Rr107

Number 107 Fall 2009

Fall 2009 Num

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From SSC to Pirates at Sea 2009 NHA Photo Contest 1986 MEDEVAC from USS Nimitz to Gander, Newfoundland

DEFENDERS OF THE FLEET

Team SEAHAWK™ salutes the “Raptors” of Helicopter Maritime Strike Squadron (HSM) 71 and the “Eightballers” of Helicopter Sea Combat Squadron (HSC) 8 for a successful maiden deployment with the USS John C. Stennis (CVN 74) carrier strike group.

During six months at sea, your crews demonstrated the tremendous capabilities of the MH-60R and MH-60S multimission helicopter team. To bring the art of anti-submarine and anti-surface warfare to new levels. And provide superior situational awareness to the carrier strike group.

Thank you for your commitment and service. Combined, you are a powerful new weapon in the carrier strike group. And unrivaled Defenders of the Fleet.

302-57444_MH60_Congrats_RR.indd 1 8/18/09 1:43:01 PM

Rotor Review # 107 Fall ‘09 1

Number 107 / Fall 09Naval Helicopter Association

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

EditorLCDR Kristin Ohleger, USN

Design EditorGeorge Hopson

Aircrewman EditorAWCM Carl T. Bailey II, USN

HSC / HM EditorLT Julie Dunnigan, USN

HS / Special Mission EditorLT Doug Hale, USN

HSL/HSM EditorLT Anthony Amodeo, USN

USMC EditorCapt Vanessa Clark, USMC

USCG EditorLTJG Todd Vorenkamp, USCG

Book Review EditorLCDR BJ Armstrong, USN

Technical AdvisorLCDR Chip Lancaster, USN (Ret)

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

Historical EditorCAPT Vincent Secades, USN (Ret)

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Features

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From SSC to Pirates at SeaLTJG Heather Talley, USN

Naval Academy’s Summer Soaring ProgramCDR Brian Randall, USN

The Knighthawk’s TalonsLCDR Benjamin “BJ” Armstrong

Navy First Flying Helo Warrant Board BataanMC2 Stephen Oleksiak, USN

PAR DinnerCAPT Vincent Secades, USN (Ret)

Study: Air Force CSAR Should Grow, Not ShrinkBruce Rolfsen, Air Forces Staff writer

SAR IntroductionLT Anthony Amodeo, USN

A Day In the LifeLTJG Nathan T. Scheiber, USN

HSL-37 is Helping to Shoulder the SAR Burden in HawaiiLTJG Brian Guest, USN

Legal ImplicationsLTJG Joe Rief, USN

Navy Helo SAR: More Than Just FlyingLT David Yoon, USN

Search and Rescue: Alaskan SeaLTJG Robert Coffman

A Dark and Stormy NightCDR F. Bryon “Oggie” Ogden, USN

Iron Barnacle RescueCDR(Ret) Bob Clark and Dr. Walker A. Jones, Ph.D

Alaska Coast Guard Aviator Receives Royal Award For Service In EnglandPA1 Sara Francis, USCG

Pespective from a SAR swimmerAWCM Carl T. Bailey II, USN

FocusSo Others May Live -- Not Just A Catch Phrase

Printing byDiego & Son Printing, Inc

San Diego, California

The cover is image of SAR swimmer being hoisted up Cover art by George Hopson, NHA

Art Editor.

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

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National OfficersPresident................................................... CAPT John Miley, USNV/P Corp Mem......................... CAPT Mike Middleton, USN (Ret)V/P Awards ............................................CDR Mike Dowling, USNV/P Membership .........................................CDR Chris Mills, USNV/P Symposium 2010...............................CDR Andy Danko, USNSecretary...................................................LT Sutton Feazelle, USNTreasurer ..................................................LT John Petrasanta, USN“Stuff”.................................... ................LT Jen McCollough, USNExecutive Director.................Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George HopsonMembership/Symposium ............................................. Lucy Haase

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

CAPT Paul Stevens, USN (Ret)

Regional OfficersRegion 1 - San Diego

Directors.……………….....................CAPT Frank Harrison, USN CAPT Buddy Iannone, USNR CAPT Donald Williamson, USN President..…................................. CDR Herschel Weinstock, USN

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

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

Region 4 - NorfolkDirector ............................................. CAPT Steve Schreiber, USN President ...............................................CDR Shelby Mounts, USN

Region 5 - PensacolaDirectors........................................CAPT James Vandiver, USN CAPT Steve Truhlar, USCGPresident .............................................CDR Mike Fisher, USN

Far East ChapterPresident ......................................CDR Stephen McKone, USN

Corporate AssociatesThe following corporations exhibit strong support of rotary

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

AgustaWestland Inc. BAE Systems / Electronics & Integrated SolutionsBAE Systems / Mobility and Protection Systems

Bell Helicopter Textron, IncBinghamton Simulator Company

Boeing Aircraft & MissileBooz | Allen | Hamilton

Breeze-Eastern CAE Inc.

Delex System, Inc G.E. Aircraft Engines

GEICOGoodrich Corporation

Harris Corporation Lockheed Martin Systems Integration-Owego

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

L3 Communications / Vertex AerospaceNavy Mutual Aid Association

Northrop Grumman Integrated Systems Pen Air Federal Credit Union

Raytheon Naval & Maritime SystemsRobertson Fuel Systems L.L.C.Rockwell Collins Corporation

Rolls-Royce CorporationSikorsky Aircraft Corporation

StandardAeroTelephonics Corporation

Whitney, Bradley and Brown Inc.

NHA Scholarship Fund

President...................................CAPT Paul Stevens, USN(Ret)V/P Operations..........................................CDR John Bushey, USNV/P Fundraising .......................................................................TBDV/P Scholarships ................................CDR Eric Pfister, USNV/P CFC Merit Scholarship.............LT Nate Velcio, USNTreasurer....................................LT Price Balderson, USNCorresponding Secretary..................LT Sharon Stortz, USNFinance Committee.............................CDR Kron Littleton, USN (Ret)

Naval Helicopter Association, Inc.Correspondence and membership

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

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

In appreciation of our advertisersLockheed Martin Systems Integration-OwegoUniversity of San DiegoRobertson AviationUSAANavy Mutual Aid Association Sikorsky Aircraft Corporation

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Number 105 / Spring ‘09

DepartmentsEditor’s LogLCDR Kristin Ohleger, USN

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

President’s Message CAPT John Miley, USN

NHA Scholarship Fund CAPT Paul Stevens, USN (Ret)

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

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

Industry and Technology

2009 Photo Contest

HistoricalFrank Piasecki, Rotorcraft Development Pioneer, Engineer, Inventor,EntrepreneurCAPT Vincent C. Secades, USN (Ret)

1986 MEDEVAC from USS Nimitz to Gander, NewfoundlandCDR(Ret) Roy ResavageSubmitted by RADM (Ret) Steve Tomaszeski

There I WasALERT 60 on the USS Carl VinsonLT Brett Johnson, USN

It can’t Happen to MeLCDR Kristin Ohleger, USN

Change of Command

Salute to our Fallen Heroes

Regional Updates

Squadron Updates

USMC Updates

USCG Updates

Senior Officer’s Bookshelf

Stuff

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Editors Emeritus Wayne Jensen John Ball John Driver Sean Laughlin Andy Quiett Mike Curtis Susan Fink Bill Chase Tracey Keefe Maureen Palmerino Bryan Buljat Gabe Soltero Todd Vorenkamp Steve Bury Clay Shane

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

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

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Editor’s Log

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

Chairman’s Brief

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Welcome to RR #107. Search and Rescue is

this edition’s theme. If there was ever a mission to get your adrenaline f lowing , your c rew focused, your training

pay off, it’s a SAR. Ask anyone who’s been involved in one. But for now, read their stories inside.

The 20th annual NAS Whiting Field GULF COAST FLEET FLY IN was held 20-23 October. Captain Vandiver (TRAWING 5) and his team organized another grand success for our unrestricted SNAs and lucky Fleet Fly-In aircrews. 34 fleet rotary wing aircraft came to Milton for our SNA’s to walk around, ask questions and fly in. Skipper Mike Fisher, HT-8, and his Fly-In lead, LT. Jack Clark, executed what can only be described as a penultimate training experience. All of our commodores were in attendance, as well as RDML Roberti (who ran in his first Marine Corps Marathon last month).

NHA also held a board of directors

meeting at the Fly-In. Topics addressed: Membership report; Finances; Symposium dates/locations; our next NHA national president; Affinity marketing; Trustee term limits; BoD’s awards; CoNA; NHA scholarship fund. To summarize: your NHA is in outstanding shape across the board. And we welcome GEICO as our 29th corporate member!

The annual HSCWINGLANT Ball was held at the Waterside Marriott in Norfolk, VA on 19 September. A sellout, enthusiastic HSC gathering of over 350 came to dine, dance, enjoy Casino Night and hear RADM O’Hanlon, CNAL, wax eloquently about helicopters. Now I go to a lot of “rubber chicken” dinners. This was the most fun I have had at a formal event in 2009. You just had to see the table decoration competition! Well Done to Commodore Schreiber and his Wing for an outstanding Ball.

Follow up Brief on the Future of Vertical Lift: On 27 October, OSD posed a proposition for the U.S. rotorcraft industry. Create a Vertical Lift Consortia, consisting of U.S. aerospace companies and OSD will begin working with industry to (a) draft a technology roadmap; (b) draft an S&T plan (we have

about five sitting on the shelf presently); and (c) interface with the DoD through an “Other Transaction Agreement” (OTA) to perform 21st century technology development for rotorcraft. DoD is required to submit a report by 1 July 2010 to Congress, pursuant to the Sec. 255 NDAA 2009 legislation, mandating a Capabilities Based Assessment on Vertical Lift Technology (see RR 106). Note that the use of an OTA obviates the need for competitive bidding, which will expedite rotorcraft S&T. Members of the Consortia are free to team with who they wish and propose multiple rotorcraft S&T projects; DoD has the sole prerogative to accept or reject them. The consortia will include “traditional” DoD contractors and

Husband and wife winging: (l-r) ENS Justin Mears and ENS Candice Mears with AWS1 Tabriz Ommanney

of HT-8

We l c o m e to Rotor R e v i e w

107! By now I’m quite sure that you have noticed this issue focuses on

Search and Rescue (SAR). SAR is the primary mission for the majority of Navy and Coast Guard helicopters, as you are all well aware. The editors of Rotor Review realized that we had not focused on this mission area in a few years and wanted to get some updates on the latest and greatest missions we have recently conducted and publish it for all of you to see.The title of this issue, “So Others May Live – Not Just A Catch Phrase” actually took the editors quite awhile to word correctly. We really wanted to get across that while we constantly

train to this mission we almost take it for granted. I remember in my first squadron sitting in the wardroom on GW with my squadron mates discussing this mission. A few of my fellow JOs talked about how bad they wanted a rescue. This was not the only time I heard words of the same sort. Several times in my career have I heard pilots and aircrewman conversing about wanting a rescue. This is a mission skill set where we focus a large amount of time learning at the FRS. We practice our approaches and voice procedures while sitting in Starboard D. We go through lectures and evaluations on SAR just so that when the call comes in we are ready. When the time comes are we truly ready? The answer is yes. What most of us are not ready for is the impact that we have made on someone else’s life. When my fellow JOs said how much they wanted a rescue, all I could think of was that someone was in distress

fighting for their life. To me a rescue was something that I knew I was ready for, but would hope I never had to do. We train as much as we can in search and rescue so others may live. This is not just a catch phrase. There are people counting on our abilities to save their lives. In this issue you will read several accounts of SAR missions. One in particular happened just after the New Year on a cold dark stormy winter’s night. This is an e-mail that was forwarded to me from the Executive Officer of HS-5. I won’t spoil it for you, but I have to say that I had chills reading the details of what happened that night. I was proud of that crew as well as every other crew that has ever had a rescue. There is someone out there thanking all of you for your efforts. I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future.


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President’s Message

RADM Steve Tomaszeski, USN(Ret) NHA Chairman

CAPT John Miley, USN NHA President

Fellow NHA Members,Greetings from San Diego. I’m CAPT John Miley and I’m honored to be your new President. Commodore Williamson left big shoes to fill and we all owe him a debt of gratitude for his

dedication and commitment to this great organization. Thanks, Willie.Some of you may remember that I served as NHA President a few years back. Since then, I

have watched NHA continue to expand and grow stronger, so I was flattered (and eagerly accepted) when I was approached about being your next President, especially at this exciting and important time for the Naval Helicopter Community. I believe that NHA has a role to play in continuing our many successes and I look forward to working closely with RADM Tomaszeski and the Board of Directors, as well as with Col Whitfield and the NHA staff.

Every year the Gulf Coast Fleet Fly-in is a fantastic opportunity for the next generation of helicopter pilots and aircrewmen to meet Fleet pilots and aircrewmen, to hear sea stories, to tour Fleet aircraft, to view the latest technology from Industry and to build excitement about the future. While wasn’t able to attend, by all accounts, this years Fly-in

was another outstanding success and a great time was had by all. Special thanks go out to Commodore Vandiver, Skipper Fisher, and of course the folks that did all the work and really made it happen --- LT Jack Clark and able assistants.

This edition of Rotor Review focuses on Search and Rescue – the one mission uniquely suited to all helicopters. We are also debuting a new feature, the Senior Officer’s Bookshelf (page 69). Thanks to LCDR B.J. Armstrong for heading this up and to CAPT Dan Fillion for being our first guest reviewer. Lastly, this issue also has the results from our annual photo contest. Thanks to all who took the time to submit entries and congratulations to all of the winners. Yet, as proud as our past 25 years have been, I firmly believe that our

future will be even prouder.The bedrock of NHA is you the members – Active and Retired. NHA is your

organization and Rotor Review is your magazine. We’d love to hear your suggestions on how to make both better. Get involved. Contribute. Make a difference. Best Wishes for 2010.

Warm regards,

(l-r) CAPT Williamson turning over CAPT Miley as NHA President. Photo courtesy of NHA Archives

“non-traditional” contractors (those doing less than $500m / year). While this may seem confusing this is most important for our community. I will continue to update you on the progress of this S & T Consortia. This will have an impact on the FY 12-17 POM.

National Flight Academy (NFA): www.nationalflightacademy.com. When was the last time you had the experience of visiting the National Naval Aviation Museum in Pensacola? It’s just gotten better again. Know what that new construction is? Hit the web site for an education. The new NFA is the most ambitious project ever undertaken by the Museum’s Foundation. The NFA’s goal is to become the leader in aviation-inspired learning, delivering a “best in the

world” experience for our nation’s youth. Opening 8 May 2011, 7th-12th graders will spend 5 ½ days aboard the NFA’s aircraft carrier environment, the USS Ambition. They’ll join a flight squadron and experience the sensations of space flight or zoom through the sky in a tactical jet or helicopter. This hands-on NFA approach in both real and virtual settings will employ the latest technologies in serious gaming and STEM. The objective is to inspire future engineers, scientists and aviators, naval, of course!

MIDWAY MAGIC: Anyone in San Diego not seen MIDWAY’s Navy Helicopter Exhibit in Ready Room 2 and the paraloft re-creation? The grand opening was 7 November and I hear the displays are 4.0. Way to go, Mac!

HISTORIC MEDEVAC: On 21 August 1986, an HS-9 SH-3H SEA KING helicopter executed what is believed to be the longest (>700 NM) open ocean MEDEVAC in US Navy history. The abbreviated saga was first published in RR November 1986. What follows is the never before published 1986 flight debrief summary from the aircraft commander, my former skipper. It was a truly heroic flight. Read more this flight in our historical section on page 30. Till our next brief, fly well and… Keep your Turns Up!


