff Marine Forces Reserve. Second Row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; LTJG Phillip W. Skelley, USN ; 1stLt Barak L. Mossbarger, USMC; LTJG Cory R. Poudrier, USN; LTJG Trevor S. Stickels, USN; CAPT James J. Fisher, USN, Commodore, TRAWING-5. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; 1stLt Christopher Edge, USMC; LTJG Holly N. Madden, USCG; 1stLt Justin S. Freeman, USMC; LTJG Jason E. Brownlee, USCG.

WINGING CLASS 26SEP14Third Row: CDR John D. McBryde, USN, Executive Officer HT-8; LTJG Stephen N. Spotts, USCG; 1stLt Adam J. Steele, USMC; ENS Evan X. Bower, USN; 1stLt Sean O. Graham, USMC; LTJG Tyler H. Alfriend, USN; LTJG Joshua M. Franke, USN; ENS Kevin S. Zwerneman, USN; 1stLt Matthew C. Jarrell, USMC; LTJG Taylor J. Sultz, USN; LTJG Andrew H. Fuller, USN; LTJG Ibrahim A. Alquwayz, RSNF; COL Gary A. Kling, USMC, Commodore TRAWING-5. . Second row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; 1stLt Austin M. Iorio, USMC; ENS Ahmed T. Alturki, RSNF; ENS John M. Gresla, USN; 1stLt Michael H. Dean, USMC; ENS Steven K. Harders, USN; LTJG Logan C. Dodds, USN, 1stLt Daniel E. Dinneen, USMC; ENS Brian J. Thomson, USN; LTJG Alex J. Schueckler, USN; 1stLt Alexandra Benda, USMC; LTJG Patrick J. Hipple, USN; Lt Col Mark C. Thompson, USMC (Ret). First row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; ENS Shagore Paul, USN; 1stLt William C. Wiggins, USMC; LTJG Austin A. Adcock, USN; LTJG Curtis D. Bolen, USN; LTJG Alex C. Martfeld, USCG; 1stLt Keith F. Lippert, USMC; LTJG Austin D. Krohn, USN; LTJG Wryan Webb, USCG; LTJG Erin M. Edwards, USN; LTJG Dustin S. Faux, USCG; 1stLt Ashley R. Dittmer, USMC; LTJG Alexander R. Lloyd, USCG.


WINGING CLASS 10OCT14Third Row: CCDR Robert G. Sinram, USN, Commanding Officer HT-8; LTJG Troy V. Abney, USN; LT Francis C. Cheske, USCG; LTJG John P. McCabe, USN; LTJG Syke K. Baber, Col Gary A. Kling, USMC, Commodore TRAWING-5. Second Row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; ENS James S. Campbell, USN; LTJG Kevin W. Young, USN; LTJG Taylor M. Lang, USN; ENS Allen E. Macdonald, USN; ENS Christopher R. Kimbrouogh, USN. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; LTJG Marianne A. Topp, USN; 1stLt Aaron J. Gittleman, USMC; ENS Matthew L. Smith, USN; 1stLt Jonathon D. Moss, USMC; LTJG Douglas J. Mittermeier, USCG; LTJG Drew M. Robertson, USN.

WINGING CLASS 24OCT14Third Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; 1stLt Erin M. Wright, USMC; LTJG Matthew G. Schubring, USN; 1stLt Douglas M. Murray, USMC; 1stLt John B. Zimmer, USMC; 1stLt Steven P. Whitfield, USMC; Col Gary A. Kling, USMC, Commodore TRAWING-5. Second Row: CDR Kevin Pickard Jr., USN, Commanding Officer HT-18; LTJG Melissa L. Hatley, USN; 1stLt Andres Martin, USMC; LTJG Thomas A. Morrow, USCG; 1stLt Daniel C. Schadler, USMC; LTJG Jason C. Lorenz, USN; LTJG Zachary M. Roecker, USN. First Row: CDR Jeffrey Ketcham, USN, Executive Officer HT-28; 1stLt Steven A. Flood, USMC; ENS Stephen K. Glendenning, USN; 1stLt Corbin B. Blair, USMC; ENS Cameron T. McKee, USN; Capt Nicholas P. Musto, USMC; CAPT Paul Esposito, USN, Commanding Officer Auburn University NROTC Unit.


WINGING CLASS 07NOV14Third Row: ENS Alex C. Wells, USN; ENS Michael K. Purcell, USN; 1stLt Daniel A. O’Connor, USMC; ENS Benjamin R. Wedewer, USN; ENS Brian C. Evanski, USN; ENS Kevin T. Kaiser, USN; VADM Jerry L. Unruh, USN (Ret.). Second Row: CDR John D. McBryde, USN, Executive Officer HT-8; ENS Cabott L. Cashwell, USN; 1stLt Shane F. Caffrey, USMC; LTJG Gerred M. Olona, USN; LTJG Eric R. Kolwicz, USCG; 1stLt Joshua E. Hazeldean, USMC; ENS Frederic S. Rees, USN; CDR Kevin Pickard, Jr., Commanding Officer HT-18. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; 1stLt Anothony J. Batesole, USMC; 1stLt Robert C. Shea III, USMC; ENS Taylor D. Baggett, USN; 1stLt Andrew P. Bibby, USMC; 1stLt Brian E. Blanco, USMC.

WINGING CLASS 21NOV14Third Row: CCDR Robert G. Sinram, USN, Commanding Officer HT-8; LTJG Erik D. Storm, USN; 1stLt Ryan A. Holmes, USMC; ENS David S. Black, USN; 1stLt Patrick H. Silberberg, USMC; ENS Ryan D. Brown, USN; 1stLt Alexander B. Vestal, USMC. Second Row: CDR Kevin Pickard Jr., USN, Commanding Officer HT-18; ENS Brett R. Stadsklev, USN; 1stLt Aaron T. Cauble, USMC; ENS Brendan J. Buckley, USN; LTJG Nicholas O. Peters, USCG; LTJG Andrew J. Herrera, USN; 1stLt James P. Murn, USMC; LTJG Stephen A. Vandal, USN; MajGen Stephen S. Vandal, USA, Commanding General 2nd Infantry Division, Korea. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; ENS Brian C. Czapla, USN; 1stLt John C. Lecourt, USMC; ENS John R. Noojin, USN; 1stLt Charles R. Stiles, USMC; ENS Caleb J. Cornock, USN; ENS Michael J. Hagensick, USN; 1stLt Joseph W. Bielamowicz, USMC.


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WINGING CLASS 12DEC14Third Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; 1stLt Steven M. Atkinson, USMC; ENS Corey A. Rollins, USN; 1stLt Samuel D. Wood, USMC; ENS Adam P. Shuster, USN; LTJG Scott A. Brady, USN; LT Joesph W. Messina, USCG; 1stLt Clarke M.T. Saylor, USMC; ENS Leandro S. Marzocchella, ITNAV; 1stLt Cullin R. Smith, USMC; ENS Nikolaus R. Kaczka, USN; CAPT Mark T. Murray, USN, Deputy Commodore TRAWING-5. Second Row: CDR Kevin Pickard Jr., USN, Commanding Officer HT-18; ENS Benjamin T. Bontrager, USN; ENS Ravi C. Patel, USN; 1stLt Sean A. Donahue, USMC; ENS Anika L. Stark, USN; ENS Edward J. McCarthy, USN; 1stLt James D. Flanigan III, USMC; ENS Timothy J. Buehrig, USN; 1stLt David H. Washburn, USMC; LT Adam P. Morehouse, USCG; 1stLt Christina M. De Vuono, USMC; CDR David W. Cooper, USCG, Commanding Officer Coast Guard Air Station New Orleans. First Row: CDR Jeffrey D. Ketcham, USN, Commanding Officer HT-28; ENS Steven A. Deering, USN; 1stLt Casey K. Low, USMC; LTJG Mark A. McMahon, USN; 1stLt Alex D. Smearman, USMC; ENS Paul A. Nelson, USN; 1stLt Brian C. Plamondon, USMC; ENS Joshua S. Rockman, USN; ENS Steven M. Schneck, USN; LTJG Tyler J. Sterkel, USN; LTJG Saad A. Almadhi, RSNF.

Book Review by LCDR E. “Chip” Lancaster, USN (Ret)

In Out of the Ashes, George Galdorisi and Dick Couch have rekindled the National Crisis Management Center known as Op-Center, an ultra-secret organization answer-able to the president only. The War on Terror continues but the bean counters have

defunded and shut down Op-Center during the previous administration. The terrorist haven’t shut down however and now they’re messing with the NFL and killing thousands in the process. Such an organization as Op-Center is needed once again to quietly eliminate the sources of such actions. Into the picture steps retired admiral Chase Williams whom the president now appoints to head up reconstituting the Op-Center while simultaneously putting together a team of covert operators to take out the bad guys.