NHA Scholarship Fund

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

Executive Director’s Notes

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

We continue to get a lot of positive

feedback on our recent change to Scholarship eligibility. Now rotary

wing centric, applications will only be accepted from those with direct family connections to the USN, USMC and USCG helicopter community. Specific eligibility rules along with our new online application process can be found on our

web site www.nhascholarship.org. Also note that we have changed the application deadline to 31 January so there is still plenty of time to help us get the word out on these changes. With the market recovering some of its 2008/9 losses, the Fund remains in relatively good shape. Award levels for 2010 will again total nearly $30,000. Thanks to our active duty personnel, we have seen a measurable increase in CFC donations this year. We are optimistic that those donations will increase now that our scholarships target naval rotary wing. If you are part of the retired rotary

wing community, there are plenty of ways that you can help us grow the Scholarship Fund. Planned gifts can be made in cash, real estate, stocks/bonds, personal property or life insurance. We are still seeking a retired rep from each of the Regions to help them with fund raising and to reach out to industry and other retirees. If you are looking for a way to give back to the rotary wing community, this is it! Hold fast..

I attended the opening of the “History of the Navy Helicopter” exhibit aboard the Midway Museum in San Diego on 6 Nov. It is located adjoining Ready Room Two in the former parachute loft spaces. There

is now a ladder from the hangar deck up to these spaces that didn’t exist before which makes access much easier. RADM (Ret) Mac McLaughlin, President and CEO of Midway, was our host and he introduced two of the major financial sponsors, Boeing, represented by Rick Stephens and Dan McKinnon. The ready room is very well done but what impressed me the most were the exhibits in the paraloft. These exhibits are set up in relation to Navy helicopter missions, ASW, VERTREP, SAR, and have beautiful models done to scale of every Navy helicopter starting with the HNS-1. I hesitate to mention names because I may miss some one, but the helicopter vision for Midway started with CAPT (Ret) Chuck Smiley and continues with CDR (Ret) Lloyd Parthemer, President of the Naval Helicopter Historical Society.. A number of retired Navy helicopter pilots made very

generous donations to Midway. Two individuals contributed greatly their time and effort to create these displays, CAPT (Ret) Bob Shottle and Karl Zingheim. Make plans to visit the Navy helicopter historical display aboard the Midway Museum!

NHA is working hard to remain relevant to a major segment of our membership, the junior officers and aircrew. We now have Facebook and Twitter accessible on our web site and are also increasing the helicopter links beyond just the Navy and U.S. military to the commercial helicopter world, such as the American Helicopter Society (AHS) and Helicopter Association International (HAI). Both AHS and HAI have annual conventions-HAI’s is the world’s largest helicopter event.

Consolidated Membership ReportYear Dec 2008 Dec 20091 year 966 11072 year “nugget” 518 5713 year 762 8175 year 516 527Other* 124 124Total 2,886 3,146* Honorary

History of the NAVY Helicopter Exhibit ribbon cutting ceremony onboard the USS Midway Museum (l-r) CDR(Ret) Lloyd Parthemer (NHHS Presidet), RADM(Ret) Mac McLaughlin (CEO, Midway Museum), Mr Rick Stephens (SRVP, Boeing) and Mr. Dan McKinnon (CEO/Pres Emeritus, North

American Airlines)

Military Membership

Sep 2008 Sep 2009Active Duty & Reserve 1,980 2,265 Retired 456 450


By CAPT George Galdorisi, USN (Ret)

A View From The Labs... Supporting The Fleet

Combat Search and Rescue:What’s in a Name?

This issue is dedicated to Search and Rescue, perhaps the most “core” of all the

core competencies of Navy and Coast Guard helicopters. That subject is addressed in many articles throughout this issue of the Rotor Review. I’d like to address a companion issue, Combat Search and Rescue. Perhaps the best way to do that is to tell you why Tom Phillips and I wrote Leave No Man Behind.

First of all, a disclaimer. This is not encouragement for any one of you to purchase the book. Tom and I both stand by what we have told many of you; that if we never sold a copy of the book we wouldn’t be disappointed (though I suspect our publisher, Zenith, would). Why? Because in the four-year journey to produce that book we wouldn’t trade the experiences of the people we have met and the riveting stories we have heard for anything. The fact that the manuscript is actually published merely honors the heroes who are the principles of the stories in the book.

And we also want to give full credit, first of all, to the legions of retired helo aviators and others who have shared their stories with us and taken time to go through archival material to provide us with the meat for the book. It is no wonder that the acknowledgements section of Leave No Man Behind runs three full pages. And the leadership of the Naval Helicopter Association, from Chairman Admiral Steve Tomaszeski, to NHA Executive Director Colonel Howie Whitfield, to Rotor Review Editor Lieutentant Commander Kristin Ohleger, to Rotor Review Design Editor George Hopson have been more than gracious in featuring Captain Vince Secades’ review of the book in Rotor Review and doing all they could to make folks aware of Leave No Man Behind.

So, again, no need to buy the book as Tom and I have donated copies to the NHA and NHHS offices as well as several libraries. But we want you to read it for the very reasons we wrote it. More about that in a minute.

So why did we spend four years

worth of discretionary time writing Leave No Man Behind? For primary reason – because this is a hugely important National issue – perhaps the most important military issue facing the United States today. And since neither one of us are gifted speakers, we thought that writing about it (not only in the book, but in articles in Rotor Review, Wings of Gold, The Hook, San Diego Union Tribune and elsewhere) was the best way to get the message across. But why is this such a crucial issue? Because of the world we live in today.

Many of you know that the motto of Navy CSAR squadrons in years past was; “We prevent POWs.” It was an apt motto and the record of the many hundreds of POWs prevented over the decades by these squadrons stands a as beacon for all of us – every one of us who has flown or who currently flies a Navy helicopter truly stands on the shoulders of giants. And for Tom and me it was personal, as many of these heroes were our flight instructors or former squadron mates.

But “We prevent POWs” is no longer an appropriate motto. What happened to aviators like Admiral Stockdale and Senator McCain in places like the “Hanoi Hilton” was unspeakable. But today, what will befall our warriors who are left behind in the enemy’s hands is far worse. If the enemy today captures one of ours sons or daughters they will be tortured, mutilated and have their throats slit on the internet for billions to see. It is the reality of the world we live in today.

This is why we believe that the ability of the United States to field a robust CSAR capability today is vastly more important than it ever has been. And that is why we believed that by writing about it and documenting how the United States

went into conflict-after-conflict without an adequate CSAR capability, only to build it up out of necessity during the conflict, only to stand it down at the end of the conflict, we could make the point that having that robust capability today is more important than ever.

And nothing during the course of writing the book convinced us that there was a light at the end of the tunnel that wasn’t an oncoming train. We saw the journey to produce and field a robust CSAR capability for the U.S. military advancing only in fits and starts – if at all, and encountered some hard-to-fathom attitudes and astounding statements along the way (such as a recent Undersecretary of Defense for Acquisition, Technology, and Logistics – the military’s chief “weapons buyer” – wondering why dedicated CSAR assets are needed at all, suggesting that the need to rescue and American from behind enemy lines occurs so infrequently that any helicopter can be tasked to make these occasional pickups).

But of course, all of you why fly and support our naval helicopters know that there is an enormous distinction with a difference between SAR and CSAR and the word is COMBAT. In every major – and many minor – conflicts since the Korean War, we have

Doing SAR jumps in San Diego Bay just before sunset. Photo taken by AW1 Jeff Kotyk, USN

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seen that CSAR crews – often supported by scores of other combat aircraft – have had to FIGHT their way in and FIGHT their way out of a hostile environment. That is the difference and it is a mission that CAN’T be done as an “oh by the way” collateral duty of helicopters and their crews that are primarily focused on something else.

You all know this intuitively, because you are – or were – part of the profession of arms and because virtually any naval helicopter could become a CSAR asset at a moment’s notice in crunch time.

In short, over the course of organizing our material and writing the book, we saw some of the same sort of

benign neglect of this crucial discipline that has afflicted our military in the past and that gave us the determination to finish the book project and then branch out and speak about it to various groups and write about it in the defense and open media.

Secretary of Defense Gates has rightly focused our Nation and our military on supporting our warfighters in the current conflicts in the CENTCOM AOR and not focus on buying weapons that might be needed to fight some foe on a distant horizon. Along the way, he has made a point of asking for the 85-90% solution for military weapons systems, not some “exquisite solution” (his words) with all the bells and whistles we can

possibly hang on it.We agree with the Secretary –

up to at point. Because we have a sacred trust to go get our young warriors caught behind enemy lines before they fall into the clutches of a ruthless enemy, we believe that having a CSAR capability is the one exception where we should insist on that “exquisite solution” of a robust, second-to-none, CSAR capability. All of you who are part of the Naval Helicopter Association and rotary wing community are important voices in this National debate. Make your feelings known.

A View From The Labs...Continued from page 7

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Fire Scout Departs For First DeploymentPress Release by NAVAIR

The MQ-8B Fire Scout made naval aviation history when the fleet

deployed this revolutionary rotary wing unmanned aircraft system aboard the USS McInerney (FFG-8) on October 5, 2009.

Fleet introduction of the Fire

Scout marks the first time a large, automated UAS has been delivered for shipboard operation by sailors.

The Fire Scout departed with the 4th Fleet to assist during a counter-narcotics trafficking deployment. The aircraft will provide unprecedented situational awareness as the fleet employs its Intelligence, Surveillance and Reconnaissance capabilities, said CAPT Tim Dunigan, Fire Scout program manager.

“This is a landmark event for the development of Fire Scout. Deploying the Fire Scout will allow the Navy to learn the operational strengths of the system. The USS McInerney will be critical in developing the tactics, techniques and procedures (TTPs) for the fleet to best exploit the war fighting capabilities of the Fire Scout system,” said Dunigan

Developmental testing to date demonstrated the aircraft’s readiness for deployment with the McInerney, leading to an Operational Evaluation during deployment and full integration in the fleet. The Northrop Grumman-built aircraft has completed over 600 hours of flight-testing, with110 take-off and landings from the frigate.

“The Northrop Grumman team is excited to support the US Navy on the first deployment of the Fire Scout system. We look forward to providing the war fighter with this very capable complement to the H60 that is reliable and will evolve with the tactical Navy as they operate it,” said Doug Fronius, Director, Tactical Unmanned Systems, Aerospace Systems, Northrop Grumman.

Continued flight tests and OPEVAL on the McInerney will prepare the aircraft for future missions on the Littoral Combat Ship (LCS). The aircraft will be integrated on both variants of LCS. The concept for employment on the LCS is to embark a manned H-60 helicopter with the MQ-8B in support of surface warfare, mine counter measures and anti-submarine warfare missions.

Fire Scout will cost-effectively complement the manned helicopter, Dunigan said.

Fire Scout taken off. Photo courtesy of NAVAIR.


Industry and Technology: Dragon Whales Visit Piasecki Aircraft CorporationArticle by LCDR Timothy Burke, USN

The Dragon Whales of HSC-28 recently took a vacation from SWTP

training to visit the City of Brotherly Love. The reason…professional development of course, and also the remarkable opportunity to dust off the critical cog in the fun meter that is “out and in’s”. On the wonderful VMC day of November 10th, one MH-60S, three aircrewmen, and nine pilots made the venture north to see the X-49A Speedhawk at Piasecki Aircraft Corporation. At daybreak, Aircraft Commander LT Josiah “Jeb” Barker, Copilots LTJG Greg “Shermanator” Sherman and LTJG Jenna “Jameson” Corter, crewchief AWS2 Eric Rockwell, and 2nd Crewman AWS2 Russell Larkin launched for New Castle Airport (KILG) with a cabin full of sleepy aircrew. After dodging Patuxent River Restricted Airspace, they arrived at an en route fuel stop at Dover Air Force which proved just how futile the PPR was as the crew waited for over 40 minutes to get a drink. I hereby rescind every bitter word ever spoken about grapes on boats. Once topped off, the crew launched into the hectic Philadelphia Class B for some SSC, practice single ship TACFORM, and to obtain invaluable situational awareness and communication training. Cleared down the Delaware River, Bay Raider 54 at the Piasecki Flight Test Facility on KILG, eager to get a first hand look at cutting edge rotorcraft design in the world of Research, Development, Test and Evaluation (RDT&E).

The President and CEO of Piasecki Aircraft Corporation, John Piasecki, greeted the Dragon Whale crew, along with Brian Woodcock, Piasecki Director of Communications, retired Navy Captain Joe Cosgrove, and ex-Army Black Hawk Pilot, Chuck Jarnot. For the legacy HC bubbas reading, John Piasecki’s father, the legendary Frank Piasecki, was the pioneer of the tandem-rotor design that ultimately evolved to the H-46 and H-47 under the Boeing Corporation. In 1960, Frank Piasecki sold the original company to Boeing, and in turn established the Piasecki Aircraft

Corporation to focus on innovative new rotorcraft technology. The X-49A is but one of those awe-inspiring science projects with RDT&E dating back to 1967.

The X-49A is the Piasecki Vectored-Thrust Ducted Propeller ( V T D P ) c o m p o u n d - h e l i c o p t e r demonstrator conceived in response to a U.S. Navy request for improved rotorcraft performance for current service aircraft. This technology may in fact prove to be a viable gap-filler to the parking lot between remaining Initial Operating Capabilities of planned rotorcraft and the nonexistent next generation vertical lift aircraft previously identified by RADM Tomaszeski (see “The Future of the Naval Vertical Lift Platforms,” Rotor Review, Summer 2009). At first glance, the X-49A appears to be a daunting, very black Black Hawk with a sensational new rear end. After getting into the weeds, the X-49A originates from a Navy pre-production Sikorsky YSH-60F now modified with what Piasecki coins the “ringtail.” The ringtail, or VTDP, modification weighs just a mere 220 lb more than the stock Sea Hawk tail and provides not only the anti-torque and yaw control of a conventional tail rotor, but also pitch and thrust. Up to 80% of the installed horsepower can be utilized by the ringtail to provide thrust. This

advantage, combined with a lifting wing help unload the rotors in forward flight, subsequently delaying onset of retreating blade stall and ultimately allowing for attainment of higher forward airspeeds at higher gross weights in a relatively nose level attitude. In a hover and low speed flight, the ringtail incorporates a self-collapsing clam-shell design which, combined with movable vertical surfaces in the propeller wake, provide all the control authority needed to tactically maneuver the helicopter. Beyond the obvious exterior modifications to the airframe exists numerous other technical achievements. In the best-practice of not reinventing the wheel, these current modifications plus those planned for the future, along with ample engineering and program data are best detailed by Steve Colby in “Beneficial Bird”, Rotor & Wing, December 2007 and James R. Chiles in “Hot-Rod Helicopter”, Air & Space Smithsonian, September 2009. From a pure piloting perspective, the vectored-thrust ducted propeller and lift wing may be a viable alternative as an interim (or possible long term) solution to the Navy rotorcraft lifeline. I would gladly entertain the opportunity to test its performance and handling qualities in the VERTREP dance arena of low-speed, maneuvering flight!Read more about Frank Piasecki on

The sensational rear end of the X-49A. Photo by LT Jeremy “Revlon” Bartowitz, USN


Industry and Technology:

New Communication System Aids In Saving A Life

A n e w w i r e l e s s communication system, undergoing testing in

Arizona, proved crucial by assisting a Navy corpsman in a real-life rescue mission over the Labor Day weekend.