George and Dick take the reader step by step through the politics and mechanics of the process while simultaneously putting the reader into the covert operation. From landing during a storm in the Gulf getting bounced around the passenger compartment while honking on collec-tive, cyclic and rudders to plant it on the back of a cruiser in whipping winds, horizontal rain and lightning to watching the snaking smoke trail of an RPG to slamming 5 inch shells into an enemy

combatant. Events pick up, snowballing with breakneck speed through the Gulf and ending in the remote sands of the Saudi desert with players from Iraq, Iran, Syria and Saudi Arabia all getting involved.

If you’ve ever pushed it to the edge of the envelope where you know you’re “screwed if you do, screwed if you don’t” you’ll be able to identify and if you haven’t, you’ll know what it’s like. Out of the Ashes is a rough and tumble rout through international intrigue with good guys and bad guys duking it out from the board rooms to the high seas and blowing sands and well worth the price of admission.


NAME: Sam Harris RANK: Captain (USN)•

CURRENT MILITARY POSITION: Director for Innovation, U.S. • Fleet Forces Maritime and Air Operations HQ

CURRENT CIVILIAN INDUSTRY/JOB: Chief Executive Officer • / Partner, V1 Analytical Solutions, LLC

Transitions...

DESCRIBE YOUR CIVILIAN JOB AND WHAT YOU LIKE MOST ABOUT IT. I am a partner in a small training and consulting firm that does business in both government and commercial sectors. We focus primarily on providing intelligence, aviation, and I.T. expertise, training, and services to our clients. The best part of my job is the freedom to succeed or fail as a result of my (and my partner’s) own efforts – after that, it would have to be the relationships that as a matter of course have been formed with clients and teammates. Every once in a while, I am able to get out from behind my desk and go work with aviation personnel and SOF operators. That’s also pretty great – it’s like being given a kitchen pass to go out and do something different.

WHY DID YOU CHOOSE TO LEAVE THE ACTIVE SERVICE? I left active duty because the detailer wouldn’t give the orders I wanted and I guess he didn’t believe me when I said, “I’m walkin if you don’t…” I love being a Naval Aviator. It’s all I ever wanted to do.

DESCRIBE YOUR CURRENT NAVY RESERVE POSITION AND WHAT YOU LIKE MOST ABOUT IT. When you get old enough, folks pretty much start to ask you, “Well, what do you think you can do a good job at?” I have been really fortunate in that I have a great boss who gave me the permission to “Go forth and do good things for the Navy.” And that’s exactly what I have tried to do. As the Director for Innovation and Outreach, I look for things that are broken or that need to be improved and then I do what I can to make them better – sometimes I even succeed a little.In the more practical sense, I am a trained Liaison Officer. In the event of a military action, my mobilization job is to go to a Component or

Joint Headquarters and perform the functions of a liaison. Just so you know, liaisons basically do two things: a. They serve as a communications duct from their commander (e.g.

– Maritime Component Commander) to another Commander (e.g. – Air Component Commander).

b. They serve as Subject Matter Experts (SMEs) to their customers. My first liaison job was as the SOF SME to 12th Air Force, and now I am the Navy SME for whatever component or command may have the need.

c. I won’t tell you what I like about my current job. I’ll tell you instead why I stayed in...

WHAT MADE YOU DECIDE TO “REJOIN” THE NAVY THROUGH THE RESERVES? I transitioned to the reserves as a LT because I wasn’t ready to give up flying Navy aircraft, and I stayed in as a LCDR because I was part of a wardroom and the greatest squadron in the Navy. As a Commander, we were at war and I wouldn’t leave my country when it needed me, and I stayed in as a CAPT because I thought I could still make a difference. No, the retirement benefits didn’t become part of the reality of it all until about a year or so ago – and now that seems pretty cool. So the “why” changes over time (for me at least).

WHAT ADVICE WOULD YOU GIVE YOUNG NAVAL OFFICERS WHO ARE CONSIDERING A TRANSITION TO CIVILIAN LIFE AND/OR THE NAVY RESERVE? TRANSITION TO CIVILIAN LIFE: Get ready – it’s much harder than it looks. The Navy loves to tell people that with a Naval Officers’ resume, you can walk in anywhere with skilled management credentials. That’s simply not the truth. If you walk into an airline or a defense company – yeah, they get it, but if you walk into an internet banking company like I did, then they’ll have no idea about who you are or what you’ve done. Once, someone asked me what I did for the Navy and I replied, “I was a Naval Aviator” and they asked me back, “Is that like you were a Sergeant?” I told them, yes, that is exactly correct.