Developed by the Telephonics Corporation of Farmingdale N.Y, the Aircraft Wireless Intercommunications System (AWICS) was installed on a Marine Corps HH-1N Huey helicopter for operational testing at Marine Corps Air Station Yuma, when the base received a call from the Border Patrol Search, Trauma and Rescue (BORSTAR) requesting assistance with rescuing an injured hiker.

“BORSTAR were first on-scene but due to the difficulty of the terrain, they requested our help in rescuing an injured hiker,” said Maj. Natalie Beede, co-pilot. “They contacted our command post, who ultimately dispatched us to the scene.”

After receiving the call, the AWICS equipped Huey, running the latest software load, immediately deployed to the rescue site, located more than 80 miles from MCAS Yuma.

“The terrain was very rough and mountainous, and there wasn’t a landing zone anywhere nearby,” said Capt. Sean Mitzel, the helicopter pilot. “The environmental conditions were nasty, wind turbulence was strong, and the patient was located in a bowl with very steep terrain on three sides. Once

we got below the ridgeline, we were able to hold our hover with a lot of work and constant power adjustments.”

According to Mitzel, Petty Officer 2nd Class Michael Skelton, a hospital corpsman, tried to conduct a litter rappel into the site but, after stepping on the skids, the wind was too intense to rappel with the litter.

“We brought the litter back in the aircraft, and a special cloth litter, designed to wrap around the patient, was sent down with me” said Skelton. “After I rappelled down to the patient, I assessed her injuries, put her in full cervical-spinal immobilization, stabilized her for possible hip or lower leg fractures, administered oxygen and prepared her for the hoist out.”

While I was on the ground, the helicopter circled the site and I used AWICS to maintain constant contact and pass valuable information between us added Skelton. When I was ready for the hoist out, I determined that the litter would be required to safely lift the victim out.

“The crew decided the best way to insert the litter would be to lower a belay line, pull in the rappel rope, and hook the litter to both so that Skelton and Staff Sgt. Michael Deleree would have better control of the litter to keep it from flying like a kite,” said Mitzel. “All of this coordination was possible through using AWICS.”

When everything was ready for

the hoist out, the helicopter made another approach over the rescue site and lowered the litter. The patient was set, Skelton let us know he was ready, and we began a dual litter hoist, the patient in the litter and Skelton on the rescue cable, with an in-flight recovery said Mitzel.

With the hiker and corpsman safely on board, the helicopter was flown to El Centro Regional Medical Center, where the hiker received

follow-on care.“Without AWICS, this night-

time rescue would have been much harder if we had to rely on just hand

signals or flares,” said Mitzel. “AWICS gave us the means to communicate in real-time with all the players making the rescue a smooth event.”

The rescue crew that night was: Capt. Sean Mitzel, pilot; Maj. Natalie Beede, co-pilot; Staff Sgt. Michael Deleree, crew chief; Petty Officer 2nd Class Michael Skelton, corpsman.

AWICS, managed by the Air Combat Electronics program office, PMA-209, is currently installed on the C-2B, the MH-60S, the CH-46E, and the HH-60H and is completing testing on the MV-22B and the HH-1N. Additional aircraft planned to receive the system in the future include; CH-53D/E, MH-53E, C-130T, KC-130J/T, UH-1Y and the P-3C.

Press Release by Telephonics Corp.Photos courtesy of U.S. Marine Corps.

A Navy corpsman equipped with AWICS radio (in the circle) readies himself to rappel from one of two Huey helicopters during a training exercise near Marine Corps Air Station Yuma, AZ.



EADS North America Delivers First H-72A Training Helicopter For The U.S. NavyPress Released by Tim Paynter, Corporate Communication Sr. Mgr. EADS North America

EADS North America has delivered the first of five H-72A training helicopters for the U.S. Navy, marking a new milestone in the

company’s production of multi-role helicopters for U.S. military services.

The H-72A fleet will be based at the U.S. Naval Test Pilot School at Patuxent River Naval Air Station, Md., where it is to be used to train test pilots from the U.S. military and allied countries. The H-72A shares the same airframe and is manufactured on the same production line as the U.S. Army’s UH-72A Lakota Light Utility Helicopter—both of which are produced in Mississippi by EADS North America’s American Eurocopter subsidiary.

“Not only is this the first H-72A we’ve built for the U.S. Navy – it’s our first helicopter produced specifically to fulfill a training mission within the U.S. armed forces,” said

EADS North America Chairman and CEO Ralph D. Crosby, Jr. “The expansion of UH-72A/H-72A missions demonstrates the adaptability of the aircraft to a wide range of operational scenarios. We’re certainly proud that a new generation of test pilots will be trained using these highly reliable and versatile helicopters.”

Transfer of the first H-72A to the U.S. Naval Test Pilot School is scheduled for next month, to be followed by three more in 2009 and the final aircraft arriving in early 2010.

The Navy’s H-72As have several specific equipment additions for their pilot training mission – including jettisonable cockpit doors, a cockpit voice and flight data recorder, a main rotor blade folding kit and an air traffic advisory system. All five H-72As will be configured in the Naval Test Pilot School’s high-visibility white and orange paint scheme.

Derived from Eurocopter’s proven EC145 multi-role helicopter, the Navy H-72As and Army UH-72As are among the most versatile and reliable helicopters in their class. They are equipped with a modern glass cockpit, and their high-set main and tail rotors provide unparalleled safety, access and space utilization.

The Army plans to acquire 345 UH-72As through 2016 in addition to the five H-72As being acquired on behalf of the U.S. Navy.

In addition to the current production of H-72As and UH-72As, EADS North America is offering the Armed Scout 645 variant for the U.S. Army’s armed aerial scout requirement.

The rotary-wing aircraft is based on same proven platform as the U.S. Army’s highly-successful UH-72A Lakota Light Utility Helicopter

About EADS North America (www.eadsnorthamerica.com) EADS North America is the North American operation of EADS, a global leader in aerospace and defense. As a leader in all sectors of defense and homeland security, EADS North America and its parent company, EADS, contribute over $11 billion to the U.S. economy annually and support more than 200,000 American jobs through its network of suppliers and ser-vices. Operating in 17 states, EADS North America offers a broad array of advanced solutions to its customers in the commercial, homeland security, aerospace and defense markets.

Two UH-72A Dakota Utility Helicopters flying pass the Washington Monument at the National Mall, Washington D.C. Photo courtesy of EADS North America.



The Aviation Safety Technologies ReportArticle by Colonel Peter B. Mapes, USAF, MC, CFS

Disclaimer: This article discusses a document (10-S-0135) publicly released by the Department of Defense’s Office of Security Review on 17 Nov 2009. The materiel included is exclusively from that report. Editorial comments reflect the views of the author and do not reflect the positions of the Department of Defense, any of the Services, or any other organization, public or private.

On the 17th of November 2009, the Office of the Secretary of Defense publicly released a document titled, “Aviation Safety Technologies

Report.” We’ll refer to it hereafter as the ASTR to prevent my fingers from getting worn out by retyping the same thing over and over again. The report is dated 30 April 2009 and was written by the Acquisition Technology Programs Task Force (ATP TF) of the Defense Safety Oversight Council (DSOC). Before I get into the report, perhaps I should explain its provenance. The DSOC is a senior council within DOD. It is chaired by the Undersecretary of Defense (Personnel & Readiness) and its members include representatives of the major components of the Office of the Secretary of Defense (OSD) and the Vice Chiefs of the Services. The DSOC was stood up in response to direction from SECDEF to reduce mishaps by 50% from a 2002 baseline. Nine task forces were brought out of the ether to accomplish the mission of the DSOC and the ATP TF is the one that deals with technology. Since the focus is technology, there is little in the report on policy, procedure or training because those areas are generally the purview of other groups. In this case, the ATP TF utilized one of its working groups – the Aviation Safety Technology Working Group (ASTWG) - to provide major contributions to this report. The production of this report predated the formation of an Issue Team under the watchful eye of the OSD’s Cost Assessment and Program Evaluation (CAPE) office. CAPE is tasked with providing an objective view of the data gathered by this report and others to support the insertion of safety technologies into military aviation platforms. The Issue Team is the mechanism used to provide advice to the Deputy Secretary of Defense through the Deputy’s Advisory Working Group (DAWG) on what safety technologies should receive funding for the Five Year Defense Plan (FYDP) from 2011 through 2015. Now you know why this report was required, who wrote it and what its intended purpose is, so I think it is time to provide an overview of the contents. The full report should be posted shortly on the ATP TF web page at http://www.acq.osd.mil/atptf/ . If you are interested in more than my following summary, I’d encourage you to download it and read it. The ASTR addressed safety technology issues for fighters, rotorcraft, large aircraft and unmanned aircraft systems. What follows will summarize the report’s findings concerning rotorcraft, from section 2.3.

ASTR – Rotorcraft CFIT Prevention

Controlled flight into terrain (CFIT) during cruise is the leading cause of death in military and civil rotorcraft so it occupied a prominent place in the ASTR. Since most helicopters do not have digital electronic flight controls (DEFC), automated avoidance of terrain and obstructions is not technologically feasible. The ASTR recognizes the need for implementation of DEFC for the purpose of automating CFIT prevention. In the interim, manual terrain and obstruction warning in the form of helicopter terrain awareness warning systems (HTAWS) are the most readily available systems for warning pilots about impending collisions with terrain and obstructions. Any HTAWS selected for use, should at a minimum be compliant with Federal Aviation Administration (FAA) Technical Standard Order (TSO) C-194. FAA TSO C-194 compliant systems are currently produced by at least eight competing avionics manufacturers. The TSO incorporates the provision for a “reduced protection mode” that can be defined by each manufacturer. In some cases, the reduced protection mode provided by the manufacturers is ideal for military helicopter operations. HTAWS provides a graphic depiction of route, position, obstructions and terrain with both visual and aural warnings of impending hazards. Fixed wing TAWS has been remarkably successful in decreasing eliminating CFIT mishaps and the ASTR considers HTAWS to have a potential just as remarkable.

Forty percent of CFITs occur in either reduced ceiling and/or visibility and these mishaps correlate with the most lethal outcomes. Since military helicopters traditionally operate in a “nap of the Earth” (NOE) mode, it is not in their nature to climb to altitude to establish communications with a facility capable of providing a weather update. As a result, changes in the weather can catch military helicopter crews by surprise. The ASTR notes that the ability to download weather information directly from a satellite obviates the need to break NOE flight profiles and keeps pilots fully informed about changing weather on a real time basis. Although satellite weather is only available in the northwestern quarter of the globe, it has great potential to reduce weather related mishaps by allowing pilots to plan ahead for changing weather as it affects their operations, sometimes without being forecast.

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Industry and Technology: The Aviation Safety Technologies Report


ASTR – Prevention of Hovering Mishaps Due to Degraded Visual Environment (DVE)

Mishaps attributed to whiteout or brownout (i.e. – the entrainment of particles in rotor wash) constitutes the leading cause of military rotary wing hull loss. All of these mishaps occur at speeds below those required to generate effective translational lift (ETL) because, at speeds above ETL, the helicopter outruns the cloud generated by the stirred up dust and it cannot become entrained. The ASTR identifies potential technological solutions that can augment the training solutions already in place to further diminish these mishaps. The report identifies two types of sensor solutions. The first of these provides real time depiction of the area surrounding the helicopter by using “see through” technology. This is usually based on millimeter wave radar at frequencies above 60 GHz. The second solution set is composed of “see and remember” technology that scans and stores an image of the landing site before the generation of DVE conditions. This information is then provided to the pilot as a virtual image after the obscuration occurs and the pilot maneuvers with respect to it. A number of frequencies can be used for “see and remember” technology including visible light, non-visible light and radar of a variety of frequencies.

Another solution set for DVE attacks the issue through the improvement of flight control authority and the automation of some flight control functions. The end result is improved low speed handling qualities. The concept is that if you can decrease the degree of difficulty required to fly the helicopter and automate hovering and/or landing functions, the degree of task loading for pilots will diminish and accidents will be less likely in the DVE. Some of these solutions will not be available until the implementation of DEFC but autopilots with enough authority can bring these concepts to fruition on some airframes presently. Coupled with improved low speed hovering symbology and refined navigational accuracy, improved handling qualities have the potential to diminish DVE related mishaps. All of the preceding DVE solutions would involve significant training investments to compliment the proposed technologies but the institution of automated hover and automated landing capabilities already present in some civil helicopters could provide a solution that would not be highly dependent on training.

ASTR – Midair Collision Prevention Technologies

Midair collision continues to haunt military mishap statistics. Over the last quarter of a century, midair collisions have been the second leading cause of loss of life and a significant cause of loss of helicopter airframes. Half of the military helicopter midair collisions occur with formation members and all but a few occur with other military helicopters. The ASTR identifies several technologies arising in the civil sector which appear to have significant value in the prevention of military rotorcraft mishaps. The most promising of these is

active traffic detection. Equipped aircraft emit a transponder interrogation pulse of very low power (40 to 250 Watts) that is replied to by other transponder equipped aircraft within a range of 6, 12 or ~21 miles depending on the power of the interrogation. The equipped aircraft have a directional antenna to receive replies and produce very accurate ranging data from the timing between transmission of the interrogation and reception of the reply. Altitude information is picked up in the mode “C” data received from interrogated aircraft. Data is displayed on an indicator or a multi-function display and aural warnings accompany traffic conflicts. A suppression line prevents the transponder aboard the equipped aircraft from being interrogated by its own system. Active interrogation devices that do not provide resolution advisories are known as Traffic Collision Avoidance Devices (TCAD). Systems designed for airline use are known as Traffic Collision Avoidance Systems (TCAS) and do provide resolution advisories. TCAD is probably all that is required to address rotary wing aircraft midair collisions as it provides excellent situational awareness concerning other traffic in the vicinity and warnings of potential collision hazards. While active interrogation could be an issue for flights in combat zones, the broad application of this technology would likely eliminate half of the rotary wing midair collisions and likely would have prevented at least one recent high profile event with multiple fatalities. Another technology identified by the ASTR as having some potential to reduce midair collisions is Automatic Dependent System – Broadcast (ADS-B) Traffic Information Service (TIS). This system can work between two aircraft equipped with mode S transponders that also have ADS-B in and out capability. Basically, the two aircraft “talk” to each other swapping air data in the unused portion of the transponder pulses and that data is decoded and given to the pilot as traffic information. The weakness of ADS-B TIS comes in the identification of aircraft without mode S or without ADS-B out capability. Data from these aircraft must be relayed through a ground station and then uplinked to the aircraft. Not all radar sites possess an ADS-B TIS capability so traffic data is dependent on local equipment. An additional security issue is that ADS-B TIS information can be obtained by anyone so the movements of military aircraft using the system can be widely known if the system is exploited. For these reasons, and others, ADS-B TIS is probably a less than ideal solution for the military to use for midair collision prevention.

ASTR – Water Survival Issues

Last quarter, in this publication, I wrote extensively about the impressive decrease in drowning and the loss of personnel at sea in DoN rotorcraft mishaps. The ASTR recognizes the improvements institutionalized by the DoN in dunker training, the use of high pressure emergency escape devices (HEEDS), exposure suits, flotation gear and the

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universal requirements for head protection among both crew and passengers.

ASTR – Crash Survival

Stroking seats for all personnel carried aboard helicopters, the provision of airbags, and universal helmet wear are three areas discussed in the ASTR. The DoN has been a leader in deploying stroking seats within DoD and has always had rigorous requirements for cranial protection. The Army has experimented with airbags for pilots with impressive results in actual crash situations. Some improved retention leads (gunner’s harnesses) have been developed and deployed but there is still a long way to go throughout DoD to ensure that every helicopter occupant benefits from all of the reasonable protection available to improve crash survival. Improved workstation design that brings a crewmember’s duties to a centralized location where they may be conducted with suitable remote equipment is essential to keeping aircrew in crash survivable accommodations throughout each flight. Airframes can be designed to better absorb and distribute crash forces and the Army is currently leading an effort with representatives from all of the Services to better define standards of construction that lead to improved survival. Some of the technologies being considered are deployable external airbags and crushable structure but the effort is much more comprehensive and is generating hundreds of pages of documentation. Another area of interest is entanglement and this is addressed in the ASTR. Wireless interphone equipment is put forward as an example of a way to decrease this threat.

ASTR – Other Mishap Prevention Technologies

Wire strike protection is recommended universally by the ASTR and it also notes the need for wire and tower detection devices. Two technologies are discussed, one using an electronically agile antenna with millimeter wave radar and the other using LASER technology. The former could provide an all weather capability able to deal with all potential wire strike situations, the latter would only be viable in clear air but, over the last quarter of a century, 90% of wire strikes have occurred in conditions of good visibility, though many were complicated by night.

The need for wire cutters was noted by the ASTR to be universal.

The ASTR discussed tactile feedback as a promising technology for a variety of potential uses. Both tactors and the use of control shakers were viewed as having potential to alert pilots to low altitude conditions or to combat spatial disorientation. Of course, tactile feedback is really an indicator that can be paired with warnings or orienting information of a variety of kinds and from a multitude of sources. Tactile receptive pathways are currently used by pilots to sense vibrations due to impending system failures or changes in

airspeed and/or configuration. Harnessing these sensory pathways for other purposes can offload visual or auditory throughout and improve bandwidth to pilots.

Reviews of Army mishaps identified a unique, but oft repeated mishap class in attack and observation helicopters. These vehicles frequently crash after entangling their tail rotors in flora when they are hovering at night in zero illumination. While no deaths resulted from these mishaps, more than a dozen helicopters were damaged beyond repair. The use of a low powered tail strike warning transceiver could eliminate this sort of mishap. This technology is currently utilized in minivans and sport utility vehicles to warn of obstructed back-up pathways.

ASTR – Flight Data Analysis

The ASTR reviews efforts to collect and analyze data, like military flight operations quality assurance (MFOQA), as having very beneficial effects upon the prevention of mishaps, optimizing maintenance of parts due to wear, the provision of immediate operational debriefing capability to crews and maintenance personnel on landing and the broad analysis of fleet-wide trends in rotorcraft maintenance and usage.

The DoN received specific mention of PMA-261’s engine reliability improvement program (ERIP) which successfully identified reduced time on wing capabilities for deployed aircraft subject to increased ingestion of particulates. This has led to titanium Nitride treatment of rotating components, improved engine air particle separators, improved hot day performance and prognosis/diagnosis based power management.

DoD has directed a Department-wide movement toward condition based maintenance (CBM) which allows for trend analysis of part performance and anticipation of change intervals based upon trend monitoring results. This moves us a way from fixed time/hour interval changes and makes it more likely that we can detect and prevent catastrophic failures which cause some mishaps.

The DoN has had a very good experience with MFOQA and will continue to develop this capability in the future. Of all the technologies mentioned in the ASTR, it probably has the greatest long range potential to decrease mishaps while preserving lives and airframes.

ASTR – The Next Step

Depending on the outcomes of the issue teams currently considering the funding of aviation safety technologies, some or all of these technologies may find their way into DoD aircraft over the FYDP. Fortunately, current leadership in naval rotary wing aviation is very enlightened and is speaking with a unified voice. The six Navy helicopter Commodores, after taking a briefing on current risks in DoN rotary wing operations, rapidly developed a Statement of Urgent Universal Need for devices providing terrain and obstruction warning and capable


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of importing satellite weather data. With full support from the Commander, Naval Air Forces (CNAF), they moved quickly to put funding together to rapidly procure handheld devices to serve temporarily until IFR certified, FAA TSO C-194 compliant HTAWS could be tested and installed. I’m really proud of the actions of the Navy in this regard and you should be too. They are doing everything in their power to make sure the Fleet gets the safety equipment it needs to optimize operations. They know that our ultimate readiness consists of trained and experienced personnel prepared to complete challenging missions using systems designed for maximum safety and survivability. Every helicopter is combat capability and every person is essential to mission success. We cannot afford any mishap losses. Most importantly, we must give our helicopter crews and passengers every sensible and affordable chance to effectively employ their systems and survive any mishap or hostile action. The ASTR provides pointed guidance of how to effect change in a cost effective manner toward that end.

NAVAIR delivers new Mi-17 helicopters to Afghan National Army Air Corps

NAVAIR delivered four new Mi-17 helicopters to the Afghan National Army Air Corps (ANAAC) in Kabul, Afghanistan just sixty-

five days after the order was placed.Four Mi-17 helicopters, the first new helicopters

Afghanistan has ever received, were ordered on July 30. The first two were delivered Sept. 3; the second pair of Mi-17’s was delivered Sept. 16.

“The people on our Afghanistan team have consistently stepped up to the plate and delivered vitally needed equipment to the Afghan armed forces as quickly as possible,” said Capt. James “Walleye” Wallace, Program Manager, Tactical Airlift, Adversary and Support Programs, PMA-207. “This delivery is another example of the superb leadership and ingenuity that this team displays on a daily basis.”

The Navy International Programs Office was a key partner in acquiring the Mi-17s for ANAAC.

“The Mi-17 acquisition was an extremely challenging non-traditional acquisition from contract award to helicopter delivery. In this, the NAVAIR Afghan team performed superbly, delivering these non-Western aircraft within a record 35 days from the contract being awarded into Afghanistan,” said Eugene Chan, Country Program Director - Afghanistan / Iraq, Navy International Programs Office.

The four Mi-17’s will provide combat airlift, logistical and medical evacuation support to Afghan forces and government officials.

“I have to thank our Afghanistan aircraft team, the Cherry Point Fleet Support Team (FST), NAVAIR Contracting, Legal, Finance, Logistics, the NAVAIR International Programs Office, and the Navy IPO for their dedicated work. Lt. Cmdr. Sid Lodhi, General Dynamics Information Technology (GDIT) and the Cherry Point FST exposed themselves to the real world challenges faced by our troops on a daily basis while they were performing the final acceptance inspections on these Mi-17s,” said Rich Senkel, Deputy Program Manager, Foreign Military Sales, PMA-207. “The four Mi-17’s were bought new from the manufacturers in Russia through a contract with Defense Technology, Inc. The Mi-17 contract was competitively sourced and DTI won the competition.”

Press Released from NAVAIR

The four Mi-17s have less than ten hours of flight time each, said Senkel, just enough to accomplish the Functional Check Flights after delivery to Afghanistan. One of the pilots who flew the FCFs said that these were the smoothest flying helicopters he’d ever flown.

“Although a non-standard platform and a stranger to the Department of Defense acquisition and sustainment community, the Mi-17 is a familiar, robust, and easy to maintain helicopter that is without argument, the most visible and active symbol of emerging Afghan airpower,” said Wallace. “PMA-207 accepted the challenge to deliver the non-Western aircraft and within 17 days we developed the plan, reviewed the proposals and awarded the contract.”

The PMA-207 Afghanistan team is leaning forward to support the mission of the Combined Airpower Transition Force (CAPTF) to build a strong, capable, and sustainable ANAAC that meets the critical security requirements of Afghanistan added Wallace.

NAVAIR’s PMA-207 manages the cradle to grave procurement, development, support, fielding and disposal of the Navy’s Tactical Airlift, Adversary & Support Program Systems.

A Mi-17 helicopter delivered to the Afghan National Army Air Corps by NAVAIR’s Tactical Airlift, Adversary and Support Programs, PMA-207. Photo by Staff Sgt. Tom Dow, USAF.


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Fe

atu

re

s From SSC to Pirates at SeaArticle by LTJG Heather Talley, USN

As a Helicopter Second Pilot (H2P) on my

first cruise, I began to realize the typical life underway of a SH-60B LAMPS pilot underway with the Carrier Strike Group (CSG) consisted of flying at night utilizing radar and Forward

Looking Infrared (FLIR) to provide a recognized maritime picture. After launch, we quickly turned on the radar hoping there might be several radar contacts to investigate during a flight to keep the night interesting. An even greater victory for a LAMPS crew flying the Surface Surveillance and Control (SSC) mission is to find the rare critical contact of interest (CCOI) or surfaced submarine. It was slightly more than halfway through our cruise that our mission changed quickly and drastically. We received tasking to leave the CSG and steam independently toward the Horn of Africa. Our new mission was to provide surveillance and intelligence of the Taiwanese fishing vessel, Win Far, hijacked by suspected Somali pirates (SP) more then 4 months earlier. The Win Far housed 33 hostages on board and served as the mother ship for multiple attacks including the incident aboard the Maersk Alabama!

Our mission was to ensure the Win Far did not get underway. The ship was located about three miles off the coast near the small town of Garacad, Somalia. We soon understood the typical mode of operations for pirates: approach a vessel alongside with several small boats and board it through intimidation and a show of force with automatic weapons. The pirates would then transit to their homeport area (in this case Garacad) and anchor off the coast awaiting ransom payment. The coastal anchorage afforded them full support of their local town for supplies and replenishment. Near Garacad there were four other pirated vessels also anchored along the Somali Coast.

The flight started out like any

other. We launched at 0600 to begin our surveillance. We did a couple of passes around the ship to see if there was any action or movement aboard. Approximately two miles to the south was another suspected pirated vessel, Charelle, which we also monitored while on station. We spent our morning orbiting both vessels looking for any escalated activity. The situation seemed quiet so we transited toward the coast to check out the town looking for any early morning activity. Along the beach was a small cove we termed ‘Skiff Beach’ where approximately 15 white, 18-20 foot skiffs lay beached awaiting their next trip. For several mornings, we witnessed approximately 10-15 people arrive at the beach and launch a skiff headed to one of the pirated ships with supplies. On this particular morning, Skiff Beach was quiet so we flew back to the Win Far.

The Win Far started to get busy around 0645. We noted several individuals around the pilothouse and several others above the cargo hold. We decided to orbit at 500 feet approximately 1500 yards from the vessel to take some photos of the activity. At times, we would slow to a creep utilizing an ‘up-sun’ advantage, taking steady and clear pictures for intelligence specialists to analyze later. We would then transition to forward flight. As we continued to orbit, we noted more and more activity. Now the cargo hold was bustling with individuals and several people were walking back and forth along the bridge wings. In total, we counted approximately ten men. As a crew, we decided to elevate to 1000 feet to use the FLIR and still camera to document the activity in the cargo hold. As the Airborne Tactical Officer (ATO), it was my job to operate the FLIR. We closed in towards the ship to get a better view. We felt safe at our standoff position of 1000 feet vertically and 1500 yards horizontally.

Our aircrewman was in the door taking pictures and the pilot maintained altitude and spacing for safety of flight. On the FLIR, I saw several individuals

moving around on deck. Suddenly, I saw what I could only describe as a spray of something black coming off the ship. I quickly asked the crew if they had seen what I had just witnessed on FLIR. No one could confirm what I had seen. Simultaneously, I heard a “pop, pop, pop” and I asked the pilot if he heard the same noise. He thought the noise came from clicks on the radio. The aircrewmen thought it could have been the rotor blades flapping since we were in a turn. I asked our controller on the ship if he saw the spray of black on the FLIR as well. His reply was negative; his head was down and not looking at the monitor. Realizing I was in the “black hot” polarity setting for the FLIR (displaying items that were hot in temperature), coupled with the “pop, pop, pop” noise I heard, I started to think that the spray of black was shell casings from a gun! By this time, we had already increased our lateral distance and were clear of the vessel. Our crew-served weapon was not “locked and loaded” and the aircraft commander chose not to return fire since we were already off target and collateral damage was a concern.

The pilot called the Tactical Action Officer (TAO) to report that we witnessed a large group of hot objects being sprayed from the below the pilothouse just above the cargo hold. The pilot also explained that we heard some strange noises. The TAO quickly understood what we were trying to tell him. Suspected pirates aboard the Win Far had just fired at our helicopter. The TAO called our Officer-In-Charge (OIC) to review the FLIR video that we recorded. Due to difficulties in the Combat Information Center, however, their equipment had not recorded our FLIR video. The OIC told us to return immediately for an aircraft inspection and look at the onboard video tape.

After a thorough review of the FLIR tape, it was apparent that two men on the lower level above the cargo hold had fired a crew-served weapon, similar


Feature: From SSC To Priates At SeaContinued from page 17

to our M-60. Post-incident video analysis determined approximately 25 shots were fired.

Our reaction to the news was two-fold. We were shocked that SP, who waved at us (or so we thought) and another SH-60B in the area just a few days ago, had actually fired at us. Until now, they had shown no hostile intent. Thankfully, they missed.

Since this incident, several things have changed for me personally. First, in looking at the FLIR video, it was very evident that the SP on top of the pilothouse looked over the edge and ordered the shooting. The video clearly shows personnel carrying a long cylindrical item into the cargo hold prior to the shooting. In retrospect, I should have had better situational awareness to foresee this incident. I should have been faster to deduct their hostile intent. These things, however, happened fast—a matter of seconds. Remember, you should treat all information as a piece of a puzzle and put the pieces together quickly so your crew can get the big picture early. Actively verbalize what you see to the rest of the crew. I am confident the counter piracy mission is the future for LAMPS detachments. We need to be prepared if this situation happens again; other crews need to be faster to recognize the chain of events than we were.

The Rules of Engagement (ROE) and Commander’s Intent explicitly defined the precise nature of our mission and expected

responses should an adverse situation arise. It was pertinent that we studied the ROE and understood the Pre-Planned Responses (PPRs). We were not authorized deliberate-offensive use of force unless the pirated vessel attempted to get underway; this was only to occur with specific permission from the Four Star level and above.

We accomplished our mission by flying sorties unpredictably, day or night, noting any activity and documenting it with our camera and detailed aircrew post flight briefs. We remained on Alert 30 all day, everyday, ready to launch if the ship noticed any increased activity. The authorization for use of force was only for self-defense. Guidance from higher authority, however, stated the best self-defense measure was to increase range.

Our mission was to observe and report the daily habit pattern of the pirates and determine a “pattern of life” aboard the pirate mother ship. Specifically, our Strike Group commander warned, “Don’t get into a shooting war down there.” Our stand off range, [currently classified as other detachments are fighting the same war against the same pirates] varied throughout our time on station.

Guaranteed by the Laws of Armed Conflict, we are authorized the use of self-defense. However, one must also consider the effects of collateral damage

and reason for self-defense. The pirates fired at us from just above the cargo hold. That location was strategically smart because, had we fired back, we would have fired very close to innocent hostages held inside the cargo hold. I still maintain that we would have done more damage to the situation than necessary if the crew of a U.S. Navy helicopter had killed one of the hostages. Instead, we completed our original tasking to prevent the Win Far from getting underway and determine a “pattern of life.” Another ship eventually relieved us and the hostages were all still alive when we left station.

Counter-piracy is a delicate mission that the U.S. Navy has fought since the end of the 18th century. The individuals that commit these acts are desperate for money. They will go to any length to capture the vessel and make their demands. Consider them capable, consider them equipped and consider them hostile. The towns that supply them are counting on the ransom for life support. It is a complicated web of hostilities with innocent people involved. Do your research and be prepared. We were lucky-don’t count on them missing a second time . . .


Feature

Continue on page 20

Naval Academy’s Summer Soaring Program A Soaring Success!

Article and Photos by CDR Brian Randall, USN

From June 1, 2009 through August 21, 2009, the Naval Academy Fixed-

Wing Training Squadron (VT-NA) safely completed over 500 training sorties with 150 midshipmen assigned to the Naval Academy’s inaugural Summer Training Soaring Program! The beta test program was by all accounts a huge success in meeting professional training goals and the Midshipmen’s expectations.