My advice would be to stay humble and prepare to work very hard from time to time. Believe it or not, they Navy doesn’t really work you that hard. That Navy paycheck and that 40-hour work week is the Navy’s way of saving up credits (with you) for the day it asks you to go out and get shot at or leave your family for six months. Depending on what you want to do on the outside, you can find yourself working harder than you ever thought you would – or not.THE RESERVE: It’s both a backstop to career uncertainty and a limiter on career potential. When times are tough or uncertain, you’re glad the Reserve is there, but when times are fat and your peers in your civilian job are putting in extra time at work and you have to go away for two weeks – there’s no way around it – the bottom line is that you are away and they are not. For me personally, joining the Reserve was the second smartest thing I ever did. The first was raising my right hand and joining the Navy.

Transitions [cont]...

Shine Angel, Shine!”Article by CDR Tom Phillips, USN (Ret) P

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In 1951, the two-man crew of the U.S. Navy HO3S-1 helicopter approaching the North Korean rice paddy in the fading light of

late afternoon, looked down and saw tracers flying back and forth between two ditches, adjacent to a crash-landed plane, and heard the radio report of a RESCAP fighter, which was limping out of the fight with battle damage, having been shot up by the North Korean anti-aircraft guns at the scene. The helicopter was there to go down and rescue the crew of the downed plane. They would have to brave the hostile fire which had just seen off a high-speed, agile, fighter, if they were going to be able to rescue the two men whose location was marked by fluorescent bright signal panels on the ground next to one of the ditches. Down in the dry rice paddy, were two Australian Navy airmen, the crew of a Fairey Firefly AS.6 reconnaissance strike fighter, of 817 squadron embarked in HMAS Sydney, a Majestic class light aircraft carrier.

All three Australian planes feature the black and white “invasion” stripes to identify them, worn after a Sea Fury was misidentified as a Yak and shot down by a B-29 gunner. Painting courtesy of Royal Australian Navy Fleet Air Arm Museum, artist David Marshall c. 1995.



The Next Issue of

will be “Forward Firing: Relevant and LETHAL!”(2015 NHA Symposium Double Issue Edition)

All photo, video, and article submissions need to be sent no later than February 14, 2015 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139

or [email protected]

How did the two Aussies find themselves in that North Korean ditch? Their day had started well enough, launching with four other Fireflies for a strike designed to block a railroad tunnel between Chaeryong and Haeju, two villages near the city of Sariwon. At the target, Lieutenant Neil MacMillan, and Chief Petty Officer Phil Hancox, his radar operator, were rocked by a near-miss flak explosion. MacMillan smelled something burning and his scan of the gauges, discovered his engine oil pressure rapidly dropping toward zero. Hancox reported fuel streaming from the port nacelle fuel tank. A soon-to-be red-hot engine and streaming fuel were obviously the making of an explosion and MacMillan did the only thing he could: he switched off the fuel, shut down the engine, and informed his flight leader that they were going in.

ydney was one of five Commonwealth l ight aircraft carriers who

fought alongside the US Navy throughout the Korean War. The others were Royal Navy Colossus class: HMS Triumph, followed by HMS Theseus, followed by HMS Glory, then Sydney, then Glory again, then HMS Ocean, Glory yet again, and finally Ocean again. The RN carriers had two squadrons, one of fighters and the other strike aircraft, while Sydney had two fighter squadrons, Sea Furies, and one strike squadron of Fireflies. They usually teamed with a USN light carrier or escort carrier and normally stationed off the west coast while the big deck USN carriers patrolled off the east coast in the Sea of Japan.

Hancox jettisoned the canopies as MacMillan selected an open field, lined up on it, only to spy high-tension wires between him and it. He switched fields and made a smooth wheels-up landing with the airplane fetching up at the intersection of two convenient ditches at the corner of the field. They abandoned the plane, MacMillam carrying his parachute, Hancox carrying his nav bag, his maps, an Owen submachine gun, and their fluorescent signal panels.