Why would USNA conduct a soaring program? Annapolis is home to the Naval Academy is it not? The answer is “yes,” of course. However, each year over 40 percent of USNA’s graduating Ensigns and 2nd Lieutenants are designated for Naval Aviation service. In fact, Naval Aviation is the single largest warfare designation at the Naval Academy - more than Surface Warfare or any other warfare specialty. Therefore, providing some aviation exposure to Midshipmen prior to service selection just made sense. With this goal in mind, the Fixed Wing Training Squadron - Naval Academy (VT-NA) was formed. VT-NA is USNA’s only aviation-related professional Extra-Curricular Activity (ECA) and it serves to professionally enhance those Midshipmen who wish to pursue careers in Naval Aviation.

Resurrecting VT-NAV T- N A i s c o m p l e t e l y

Midshipmen-run and counts on numerous winged Naval Aviators (active and retired) both on the Yard and outside the gates for support. VT-NA provides ground school instruction, flight simulator training, coordinates guest-speakers, and hosts other professional and social functions. Currently, it does not own or operate any aircraft for initial flight screening and instruction. The powered flight portion of VT-NA was disbanded in the early 90’s due to budgetary reasons. As a result, flight exposure for Midshipmen before service selection ended… until just recently.

In the Fall of 2008, some highly

motivated VT-NA members realized the irony of being part of a fixed-wing t r a in ing squadron tha t neither operated a i r c r a f t n o r provided flight instruction. In order to better serve members of the Brigade of Midshipmen wanting to pursue careers in Naval Aviation, VT-NA had to resurrect its long-dormant flying program. USNA designates almost the same number of graduates each year into Aviation as the Air Force Academy [USAFA]. USAFA operates both powered and unpowered flight squadrons from their campus airport for their cadets. So, several members of VT-NA with sailplane experience pursued a soaring program as a cost-effective alternative to the defunct powered-flight training.

The purpose of the soaring program at USNA was “to provide an inexpensive yet realistic introduction to Naval Aviation and the aviation industry.” Disclaimer: VT-NA has no intention of duplicating training efforts that future Naval Aviators will receive at the Navy’s flight training Wings. VT-NA’s purpose is to actively invest in the future leaders of Naval Aviation by providing a foundation in the physical and mental rigors of flight.

T h r o u g h t h e s a i l p l a n e background of its leadership, VT-NA brought together the ECA and the Mid-Atlantic Soaring Association (M-ASA). M-ASA is a private, non-profit recreational soaring club based out of Fairfield, PA (near Gettysburg) and has been the hub of the Midshipmen training for the past year. ( http://www.m-asa.org/masajoin.htm )

Sailplanes: Maximum (Safe) Flight Exposure With Minimum Cost

Many readers may be wondering, “Why gliders?”

By definition, sailplanes lack the major component that makes aviation cost-prohibitive for many: an engine, which adds complexity and the expense of fuel plus maintenance. The only fuel expended during an average 30-minute glider training flight is that required by the tow plane to get to release altitude. As a result, hourly sailplane training costs run about one quarter of light powered-flight training costs. In challenging budgetary times, sailplane instruction enjoys a clear benefit that most tax payers can appreciate!

Okay, so you may ask : “Sailplanes and Naval Aviation, what’s the relevance?” That is probably a good question for Captain “Sully” Sullenberger, pilot of the U.S. Airways flight that ditched in the Hudson River in January 2009. “Sully” is an experienced glider pilot who was first exposed to sailplanes during his time at the Air Force Academy. USAFA operates a fleet of over 22 sailplanes for the initial flight instruction of their cadets. This training, among other factors, clearly contributed to the successful outcome of his crash landing on that fateful day.

From start to finish, flying a sailplane is a pilot-intensive endeavor. The launch sequence alone requires close

Midshipmen and the VT-NA stand by one of the six sailplanes that is being used in the Summer Training Soaring Program.


Feature: Naval Academy’s Summer Soaring Program: A Soaring Success!


Continue on page 21

coordination between both glider pilot and tow plane pilot. What other aviation experience has two aircraft tethered by a 150 foot tow rope requiring precise formation flying skills? Additionally, the long, efficient wings of gliders render them especially sensitive to adverse yaw (the tendency of an aircraft to turn away from the pilot’s desired direction of turn). A sailplane pilot must quickly learn to precede any lateral stick movements (roll) with appropriate rudder inputs (yaw) - or risk early termination of flight. Hence, sailplanes are perhaps the most appropriate platforms to master the fundamental “stick and rudder” skills required for coordinated flight.

Once released, sailplane pilots must skillfully maneuver their aircraft in search of rising currents of air in order to climb higher. Unlike powered-flight, sailplane pilots must be keenly aware of their surroundings; the lay of the land, and the atmosphere; always weighing their options to either extend the flight or make it back to base. And what about the landing? With no engine, the sailplane pilot must learn to nail every approach and every landing- every time; as there is no option for a “go-around.”

Captain Rob Niewoehner, USNA Aerospace Engineering Military Professor and former Super Hornet chief test pilot, says it best:

“In my view, the cognitive demands of soar-ing are much closer to shipboard flying than powered flight. When I fly light powered General Aviation airplanes, I have way more gas than I can use. VFR here-to-there doesn’t take much more thought than driving my car. Around the ship, though, my mind never rests; it’s always checking the fuel state against the fuel ladder, and wondering whether I can re-ally depend on the next gas. Same with glid-ers-- I never lose track of my point of intended landing; I’m keenly tuned to every chance at snatching more energy from the atmosphere. Most of the time might be at 45 kts, but my

mind is always racing, just like at the ship.”

VT-NA quickly saw the merits of providing flight exposure in sailplanes - namely relevant flight training at a minimal cost. Thus, the Naval Academy Soaring Program (NASP) became VT-NA’s key enabler to (once again) provide flight experience for interested members of the Brigade of Midshipmen.

NASP was originally just a small team of Midshipmen who went on weekend movement orders during the academic year to fly sailplanes at local glider ports. As news of VT-NA’s resurrected flight program (via soaring) spread throughout the Brigade, the large influx of interested Midshipmen quickly overwhelmed NASP’s ability to provide flight instruction.

Seeing the need for a broader experience, CAPT Morgan Jones, coordinator for Naval Aviation Programs at USNA, approached CAPT Stephen Evans, Director of Professional Development to seize a summer training opportunity. After close coordination with VT-NA, M-ASA and other USNA staff, the Summer Soaring Program was born.

The Summer Soaring Program was designed to provide initial flight exposure to 150 midshipmen over six, two-week training blocks. Twenty-five Second Class Midshipmen were assigned to each block. These members of the Class of 2011 were identified as the target audience because they were either fully committed to or were undecided about Naval Aviation as a career path. While there are some opportunities for a Fleet Aviation cruise during their last summer of training, the Summer Soaring Program expands the opportunity to experience flight before Midshipmen have to make a career decision.

The two-week training program encompassed one week of ground instruction followed by one week of flight training. A classroom syllabus complete with wind tunnel laboratories and flight simulators was created to cover the principles of flight. Additionally, an intensive flight training regimen was developed to take the Midshipmen from classroom to cockpit.

Since Annapolis lacks sailplanes and runway facilities, USNA drew-up a contract with the Mid-Atlantic Soaring Association (M-ASA) to provide aircraft and their Fairfield, PA glider port for the exclusive use of flight training Midshipmen and staff during weekdays over the summer months. M-ASA’s FAA-certified flight instructors helped NASP qualify additional tow pilots and flight instructors from among the ranks of military staff, specifically, winged Aviators and Midshipmen.

Naval Academy Soaring Program milestones:

Safe execution of over 500 training sorties at the •Fairfield, PA glider port216 hours of classroom instruction including the •“Introduction to Flight” ground school syllabus that successfully qualified 15 midshipmen to take their

VT-NA instructor CDR Brian Randall (rear) is taking a midshipman out for training.


Feature: Surviving Wet Feet In A HelicopterContinued from page 20

FAA Private Pilot exam.Once all training flights were completed, select groups •enjoyed field trips to the Udvar-Hazy Air & Space Museum at Dulles, VA.

Additionally, the following USNA Soaring Program members safely soloed and/or achieved FAA ratings and endorsements:

ENS Sean Noronha: Certified Flight Instructor-Glider1. (CFI-G), Tow Pilot Ensign Steve Dorman: Tow Pilot, 2. Solo Glider, Private Glider PilotMIDN 1/C Chris Polhemus: Tow Pilot, Solo Glider, 3. Commercial Glider PilotMIDN 1/C Alex Islin: Tow Pilot 4. MIDN 2/C David Price: Solo Glider, Private Glider Pilot5. MIDN 2/C George Meszaros: Solo Glider, Private 6. Glider PilotMIDN 2/C Brian Ruane: Solo Glider7. MIDN 2/C Connor Dunn: Solo Glider8.

More in store…The Summer Soaring Program proved to be very

popular with the Midshipmen who participated. A frequent comment in the numerous exit surveys submitted by those desiring to service-select Aviation said: “The Soaring Program was one of the most relevant training programs currently available at USNA.”

Based on these surveys and other Midshipmen feedback, the Commandant of Midshipmen, CAPT Mathew Klunder, and the Professional Development Department approved additional funding for NASP to provide continued flight exposure for more members of the Brigade.

Training Aircraft on the Way!Meanwhile, USNA is in the process of acquiring six sailplanes (two trainers and four single-place gliders) from Edwards Air Force Base Test Pilot School (AFTPS). These barely-used aircraft were excessed from the US Air Force Academy’s in-ventory and given to AFTPS where they have been in storage ever since.After FAA-required inspections (and a little paint to replace the USAFA logos with USNA logos), these aircraft would be useful in training Mids. Additionally, NASP would like to use the single-place gliders to enter inter-collegiate Soaring competitions. Perhaps one day USNA will be able to BEAT AIR FORCE at a soaring competition with their own excessed gliders! Stay tuned for future updates on our progress. NASP is already busy training new Midshipmen for Certified Flight Instructor-Glider (CFI-G) and tow pilot positions for the 2010 Summer Soaring Program. The Naval Academy Soaring Program desires to continue to introduce Midshipmen to the challenges and thrills of flight in preparation for successful Naval Aviation careers. We would like to thank Mr. Mike Higgins, M-ASA president,

and the entire M-ASA organization for their support. We would also like to recognize the following military staff involved in daily operations:

CDR Brian Randall: NASP Officer Rep, Chief Glider 1. and Ground School InstructorLCDR Bill Lehner and LT Pat Anderson: 2. Administration, Billeting and SchedulingEnsign Sean Noronha: Glider and Ground School 3. Instructor, and Tow Pilot Ensign Steve Dorman: Tow Pilot4. Ensign Mike Wolf: Ground School Instructor5. Ensign Gavin MacGarva: Ground School Instructor6. MIDN 1/C Chris Polhemus: Tow Pilot7. MIDN 1/C Alex Islin: Tow Pilot 8. MIDN 2/C David Price: NASP CO- Movement Orders/9. Transportation/Meals MIDN 2/C George Meszaros: NASP XO- Movement 10. Orders/Transportation/Meals

Without these highly motivated, visionary individuals, the Naval Academy Soaring Program would not be possible. It is our hope that the Soaring Program will continue to flourish with the leadership, hard work, and dedication of Midshipmen.Alumni and friends, please feel free to join NASP lay a foundation for the next generation of Naval Aviators over the skies of Fairfield, PA. Fly Safe!

CDR Brian H. Randall, USN, a ’94 graduate of the US Naval Academy, flew the MH-53E and the MH-60S in the Fleet. He holds a BS and MS in Aerospace Engineering and currently serves at USNA as an instructor in the Aerospace Engineering Department and as the Soaring Program’s Officer Representative, Chief Ground Instructor and CFI-G.

Training commence


Feature

The Knighthawk’s TalonsLeadership Targeting and Naval Rotary-Wing Airpower

Article by Benjamin “BJ” Armstrong, USN

Since the attacks on September 11, 2001 a debate over the role of airpower in counter-insurgency operations and its use in the War on Terror has

taken place. This debate has occurred primarily within the US Army and Air Force; however, Naval Aviation has an increasing stake in developing tactics, techniques, and procedures that will bring unique sea-borne capabilities to bear against America’s enemies. A potential application of naval airpower in The War on Terror and today’s counter-insurgency campaigns is the use of naval aircraft to strike at leadership targets. The best weapon system for these attacks does not launch from the catapults of our nuclear powered carriers, but instead from the back of any ship with a helicopter flight deck, the MH-60S Knighthawk.

The Knighthawk’s TalonsThe MH-60S Armed Helo design includes Hellfire capability to employ numerous weapons including: eight AGM-114s, two GAU-21 .50 caliber mini-guns, and 7.62 mm crew served weapons. The package contains forward-looking infrared, a multi-spectral targeting system, radar signals detection set, and countermeasures systems. Additional systems are also in the test and development phase, including a 30mm forward firing chain-gun and the ability to employ 2.75 inch rockets. Currently the Navy plans the purchase over one hundred Armed Helicopter packages that squadrons can fit to their Knighhawks. The initial kits are making their first deployment with Helicopter Sea Combat Squadron 8, as part of the John C. Stennis Strike Group. As the deployment aboard a carrier strike group demonstrates, the Navy has focused on the potential of the armed Knighthawk as a Combat Search and Rescue and strike group Maritime Interdiction asset. However, over the next several years armed Knighhawks will begin appearing aboard amphibious ships and eventually aboard the Littoral Combat Ships. These global deployments will allow the Knighthawk to shift its mission to naval irregular warfare because its systems lend themselves perfectly to the leadership targeting role in the War on Terror.

Leadership TargetingThe War on Terror created a new challenge for the

United States and its Western allies: How does a modern force conduct a global conflict and target small enemy forces while protecting innocent civilians? The targeting of small groups of terrorists or enemy leaders became an opportunity for airpower to build on the precision capabilities that developed throughout the 1990’s.1

Steven Hosmer of the The RAND Corporation studied the elements of leadership targeting in his book Operations Against Enemy Leaders. In the book, he presented three key elements for success in the targeting of leadership elements for destruction. First, near real-time or reliably predictive

intelligence is required to ensure the location of the target. Second, planners must select the proper weapon system to limit collateral damage and guarantee mission success. Thirdly, the strike must result in beneficial and legal results.2

As American forces have searched for new ways to engage the asymmetric enemy, professional military journals have covered the subject of the legality and morality of leadership targeting. In The Naval War College Review, Dr. Gary Solis wrote, “targeted killing is within the bounds of [the] law of armed conflict.”3 US Army Colonel James Cullen, staff Judge Advocate for the 101st Airborne Division (Air Assault), concluded his study in Joint Force Quarterly by saying that “a carefully circumscribed policy of targeted killing can be a legal, moral, and effective tool in a counter-terror campaign.”4

Targeted Self DefenseCounter-terrorist leadership targeting has historical

precedent. In 1992, following the ambush and death of 16 Pakistani peacekeepers in Somalia, the United States initiated a targeted strike on leadership elements of Mohammed Aidid’s Somali National Alliance (SNA) and the Habr Gidr Clan. Two USMC AH-1 Super Cobra gunships attacked a building that was housing a meeting of SNA commanders, killing 20 enemy leaders. The strike threw the SNA into temporary disarray as a power struggle resulted within the ranks. Commanders selected the Super Cobras as the proper weapon system because of their precision guided TOW missiles and 20mm cannon, which limited the strike to the target building and minimized the potential for collateral damage. 5

The Israeli Defense Force (IDF) has also made significant use of rotary-wing airpower in strikes against terrorist targets in Lebanon and the Palestinian Territories. IDF termed the missions “Targeted Self Defense” and their strategy is both attrition of enemy forces and disruption of their command and control capabilities. In one example, following an IED strike on a public bus in Jerusalem that killed 19 Israelis in 2003, the IDF initiated a series of strikes by AH-64 Apache’s using Hellfire anti-tank missiles. The Apaches conducted five strikes, eliminating ten terrorists. The strikes culminated when five Hellfire missiles destroyed a van carrying Abu Abdullah Akel, the commander of Hamas units in the Gaza Strip who helped to plan the bombing.6

Targeting Terror Today In his study of the legality of leadership targeting,

Colonel Cullen identified the importance of precision guided munitions to limiting the possibility of collateral damage and the protection of innocent civilians. Mr. Hosmer identifies the same requirements and ads that low yield weapons should be the

Continue on page 23


Feature: The Knighthawk’s Talons

Naval aviation must embrace these types of missions in order to bring our expertise and capability to the fight.

The MH-60S Knighthawk can carry out strategic leadership strikes across the globe and the full spectrum of conflict. Contemporary debates about the role of airpower have focused on high technology, fixed wing aircraft in an attempt to use the bombers and fighters designed to fight the big war to help win today’s small wars and counter-insurgencies. Helicopters, long a central element to counter-insurgency and small wars, provide the mobility, speed, flexibility, and lethality that have become an important part of the post cold-war world. The armed Knighthawk and rotary-wing aviation are a significant part of naval airpower’s future.7

(Endnotes)For a more in depth study of rotary-wing leadership targeting 1. see: Benjamin Armstrong, “Precision Approaches: The Helicopter as a Strategic Strike Asset in Small Wars,” Defense & Security Analysis, 25, No. 3 (2009).RAND Corporation. 2. Operations Against Enemy Leaders. Santa Monica, CA: RAND, 2001.Gary Solis. “Targeted Killing and the Law of Armed 3. Conflict,” The Naval War College Review, 60, No. 2 (2007): 142.James M. Cullen. “The Role of Targeted Killing in the 4. Campaign against Terror,” Joint Force Quarterly, 48 (2008): 22-24.Associated Press, “UN Raids Somali Clan’s Base; Mob 5. Kills at Least Two Journalists,” The New York Times, July 13, 1993, Section A, A1, National edition.James Bennet. “Israeli Strikes in Gaza Kill Two Militants 6. and Girl.” The New York Times, August 31, 2003, Section N, N18, National edition.A version of this article originally appeared in the September 7. 2009 issue of Proceedings. The author would like to thank CDR Bob Laubengayer and LCDR Dave Collins for their comments and suggestions.

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primary engagement system since even small bombs, dropped from tactical fixed-wing aircraft, have significant blast radii. The Israelis have demonstrated that the Hellfire missile, with a yield exponentially smaller than a JDAM or other precision bomb, is the perfect weapon for targeting terrorist leadership. The USMC in Somalia also demonstrated the value of properly employed cannon and guns.

A MH-60S Knighthawk gunship can deploy on any naval ship that has helicopter landing capabilities. The Navy’s global presence allows naval aviation to launch leadership strikes rapidly over 90% of the world’s population centers, once the proper intelligence provides a target. These strikes are possible without the presence of a Carrier Strike Group, or other high visibility asset, anywhere near the target. A Perry Class Frigate with an embarked MH-60S or a Littoral Combat Ship becomes a strategic bombing platform in the War on Terror, providing the commanders with a limited footprint and the enemy with little warning. The Knighthawk is superior to unmanned aircraft because its crew can rapidly develop the 360 degree situational awareness that is necessary to ensure the safety of innocents in populated areas. However, a real potential exists to pair armed Knighthawks with unmanned Fire Scouts and develop hunter/killer tactics using Fire Scout’s targeting and intelligence capabilities. In addition to the strike capability, the MH-60S provides the capacity to carry Special Warfare operators, allowing not just the destruction of enemy leadership but potentially their capture as well.

Naval Airpower As the Navy increases irregular warfare capabilities,

and Naval Aviation develops its role in The Global War on Terror, rotary-wing airpower must be re-considered. Helicopters provide more than just a way to move passengers, mail, and cargo from ship to ship. In the summer of 2009 special operations forces struck into Somalia, attacking and destroying a convoy carrying Al Qaeda leader Saleh Ali Saleh Nabhan. It was a leadership-targeting mission launched from the sea, but reports indicated it did not use naval rotary-wing aviation assets.


Feature

Navy’s First Flying Helo Warrant Boards BataanArticle and Photos by MC2 Stephen Oleksiak, USN

Fourteen Sailors were selected in 2006 to become the Navy’s first Flying Chief Warrant Officers,and more than three years later, the

“Flying 14” are still making history.When Chief Warrant Officer (CWO) Michael Adams,

from Coalinga, CA., reported to Helicopter Sea Combat Squadron (HSC) 22, and embarked aboard the multipurpose amphibious assault ship USS Bataan (LHD 5) in June, he became the first CWO helicopter pilot to complete his training and begin living his dream as a pilot in an operational environment.

Adams was no stranger to rotary aircraft, spending nearly nine years as an aviation warfare systems operator before his commissioning in December 2006.

“I was a rescue swimmer flying in H60F/H’s, and I wanted to change seats,” said Adams. “This program was the perfect opportunity for me to do that.”

For Adams, the timing to switch seats could not have been better. According to the first NAVADMIN soliciting applications, the Navy was looking to supplement the current officer aviation force by placing qualified CWOs in the cockpit as pilots and naval flight officers (NFOs). The requirements specified candidates must be between paygrades E-5 and E-7, young enough to be commissioned by their 27th birthday (29 for NFOs) and must already possess an associate’s degree. Adams met every requirement.

“ M y wife and I were so excited when t h e m e s s a g e came back,” said Adams. “It was surreal.”

T h e new officer didn’t have much time to look back on the hard work that earned him a selection. He spent the next two years attending various officer indoctrination c o u r s e s , p r e -flight schools and piloting schools before completing his training at Helicopter Sea Combat Squadron (HSC) 2.

Adams has now settled in with his new squadron embarked aboard Bataan where he serves as the detachment’s assistant operations officer and flight schedule writer, but he never misses an opportunity to step into the cockpit.

“His flying abilities are equal to any unrestricted line officer pilot that I’ve seen,” said Aviation Warfare Systems Operator 2nd Class (NAC) Aaron Gardner, from Benson, N.C. “Plus, his prior enlisted background gives him an understanding of the crew, which makes him a more approachable leader.”

With 12 years of service under his belt, Adams has plenty of flight hours ahead of him, both in and out of uniform.

“This is an opportunity that will certainly carry me into retirement many years from now,” said Adams. “When I’ve retired, I hope to be flying helicopters somewhere on the West Coast.”

For more information on the Flying CWO program visit www.npc.navy.mil or contact your command career counselor.

The Bataan Amphibious Ready Group is conducting Maritime Security Operations in the U.S. 5th Fleet

CWO2 Michael Adams reviews the day’s flight plan with AW3 Mat Smith onboard USS Bataan (LHD 5)

CWO2 Adams finishes pre-flight preparations before take-off.

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Feature

PAR DinnerArticle by CAPT Vincent C. Secades, USN ( Ret)

The Previously Active Duty and Retired (PAR) helicopter personnel group in San Diego held its fall dinner at the MCAS Miramar Officers

Club on 23 October 2009. Fifty-five members attended the event skillfully organized by Arnie Fieser. The Officers Club provided an excellent meal and their usual courteous and efficient service. Colonel Howard Whitfield, NHA Executive Director, gave the audience a quick review of the Association’s recent and future activities. He had just returned from Milton, Florida, after participating in this year’s Whiting Field Fleet Fly-In, which he rated as the best ever. He announced next year’s Symposium, to be held 24 to 27 May 2010 at the Hyatt Regency in Jacksonville, Florida. The following year, 2011, the Symposium will return to the Town and Country Hotel, here in San Diego. Howie pointed out that during 2011 we will commemorate the Centennial of Naval Aviation. This will be a yearlong celebration with a series of events throughout the year. NHA is contributing helicopter history short articles to the Centennial News Letter. After his remarks, Howie introduced the guest speaker for the evening, LT Sarah Flaherty. A native of Atlanta, Georgia, Sarah grew up in Richwood, New Jersey. After graduating from High School in May 1998 she went to Holy Cross University in a Navy ROTC scholarship. She majored in Sociology and Anthropology, with a minor in Naval Science. She began her naval aviation training at Pensacola in 2002. Her grandfather pinned her Wings of Gold the 30th of April 2004. In July she reported to HSL-41 for training in the SH-60B. After completing fleet replacement training, in February 2005 she reported to HSL-49. During her tour with the “Scorpions” she completed two deployments, the first from October 2005 to Jun 2006, and the second from November 2007 to May 2008. In June 2008 she was reassigned to the Fleet Replacement Training squadron, now designated HSM-41. She is currently serving there as a flight instructor and as Aviation Safety Officer. In her animated talk, LT Flaherty recounted how she evolved from a young girl with no thoughts or inklings of a military career to where she is now, a proud naval aviator an enthusiastic advocate of our helicopter community. Upon completing High School, young Sarah wanted to attend Holy Cross University. Coming from a family of modest means, she needed help. Her grandfather, a retired US Marine Corps Major General, steered her toward the Naval Reserve Officer Training program. She obtained a NROTC scholarship at Holy Cross. During the last week of her midshipman’s summer cruise she was assigned to an HSL squadron. She became instantly beguiled by the allure of helicopter flying. As they say, the rest is history. LT Flaherty regaled her audience with anecdotes from her two deployments with HSL-49 detachments embarked aboard Perry class frigates performing the Counter-Narco

Terrorism (CNT) mission in the Southern Command area of operations, off the coast of Mexico, Central and South America. She shed light into the working agreement between the U.S. Navy and the U.S. Coast Guard by which HSL detachments can perform this law-enforcing mission. This agreement places a Coast Guard two-man complement aboard the helo, one man as the controller and the other as the sniper armed with a Barrett .50 caliber rifle. When necessary, the sniper uses his rifle to disable the go-fast drug-smuggling boats that refuse to heed the commands to stop to be boarded on the high seas. Her description of the startling effect of the report of the .50 caliber rifle fire reverberating inside the cabin and cockpit was very graphic and entertaining. LT Flaherty discussed the ongoing program by which the former variety of helicopter squadrons are being consolidated into two types, the Helicopter Maritime Strike (HSM) squadrons and the Helicopter Sea Combat (HSC) squadrons, flying the H-60R and H-60S models. She extolled the operational capabilities of these helicopters and their sophisticated avionics suits. She capped her talk with a presentation of photo slides taken during her flight training and operational tours. During the Q & A period that followed she reaffirmed her enthusiasm for naval helicopter aviation and her desire to pursue a long career in the community. At the end of LT Flaherty’s presentation Arnie Fieser thanked her warmly for her very interesting talk and presented her with a NHA automobile license plate frame as a small token of appreciation. Then Lloyd Parthemer, the first and the last skipper of HC-7, the CSAR squadron highly decorated during the Vietnam conflict, presented LT Flaherty with a HC-7 coin escutcheon and named her an honorary “Sea Devil.”

If you have guest speaker recommendations or other suggestions, or if you have not received past notices and want to be included in these events, please contact Arnie at [email protected]. Hope to see you at the next dinner.

Photo above: LT Sarah Flaherty shares her journey of becoming an naval aviator with the PAR Dinner audience. Photo taken by CDR (Ret) Lloyd Parthemer, USNPhoto in the background: LT Flaherty flying the HSM-41 Tail Bird. Photo taken by Ted Carlson.


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Feature

Study: Air Force CSAR Should Grow, Not Shrink Article by Bruce Rolfsen, Air Force Times Staff writer

Air Force combat search and rescue should grow — not shrink as Defense Secretary Robert Gates has suggested, a new study concludes.

The Air Force needs 171 rescue helicopters to meet the requests of the service and joint combatant commanders, according to a report by the Joint Personnel Recovery Agency.

The agency, part of U.S. Joint Forces Command, helps coordinate rescue training and equipment needs across the services. The report was done as part of an ongoing review of the Defense Department’s rescue forces.

The recommendation is a boost to the Air Force rescue community after Gates canceled the CSAR-X helicopter program in April and questioned w h e t h e r t h e military needed a large number of troops and aircraft s e t a s i d e f o r search-and- rescue missions. Many airmen wondered if their mission would be turned over to another service.

T o d a y , the Air Force flies about 100 HH-60G Pave Hawk rescue helicopters, most bought more than 20 yea r s ago. If Congress approves, another five Pave Hawks could be purchased in fiscal 2010, which begins Oct. 1.

The report raises hope among the airmen who have seen it.

“The data is impossible to argue with,” said a rescue officer who asked that his name not be used because he isn’t authorized to talk to the media. “It is time to get [airmen] more resources.”

For Darrel Whitcomb, an author and rescue historian, the study “revalidates the importance of the mission and recognizes the requirement for each service to maintain its own recovery capability.”

“It shows that the Air Force, with its well-developed and historically proven CSAR capabilities, has been the leader in this critical mission,” Whitcomb added.

The report is far from the final word in the Pentagon CSAR debate. The Joint Staff and Gates’ advisers will have their say, and the ongoing Quadrennial Defense Review could address the rescue mission as well.

Joint Forces Command refused to discuss the report because it was written for Pentagon officials, a command spokesman said. Pentagon officials would not discuss the report either, saying they were too busy planning commemorations of the Sept. 11, 2001 terrorist attacks.

The agency looked at the CSAR capabilities of the four services’ conventional units as well as Air Force Special Operations Command and Army Special Operations Command.

The 11 areas looked at included the training of medics, communications gear, night operations, ability to launch a mission on short notice, urban operations and capability to rescue people trapped at high altitudes.

The Air Force got the highest scores in seven categories and second place in three. Army special operations ranked second with a pair of first places

and seven second places. Conventional Army and Marine units got their top scores for urban operations because the services’ ground forces figured into the equations. The Navy did best with its abilities to rescue people with hoists.

The report concludes that each service needs a rescue capability as a quick response force, from carrier-based Navy helicopters responding to an aircrew in the water to Army medical evacuation helicopters flying out wounded soldiers.

However, the services depend on each other in extreme conditions, such as mountaintop rescues.

“There is no single service solution to recovery of isolated

personnel,” the report states.

A s a n e x a m p l e , t h e study cites ongoing o p e r a t i o n s i n A f g h a n i s t a n , where Air Force Pave Hawks often get the call to fly night missions to evacuate wounded soldiers because the hel icopters have sophisticated navigation gear — forward-looking infrared cameras a n d t e r r a i n -avoidance radar — and door-mounted mach ine guns . Army helicopters are unarmed and

have only limited night operations capability.

To fly those high-risk missions, the Defense Department needs aircraft and crews qualified for those assignments, the study states.

When the agency looked at aircraft, it concluded, “only current Air Force and Army Special Operations Command [helicopters] are likely to have the capabilities sufficient to succeed at the range of expected missions.”

The report argues against


For more information on the Schedule of Events, contact LT Jack Clark at (904)669-0055

Thank you to everyone that submitted photos to the 2009 NHA Photo Contest. There were over 40 entries, but only a few selections took 1st, 2nd and 3rd place winners, and two honorable mentions. Here are the following winning photos:

1st Place WinnerPlaying around in the Snow by LT Neal Barham

2nd Place WinnerTraining For Real Thing by LCDR Todd Tavolazzi

3rd Place WinnerAnother Day by AWR2 Jeremy Protz Honorable Mentions

VX-31 SAR Helo approaching to a landing at the mountain CAL site near NAWS China Lake.