The fluorescent panels were the inspiration of Captain David Harries, RAN, commanding officer of HMAS Sydney. Harries had researched the question of rescue very carefully and took action himself to solve

persistent communication problems. It was common knowledge by now that enemy troops targeted the cockpits of downed planes to prevent the use of the aircraft radio. Portable, hand-held survival radios did not yet exist. He developed a system of colored panels, Very pistol signals, and message containers to communicate two-way, carried by all Sydney aircrew.

They chose a ditch about 50 yards from the wrecked plane, set out a yellow signal panel to mark their position, and slowed their breathing as they looked around. They were one of 93 non-American United Nations aircraft shot down in the “police action.” Neither the first nor the last.

United Nations Combat Aircraft Losses Korean War

CombatLosses

NonCombatLosses

Total

98 58 151Allied Aircraft

706 757 1466USAF

564 684 1248USN USMC

How did the two U.S. Navy helicopter crewmen find themselves above that North Korean ditch? Not like you might think. They were not flying from a U.S. Navy shore base, nor a U.S. Navy ship, but were actually launched from HMAS Sydney herself. HMS Triumph, the first Commonwealth aircraft carrier to see service in Korea had a Sea Otter amphibious fixed wing bi-plane for its air rescue. When Triumph was relieved by HMS Theseus, the Royal Navy, not yet having their own naval


Perspective on Combat Rescue

helicopters, was assigned a USN plane guard helicopter from HU-1, just like the American carriers. The rescue helicopter was passed down to each succeeding Commonwealth carrier.

HU-1’s first RN plane guard detachment consisted of one helicopter a few mechs, who doubled as aircrew, and one pilot, a Chief Petty Officer, Aviation Engine Mechanic Dan Fridley. Fridley was called a naval aviation pilot, to distinguish him from a naval aviator. Naval Aviators were officers, and Naval Aviation Pilots were enlisted men. ADC(AP) Fridley went the whole hog for Theseus, painting the Union Jack, “ROyAL NAVy” and “HMS Theseus” on the side. The British tars, having no previous close-up experience with this newfangled things called a helicopter dubbed her “The Thing,” an appellation Fridley and his crew quickly embraced, going so far as to add that name to the rest of the whirlybird’s livery.

Glory relieved Theseus and HMAS Sydney relieved Glory, inheriting “The Thing.” Lieutenant P. O’Mara, the O-in-C transferred to his third Commonwealth aircraft carrier, and he chose the occasion to upgrade from “the Thing” to “Shine Angel,” Shine was Sydney’s radio callsign.

In Shine Angel, above MacMillan and Hancox, were ADC(AP) Arlene K. “Dick” Babbitt and his crewman Airman Callis C. Gooding.

The concept of having Navy, Marine Corps, and Coast Guard enlisted men at the controls of military aircraft came early in the development of naval aviation. Naval aviation history mentions enlisted pilots being involved as early as 1912. However, it was not until 1916 that the first class of Navy petty officers and Marine sergeants received formal pilot instruction at Pensacola, and other classes followed at various intervals. The first enlisted pilots to wear the gold naval aviator wings, and be designated Naval Aviation Pilots (NAP’s), graduated in 1920. In September 1925, the Morrow Board, appointed by President Coolidge to study the needs and problems of aviation in general, reported that, in the Navy, supplying pilots constituted a heavy drain on the officer personnel, and recommended that a study be made of the desirability of increasing the use of enlisted men as pilots in naval aviation. Following this recommendation, Congress adopted the concept of enlisted pilots and established a fixed ratio of 30 percent of the officer strength as the number of enlisted pilots. By December 1947,

when the program was discontinued, some 5000 enlisted men of the Navy, Marine Corps and Coast Guard had been designated NAP’s. The program was officially terminated by Congress in 1948. With the demise of the program, many NAPs gravitated to the fledgling helicopter and seemed to fit there.

When the word was passed that a plane was down, it was immediately apparent to all that a rescue would be extremely hazardous. The downed crew was under fire, and the daylight was fading fast. Not clear which was the worse thing. The HO3S-1 was not designed to be flown at night - they had neither searchlights, nor landing lights, nor external navigation lights, nor, more importantly, cockpit instrument lighting, nor an attitude gyro (nor a radar altimeter – a device not yet conceived) - and the math was clear: they could not travel the 107 miles, make the pickup, and get back 50 more miles to friendly territory before dark. Nevertheless, they went.