HSC-26 Chargers doing SAR training with USS Mesa Verde (LPD 19)

Sunset over the Arabian horizon, as Battlecat-22 awaits for its next mission of an eight deployment.

Battlecat over the City by Gary Wenzel

St John SAR Jump by AWR2 Jeremy Protz

Battlecat tail bird flying over some skyscrapers in Downtown San Diego, CA.

Fleet Replacement Aircrew students at HSL-40, in Mayport, FL, conduct SAR jumps, one their final evolutions of the FRAC syllabus, in

the St Johns River before graduation and beginning their future naval aviation careers


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Feature: Study: Air Force CSAR Should Grow, Not ShrinkContinued from page 27

a mixed fleet of rescue aircraft — some helicopters able to fly in benign conditions and others equipped for difficult missions.

“The concept of ‘mixed fleet’ of different aircraft types was originally considered by the study team, but no practical concept of operations could be envisioned that ensured the right mix of capabilities in the right time,” the report states.

As an example, the report cites complications of using tilt-rotor V-22 Ospreys flown by the Marines and Air Force special operations for rescue missions.

The V-22’s “excessive” rotor downwash makes it impractical to use a hoist to lift people onboard, ruling out the Osprey for rescues at high altitudes where it couldn’t land, the report states. The agency also questions the V-22’s self-defense capabilities since the aircraft lacks 360-degree coverage by guns.

Another aircraft would have to be deployed to fill the V-22 gaps.

“The result would be an excess of assets assigned to the CSAR mission to ensure coverage across the range of

potential conditions with no assurance of operational benefit,” the report states. Instead of advocating a fleet of aircraft with widely different capabilities,

the agency favors investing in aircraft able to fly the full range of missions. The recommendation for the 171 Air Force helicopters is based on past

operations and current deployment rates for the service’s CSAR units. The report does not suggest specific aircraft to fill the role.

To arrive at the 171 aircraft recommendation, the report’s authors cited the Defense Department goal of service members expecting to deploy for one year out of every four and historical requests for CSAR aircraft.

Those factors led the agency to conclude the service needs 115 helicopters for operations, 25 for training, 29 as backups and replacements, and two for testing. About 25 percent of the helicopters would be assigned to Guard and Reserve units.

SAR swimmer being hoisted down. Photo taken by AW1 Jeff Kotyk, USN

Read more on this issue’s focus on Search and Rescue in the naval helicopter community on page 36.

Frank Piasecki, Rotorcraft Development Pioneer, Engineer, Inventor, Entrepreneur. Article and Photos submitted by CAPT (Ret). Vincent C. Secades, USN

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In the early 1930s rotary wing flight was receiving a great deal of attention among

aviation enthusiasts in the United States, particularly in the eastern seaboard. In April 1931 President Herbert Hoover presented the Collier Trophy to Harold Pitcairn for “the greatest achievement in aviation,” bringing Juan de la Cierva’s flying windmill, the autogiro, to the U.S. During the ceremony an autogiro piloted by Pitcairn’s test pilot, James G. Ray, landed gently on the White House’s lawn, the first rotorcraft to do so, a harbinger of many such events to come in the not too distant future. Throughout the first half of the twentieth century Pennsylvania was a focus of aircraft manufacturing activity, the Delaware

River Valley being home of some of the most important aircraft companies of the day. Philadelphia was at the center of the American autogiro industry, an industry that would fail by the early 1940s. But an industry that, by solving the autogiro’s aerodynamic and control problems one by one had opened the way at last for the practical helicopter. Growing up in the midst of all this aviation progress was Frank Nicholas Piasecki. Frank Piasecki was born in Philadelphia, Pennsylvania on October 24, 1919. His parents had emigrated from Poland and settled in the city. His father earned his living as a tailor. The only son, young Piasecki had his first taste of flight at age seven when his father took him to a local airfield and bought him a barnstormer ride. Still in his teens,


Historical: Frank Piasecki...Pioneer, Engineer, Inventor, Entrepreneur

Piasecki worked for the Kellett Aircraft Corporation, an autogiro manufacturer. At age seventeen he enjoyed an autogiro ride with America’s first licensed rotary wing pilot, Lou Leavitt. He studied mechanical engineering at the Towne School of the University of Pennsylvania, and in 1940 obtained a B.S. degree in Aeronautical Engineering from the Guggenheim School of Aeronautics of New York University. After graduation, he first worked as a designer for the Platt-LePage Aircraft Company, which at the time was competing with Sikorsky for a contract to develop an Army helicopter. He later worked for Edward G. Budd Manufacturing Company, Aircraft Division. Soon, however, his entrepreneurial spirit and his drive to be his own boss drove him in a new direction. With Howard Venzie and other University of Pennsylvania former classmates, he formed the Piasecki-Venzie Engineering Forum, a developing and engineering venture. They immediately set up in a garage in Philadelphia to design and build a new helicopter. When asked why he had chosen such a vague name for his venture, Piasecki responded, “Because if you used the word ‘helicopter’ people thought you were nuts.” Their first design, the PV-1, featured a blowing air antitorque system. They soon deemed the design too complicated and abandoned it for a more conventional tail rotor system. The resulting design, the PV-2, was a single-seat, single rotor helicopter built as a technology demonstrator using discarded automobile parts. It featured the first dynamically balanced rotor blades, a rigid tail rotor with a tension-torque pitch change system, and full cyclic and collective rotor pitch control. Its first flight took place on April 11, 1943. The PV-2 was the second helicopter to fly successfully in the U.S. The first had been the Sikorsky VS-300 in 1941. The first PV-2 flight was a first in more ways than one. Unable to afford to hire a test pilot, Piasecki decided to do the flight-testing himself. In preparation, he had flown fourteen hours in a small Piper Cub. The PV-2 was tethered to the ground with a clothesline. The plan

was to lift the helo a couple of feet off the ground and set it back down. When he added power and pulled on the collective the helo jumped in the air and the clothesline snapped. Frank had to wing it, becoming an instant helicopter pilot. Throughout that spring and summer he was test-flying his helicopter around the Pennsylvania countryside and trying to market it to potential civilian and military customers. Smartly dressed and looking much older than his twenty-four years, exuding confidence Piasecki traveled the country trying to entice potential buyers. His efforts paid off later in the year. He received an invitation to take his helicopter to Washington, D.C., to give a flight demonstration before military and commercial operators. Lacking a suitable trailer, he attached the tail of the PV-2 to the back of his Studebaker and drove to Washington. The helicopter wheels, being very small and without ball bearings, rapidly overheated. Throughout the trip Frank had to stop the car every ten or fifteen minutes to splash water on the wheels to cool them down. During one of those stops, he climbed over a fence to get water at a nearby barn and was chased by an enraged bull. He arrived in Washington and was setting up to conduct the flight demonstration when an inspector from the Civil Aeronautics Authority, the forerunner of the Federal Aviation Administration, asked to see his commercial pilot’s license. Frank did not have one. The inspector proceeded to issue him what was the nation’s first helicopter pilot’s license. The demonstration was performed on October 20, 1943. Although the Navy had an urgent need for means of rescuing personnel from at-sea mishaps, their experience with autogiros had persuaded Navy officials that no helicopter could meet their useful payload requirements. However, by sheer force of persistence and persuasion, Piasecki convinced the Coast Guard to take the lead. On 1 January 1944 the Coast Guard signed a contract with P-V Engineering Forum Inc., which had incorporated in 1943,

XHRP-1 Dogship helicopter: Piasecki’s first U.S. Navy helicopter in flight.

for the development of a helicopter designed specifically to fulfill U.S. Navy and Coast Guard mission requirements. This initial contract covered the construction of a single technology demonstration prototype. Piasecki had been making progress with his tandem rotor concept for a heavy lift helicopter. By distributing the load between two rotors, lifting capacity would increase and center of gravity travel limitations would be ameliorated. The PV-3, his first tandem rotor design, was designated by the Navy the XHRP-X, but Piasecki employees affectionately called it the Dogship. It was constructed of tubular steel and wooden ribs covered with fabric. It was powered by a 450-horsepower R-975 radial engine. The transmissions used automotive gears. The new craft made its first flight in March 1945, thirteen months after the contract was signed, with Piasecki at the controls. During its first test the Dogship flew without its fabric covering, looking like a skeletal praying mantis. With the finishing touches completed, young Piasecki flew his new helicopter to a naval field near Washington D.C. for Navy evaluation. The word “Navy” was painted in small letters just below the rear rotor. A large “Piasecki” was painted along the sides of the aircraft. The naval officer in charge of the evaluation informed our young entrepreneur that the paint scheme was unacceptable because it implied that the Navy endorsed a private company. “I’ll have it fixed right away,” replied Piasecki. He then directed his flight engineer to apply a coat of paint over the word “Navy.” During a later test flight at the Navy field, the transmission became dangerously hot. Piasecki did not want Navy personnel to become aware that he was having problems. He sent his flight engineer to a nearby cafeteria to buy ice and soda pop,


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Historical

which they surreptitiously poured over the transmission to cool it down. They perilously flew the helo at low-level back to the factory outside Philadelphia. After landing and shutting the engine down, the rotors came to an abrupt stop. When the engineers opened the transmission they found the gears teeth nearly completely stripped. They had to redesign the gears using stronger parts than the automobile parts they had used. Despite these early problems, the tandem rotor configuration proved itself highly capable. The XHRP-X could carry 1,800 pounds of payload in a spacious 400 cubic feet cabin, could also carry the payload as external cargo, could reach 90 mph, and its flight control characteristics proved to be very satisfactory. Piasecki received a follow-up contract for an improved prototype, designated the XHRP-1. Following successful testing of the XHRP-1, the Navy purchased twenty production craft, designated the HRP-1, nicknamed the “Flying Banana” because of its shape. This moniker would also be applied to later Piasecki craft, the HRP-2 and the H-21. The HRP-1 could carry 10 men in addition to its pilot and copilot. Navy leaders were still skeptical and passed most of the HRP-1s to the Marines and the Coast Guard. The HRP-2 Rescuer , an improved version of the HRP-1 followed. Developed for the Navy, it had an all-metal semi-monocoque fuselage, improved landing gear design, improved cockpit design, and could carry 14 men. It was first flown on 29 October 1949. It was powered by a single 600hp Pratt & Whitney R-1340 radial engine. While the HRP-2 was indeed better than the HRP-1, the fast pace of helicopter development had already passed it by, and better helicopters could be built. Thus, only five were built. However, its sequel, the H-21 Workhorse, was one of the most successful helicopters ever built. Built for the Air Force and Army, the H-21 was an HRP-2 modified with longer rotor blades, a 1,425 hp R-1820 radial engine, and twin vertical fins on the tail. It was first flown on 11 April 1952. Piasecki’s best helicopter yet, it won the USAF competition for an

artic transport helicopter. In its various production variants, the H-21 was used as troop carrier (could carry 20 troops in the assault role), internal and external cargo carrier, search and rescue vehicle, and gunship. An Army H-21C Shawnee was the first helicopter to fly non-stop from coast to coast, being refueled in flight by a U-1A Otter. One H-21D was fitted with two T-58 turboshaft engines as a test bed for future development. Equipped with machine guns on the doors, armor plating, the H-21 was used as a troop and cargo transport in South Vietnam until replaced by the UH-1 in 1963 and 1965 respectively. Additionally, the H-21 was experimently fitted with a variety of offensive weapons for ground attack but found unsuitable due to limited performance. The total production of the H-21 was 557 for the U.S. armed forces and 150 for foreign governments.

In 1945, P-V Engineering Forum Inc. changed its name to the Piasecki Helicopter Corporation. Frank Piasecki designated himself Chief Executive, Chief Engineer, and Chief Test Pilot. That same year the Navy Bureau of Aeronautics wrote requirements for a utility and rescue helicopter capable of operations from aircraft carriers, battleships, and cruisers. After an industry-wide competition, in 1946 two contracts were awarded, one to Sikorsky, and another to Piasecki. Piasecki built a prototype for Navy evaluation, initially designated the XHJP-1. In 1948 work began on three pre-production craft, designated HUP-1. Powered by a 525 hp Continental R-975-34 radial engine, it could accommodate 4 or 5 passengers or 3 casualty litters in addition to the 2-man flight crew. Full production started in 1950. The Navy ordered 32 aircraft. This order was followed by another 165 of the HUP-2, which was fitted with a more powerful engine, the R-975-46. The Army ordered 70 aircraft, which received the designation H-25 Army Mule. When the last aircraft was completed in July 1954, Piasecki had produced a total of 339 helicopters of this very successful HUP-1/2/3/H-25 design.

In 1946 the Army Air Force awarded Piasecki Helicopter Corporation a contract for the development of a tandem rotor helicopter with a range

of 1,400 miles, intended for use in the long range SAR role. The Air Force placed an order for two test and evaluation aircraft in June 1949. The first H-16 Transporter flew its maiden hop at Philadelphia International Airport on 23 October 1953. It was the largest helicopter in the world, with a fuselage as large as that of a Douglas DC-4/C-54. An observer commented, “It was just like watching an ocean liner pick up and hover.” Powered by two 1650 hp Pratt & Whitney R-2180 radial engines, the craft was 134 feet long, topped by two overlapping rotors 82 feet in diameter. It had a maximum gross weight of over 32,000 pounds. The transporter could carry forty passengers or three light trucks loaded through its rear ramp. The Army joined the Air Force in sponsoring further development of the YH-16 as a heavy transport. The second aircraft took to the air in July 1955, powered by two 1,800 shp Allison T-38 turboshaft engines. It was the first twin-turbine helicopter in the world. The H-16 program could not look brighter. Piasecki had met a challenge others had thought impossible; Sikorsky had declined to bid for this same USAF contract. Once again, Piasecki had extended the technological boundaries of rotary-wing flight. In December of that year the YH-16A broke apart in the air, killing the two test pilots. The accident investigation revealed that the rear rotor shaft had failed and the rotors had collided. In fact, a failure in the test instrumentation had caused a steel standpipe within the rotor shaft to rub against it and inscribe a deepening groove. This tragic accident caused the H-16 program to be cancelled.

In the mid 1950s, Piasecki Helicopter Corporation’s business was booming. Victim of his own success, Frank found himself heading a company that was now more involved with the assembly-line production of helicopters than in new research and development. More of an engineer, inventor, and designer than a businessman, he found himself in conflict with his board of directors. Thus, preferring to continue his research and development, Piasecki left his own company. With Piasecki gone, the company changed its name to Vertol Aircraft Corporation. In the late 1950s Vertol Aircraft had a larger backlog of orders than all other helicopter companies in the free world combined. Because of this rapid success and the need to expand the manufacturing capacity, with the large



Historical: Frank Piasecki...Pioneer, Engineer, Inventor, EntrepreneurContinued from page 32

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infusion of new capital that this required, many mergers were considered. Finally, the company was sold to Boeing Aircraft in 1960. In 1987 Vertol Aircraft became the Helicopter Division of Boeing Aircraft Corporation. Vertol and Boeing continued to build on the technology that Piasecki pioneered. In the early 1960s Vertol introduced the CH-46 Sea Knight and the CH-47 Chinook, arguably the most successful tandem-rotor helicopters in military history. The CH-46 is still in service with the Marines. The CH-47, by far the most widely used and sturdy helicopter of its type, is still proving its usefulness by being the primary helicopter for inserting troops in insurgent-infected territory high in the dusty mountains of Afghanistan. The Chinook, which has also been produced under license in Italy and Japan, has been central to the military operations of at least sixteen western nations. Over a thousand Chinooks have been built.