And they would have to try it in a Sikorsky Dragonfly, an HO3S-1 by Navy designation, and informally known as the “horse.” The HO3S-1 was a big improvement over its older brother, the R-4, but it did have its limits. Its empty weight was 3800 lbs and max gross weight was 4985. Accounting for fuel and crew, it had a useful load of about 500 lbs on a cool day. Warm weather, high humidity, and elevated terrain easily limited the useful lift to about half that or worse. Its 450 horsepower engine just didn’t have the muscle to drive the less-than aerodynamically optimum rotors.

Fortunately, the rescue scene was near sea level, and it was October 26th, definitely cooling in North Korea: snow flurries were just around the corner. That left one other constant consideration independent of power performance: c e n t e r o f g r a v i t y l i m i t s . The horse had a notoriously sensitive center of gravity. A single-rotor helicopter hangs balanced under the attaching point of the rotors to the rotor mast running up from the main transmission. That balance must be carefully monitored and controlled.

Weight on one side of the balance point must be countered with weight on the other side; like kids on a teeter-totter.In the HO3S, the entire cabin was forward of the center-of-gravity pivot point. As weight was added forward of that pivot point, corresponding weight had to be added behind it to balance out the load and keep the center of gravity near the pivot point. There was only a small range within which the center of gravity being off from the pivot point could be compensated for by using the pilot’s cyclic flight control (the stick) alone. If the center of gravity got beyond the range, there might not be enough “throw” in the cyclic controls to compensate, and the helicopter would then pitch uncontrollably nose down or nose up. When there was no load in the cabin, the crew had to position two iron bar weights, one of 25 lbs and the other of 50 lbs, beneath the pilot’s seat to allow the helicopter to be flown faster than about 25 knots without irretrievably losing stick authority. When there was a load in the cabin, the weights had to be moved to the baggage compartment, aft of the engine, in what we would today call the transition section. If the crew lost the weights, rocks would be collected and loaded to counterbalance the cg.

Overall Rescue TotalsRescues

Behind Enemy Lines

BenignRescues

Rescues From Disputed

Waters

USMC33 — —

USN64

USN134

USN166

USAF106

USAF148

USAF86

203 282 252

Total of Overall Rescue: 737

ADC (AP) Babbitt received the Navy Cross


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Babbitt was awarded the Royal Australian Navy’s Distinguished Service Medal (why Goodling was not is something of a mystery, because both airmen received the U.S. Navy Cross. There is some information that Gooding was not always good and there was reason why he was still an airman). But that didn’t prevent the lavish praise from the pilots and observers of the Sydney Air Group for their devotion to duty in attempting the rescue, knowing full well they could not possibly get

back to a friendly base before nightfall. And that is what really counted.

In the Korean War, U.S. Navy airmen received two Medals of Honor (LTJG John Koelsch, of HU-2, and LT Tom Hudner of VF-32, and both were rescue related (another story another time, perhaps). And, significantly, twelve Navy Crosses went to Navy airmen during the war. Of those, fully half went to Navy helicopter men:

LTJG John Thornton • HU-1LTJG Harold McEachern • HU-1AMMC (NAP) Arlene Babbitt • HU-1AMM3 Callis Gooding • HU-1AMM2 Ernie Crawford • HU-1AMM3 George Neal • HU-2

The emergence of the helicopter as arguably the most important technological development of the entire Korean War is widely acknowledged by historians and generally understood by history buffs alike. It was THE military technological innovation of the war,

although eclipsed by the more highly visible and admittedly more sexy jet aircraft.

Until the advent of a practical helicopter, rescue of airmen down behind enemy lines over land had been almost impossible. Bell-Davies at Gallipoli, MacNamara and company in Palestine and Gibbs in North Africa still represented almost all the examples of this feat. Overland rescue with fixed-wing aircraft was occasionally possible in isolated instances where flat, open, sparsely populated areas were combined with light or no enemy opposition, but it was not sufficiently probable to justify dedicating valuable forces to the task.

But the helicopter made the dream of overland rescue behind the lines feasible, and dedicated Marines, Airmen, and Sailors made the possible actually practical in Korea. It transformed the potential of combat rescue. Against obstacles not commonly appreciated today, the discipline of combat rescue emerged from the Korean War with a completely new confidence and maturity. Optimism abounded, but we were to experience disappointment as those hard-learned skills were allowed to atrophy.

Here are our combat rescue roots.

Airmen Goodling received the Navy Cross

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