After leaving their former company in 1955, Piasecki and a group of his old-time friends formed the Piasecki Aircraft Corporation. The new company focused its efforts on the kind of work Frank Piasecki loved, developing experimental forms of rotorcraft. Initially Piasecki’s new efforts concentrated on advance VTOL configurations. Heavier lift and higher speeds were the two primary goals. His Vectored Thrust Ducted Propeller (VTDP) concept was central to the new designs. His first prototype, under Army sponsorship, was the PA-2C. Called the Ring Wing, it combined two ducted propellers with a system of vanes to direct the thrust over a 90-degree arc. A one-fourth-scale model of the PA-2C underwent successful wind tunnel testing. The project was abandoned when the Army selected the OV-1 Mohawk conventional short take off and landing aircraft instead. Piasecki also competed for the Destroyer Antisubmarine Helicopter (DASH) contract with his PA-4 Sea Bat design. In 1957 the Army awarded Piasecki a contract to develop a flying jeep, a nap-of-the-earth, invisible to radar, aerial vehicle. To meet this requirement, Piasecki design featured two tandem,

three-bladed ducted rotors, with the crew seated between the rotors. The first prototype, the PA-59K, flew on 22 September 1958. The second prototype, the PA-59H, flew on 15 February 1962. Later the Army decided that the Flying Jeep concept was unsuitable for the modern battlefield and the program was terminated.

The 20th of December 1958 Piasecki married Vivian O’Gara Weyerhaeuser, the daughter of New York socialite Vivian O’Gara and industrialist Frederick King Weyerhaeuser. They settled in Haverford, Pennsylvania. Their loving and perduring union produced seven children: Nicole, Frederick, John, Lynn, Frank, Michael, and Gregory. Since the early 1960s, Piasecki was engaged on a series of compound helicopter research designs known by the name “Pathfinder.” The compound concept uses a standard single overhead main rotor, which is off-loaded in fast forward flight by the lift produced by a small low-mounted fixed wing. The tail structure supports an annulus containing a propeller, which provides anti-torque and directional control as well as forward thrust. The first prototype, the 16H-1, was developed as a private venture and flew on 21 February 1962. It was a pure helicopter without the ducted tail fan or the wings of later models. It accumulated a total of 185 flight hours and reached speeds of 170 mph. Subsequently, Piasecki received a joint Army/Navy contract to develop a compound helicopter capable of providing data at speeds up to 230 mph. The 16H-1A Pathfinder II made its first flight on 15 November 1965. During subsequent flights, it reached speeds of up to 225 mph. For the final phase of the Army/Navy project, in 1966 the aircraft was modified and refitted with

a 1,050 shp T58-5 engine. It was redesignated the 16H-1C. After the government contract ended, Piasecki announced several follow-up designs: the 16H-3F Pathfinder III in 1968, the 16H-3H Heli-plane project and the 16H-3J in 1969, the 16H-3K in 1971, and the 16H-1HT in 1972. However, none of these projects advanced beyond the design stage. Nonetheless, the Pathfinder program provided a wealth of valuable information on compound rotorcraft technology that was later used in the development and testing of the AH-56 Cheyenne attack compound helicopter. In 1994 Piasecki received an Army contract to study the feasibility of improving the speed, range, and maneuverability of the AH-64 Apache and the AH-1W Super Cobra helicopters by adding a wing and his “Ring Tail.” His persistent advocacy for his proprietary VTDP Ring Tail technology was rewarded in October 2000, when his company received a Navy contract for the design, fabrication and flight test of a VTDP compound helicopter. The X-49A SpeedHawk

is a Sikorsky YSH-60F helicopter modified by Piasecki to convert it to his VTDP compound

Piasecki testing his aerial jeep for the military. Photo was taken by Ralph Morse and released by LIFE©

magazine


Historical: Frank Piasecki...Pioneer, Engineer, Inventor, Entrepreneur


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design. It features a Ring Tail replacing the conventional tail pylon and rotor. A fixed wing taken from an Aerostar FJ-100 business jet was fitted low in the fuselage. On initial flight tests in October 2007 the aircraft exceeded 200mhp.

The life of this great man, who had continuously created a host of trail-blazing innovations in rotorcraft design, came to an end the 11th of February 2008. Frank Piasecki died at his home after a series of strokes. He was 88. His mental abilities undiminished despite the disabling strokes, he never retired and continued to serve as Chief Executive until his passing. Even on the day he died, his chief test pilot was flying his latest development, the X-49A SpeedHawk. Known as “Pi” to his friends and staff, Frank Piasecki was a demanding and sometimes quarrelsome boss. But he was loyal to his team and made his business to know personally all the members of his engineering staff. He admired those that stood up to him and kept him true

to his goals. A legendary member of the exclusive group of founding fathers of the modern helicopter industry, he was involved with rotary-wing craft development for more than 60 years. During his life, he obtained 24 patents. His accomplishments helped usher the helicopter from its uncertain beginnings as a bizarre novelty to its current status as the most flexible and versatile of all aircraft. Through all of it, he did things his own way, never faltering in the face of adversity, or bowing out because of the bottom line. With an indomitable spirit of innovation and creativity, he was a true giant in the field of rotorcraft research and development.

Editor’s Note:Throughout his life was Frank Piasecki received innumerable awards. He was a Fellow of the Institute of Aeronautical Sciences, and President and Honorary Fellow of the American Helicopter Society. In 1951 he received the Lawrence Perry Award of the Institute of Aeronautical Sciences “for outstanding contribution to the design and development of helicopters.” He was Chairman of the Helicopter Council of the Aircraft Industries Association. He was a member of the Daniel Guggenheim School of Aerodynamics of NYU. He was honored by the Naval Helicopter Association and was the guest speaker at our first symposium in the spring of 1972. In 1986 President Ronald Reagan awarded him this country’s highest technical honor, the National Medal of Technology. In July 2002 he was enshrined in the National Aviation Hall of Fame. In 2005 the Smithsonian National Air and Space Museum presented him with the Lifetime Achievement Award.

1986 MEDEVAC from USS NimitzTo Gander, Newfoundland

Late one evening, 20 August 1986, aboard USS Nimitz (CVN-

68), Carrier Air Wing Eight (CVW-8) received an emergency transmission from the USS Iowa requesting an emergency MEDEVAC. A young radioman was scolded with 1200 P.S.I. steam from a pipe that ruptured directly above his workstation. He suffered severe second degree burns over 75 percent of his body.

T h e M E D E VA C w a s complicated by the fact the Nimitz Carrier Battle Group (CVBG) was tracking along the great circle route, in EMCON, en route to the northern fjords to participate in the multi-national exercise NORTHERN WEDDING. The CVBG was the centerpiece in this important NATO exercise and could not deviate from its point of intended movement (PIM). When the MEDEVAC request was received NIMITZ was already over

400 miles east of Newfoundland.The CVW-8’s Carrier Air Group

(CAG) Commander, Captain Fred Lewis, summoned the CO of VS-31, the S-3 Viking Commanding Officer, and the CO of HS-9, to the Combat Direction Center. CAG needed to determine if a helicopter could retrieve the patient with a night landing on Iowa and return him to Nimitz where an S-3 would fly him to Newfoundland. That plan was scrapped when the NIMITZ’s medical officer informed us that the burned sailor could not withstand the trauma of an S-3 catapult shot.

CO HS-9 informed CAG that HS-9 could MEDEVAC the victim to Newfoundland and return to the Nimitz if we acted immediately. This plan required a tremendous amount of coordination between staffs, ships and helicopters. The plan was to launch immediately to reduce the transit distances both inbound, then outbound to a CVBG that

was rapidly moving east. Ships had to be positioned at 200 NM “point of no return” intervals for refueling purposes. We insisted on a two-plane flight for self-rescue capabilities, and the second plane had maintenance technicians in case a repair was required in Newfoundland. It was understood that the CVBG would continue on PIM, in EMCON, without regard to our return.

The mission began at 0400, 21 AUG, with two SH-3H Sea King helicopters launching from the Nimitz with a crew augmented by medical personnel. A night landing was executed on Iowa. We picked up our patient who was placed in a body bag filled with saline solution and administered intravenous therapy the entire flight. After refueling we launched, circling Iowa while our wingman landed and also refueled. We were hand delivered a vector to our next

Article by CDR(Ret) Roy Resavage, USN. Submitted by RADM Steve Tomaszeski, USN (Ret)


Historical: 1986 MEDEVAC From USS Nimitz To Gander, NewfoundlandContinued from page 34

rendezvous point, USS Kidd, several hundred miles to the west. The ships were not allowed to transmit any radio or radar equipment as the CVBG was transiting in EMCON trying to elude Soviet intelligence gathering satellites, shipping, and long range reconnaissance aircraft. (Editor’s Note: This was before GPS navigation; they had no internal navigation equipment. They did have a TACNAV that gave them Doppler solutions, but it was only as accurate as their best guess concerning wind direction and speed. Essentially, they were navigating in EMCON, with MK-6 plotting board technology, AKA “seat of the pants aviating.”)

As we moved further west we encountered a low-pressure weather system, classified later as a gale that forced us down to a very low altitude and required us to fly into strong winds and heavy precipitation. Without the benefit of radio, navigational aids or radar vectors, finding our refueling platform in these conditions became problematic. A one degree error in maintaining track becomes a large offset at 200 nautical miles. However, USS Kidd was exactly where she was assigned to be, and our estimations of the wind were sufficiently accurate to dead reckon to our rendezvous. After an uneventful refueling, we proceeded on our last leg with our patient remaining stable.

After what seemed like a much longer time than it probably was we sighted Newfoundland, but didn’t know exactly where we were. We guessed the winds had pushed us south of our track, and made a lucky turn to the north. After a few miles we were able to fix our position on the coastline (railroad tracks) and set a direct course for Gander International Airport. We hoped to terminate the flight with a VFR approach to Gander, but as the flight entered the mountainous region the ceilings came down to the surface with about ¼ mile visibility. The flight had to execute a 180-degree course change and find a hole that would allow us to climb high enough to establish radio communications with Gander.

As soon as we received our IFR clearance we proceeded again to Gander. The next hurdle was how to safely land.

Gander’s only precision approach was an ILS, and like most Navy aircraft, we weren’t equipped with a VOR or a glide-slope indicator. Gander did not have an operable ADF approach so we had to rely on a UHF/DF approach, normally only used a last resort. The controllers gave us recommended altitudes as we attempted to fly the average between major swings in our navigational aide. Fortunately, my co-pilot achieved visual contact with the ground at a very low altitude, and we continued our descent and followed ground references until we were over the approach lights to the runway.

Our wingman was not as lucky. After three unsuccessful approaches from the south, Gander re-routed him to come in from the north. With a low fuel state and weather almost zero, zero he landed on the fourth try.

Gander personne l took immediate control of our patient and rushed him to the hospital. He was MEDEVACED via DC-9 to the San Antonio, Texas, National Burn Clinic 22 August when the weather improved. We never shut down our helicopters upon landing, not wanting to risk them not starting up again. We had already logged over five hours flying at 120 knots into the wind the entire inbound leg. Our co-pilots never had a chance to get out of the cockpit during the hot refueling and aircraft inspection. The aircraft commanders gave their helicopters visual pre-flights and, with proper clearance, we took off into blustery IFR weather.

En-route to Nimitz the weather improved. We had a following wind that helped make up the distance the Nimitz CVBG had covered on her PIM eastward. My a/c was running low on fuel relative to my wingman because of our extra fuel burn on deck while we were waiting for them to land. It turned out to be fortuitous that we landed first on the USS KIDD to refuel. While we were on deck my wingman suffered an auxiliary hydraulic failure, and he had to fly his helicopter against considerable aerodynamic pressures. He executed a flawless “AUX OFF” emergency small deck landing as soon as we cleared Kidd’s deck. They remained on Kidd another day fixing the helicopter. Had he landed

first we would have been hard pressed to receive HIFR fuel from the Kidd given the sea state.

After we were sure that our wingman was safe on deck we returned safely to the Nimitz after in excess of ten hours of flying in wet suits over 700 NM. (The wingman safely returned to Nimitz 22 Aug.)

My personal complements and thanks for the professionalism of our CAG staff, the CARGRU staff, Nimitz’ in flight medical personnel, the superb seamanship of the surface combatants, the airmanship of my crews, and the sense of urgency displayed by Gander International’s personnel. They all gave our shipmate a fighting chance to live. CDR. Resavage

The crews:Lead Plane: Pilot: CDR Roy

Resavage Co-Pilot: LT Jim Patterson Aircrewmen: AW2 Douglas Haag, AW3 David Klunk. Medical personnel: LT Livenstein, and HM3 Mike Evertson.

Wingman: Pilot: LCDR Steve Weir Co-Pilot: LTJG Mark Deardurff Aircrewmen: AW2 Hugh O’Neill, AW2 Andrew Baker. Maintenance personnel: AMH2 Steven Woicik, AE2 Kevin Warren AD3 Michael Reyes-Felicianol.

Epilogue The petty officer survived this traumatic experience and was treated for several months at the Burn Clinic. He and his family later had personal communication with skipper Resavage. Captain Roy Resavage and both crews were awarded the Air Medal. CAG “Bad Fred” Lewis remarked “a superb job by all, a true team effort in this life saving mission.” NORTHERN WEDDING was a success; the CVBG arrived undetected in the fjords.


Fo

cu

s SAR Introduction Article by LT Anthony Amodeo, USN

On an ordinary training day in the Atlantic, LT Robert Shields, suffered an engine failure shortly after launch. Within minutes he was floating in the ocean awaiting rescue. He must have been quite surprised to see

an S-51 hovering above him. He was probably shocked when it lowered him a rescue hook and invited him aboard. It was the morning of February 9, 1947, and LT Shields and his crewman Aviation Radioman Don Little had just become the first men rescued by a naval helicopter.

S-51 (at a distance) taking off from USS Franklin D. Roosevelt. Photo courtesy of Igor L. Sikorsky Historical Archives.

Operating from the USS Franklin D. Roosevelt (CV-42), Sikorsky’s chief test pilot Jimmy Viner and LT Joe Rullo had been demonstrating the aircraft’s capabilities to the fleet commander for just a few days. Until February 9, the demonstrations consisted of passenger transfers and mail delivery. By March 2, the S-51 had saved six men and cemented the future of helicopters in the navy. The tradition begun by Viner and Rullo grew during the Vietnam War, when episodes of remarkable daring forged relationships lasting generations. In 1968, LT Clyde Lassen earned a Congressional Medal of Honor for the rescue of two downed aviators in North Vietnamese territory – a flight memorialized last spring by the journey of the destroyer bearing his name to the scene of his heroics. In 1970, a crew from HC-5 hovered in the treetops to pluck the crew of an Army OH-6A from near-certain capture. Just this winter, NHA helped reunite the two crews after nearly 40 years. Naval helicopters have certainly evolved into many shapes, sizes, and capabilities over the last six decades. The art and science of Search and Rescue is no longer a primary mission for many of us, and for some the practice is all but forgotten. We have traded some of this ability for armament and speed, power and payload. Even so, SAR is in the blood of every rotary-wing aviator. It highlights the best aspects of our nature – skill, tenacity, bravery, patience – and heightens them in the service of others. We eagerly answer the call for help from a stranger as readily as from a friend. At this very moment, be sure that men and women from the Coast Guard, Navy, and Marine Corps patrol the skies to offer safety, protection, and a way home to anyone in need. In this issue let us celebrate our shared Search and Rescue heritage and its many modern manifestations. Maritime, overland, and combat, to name a few. Perhaps the purest and noblest part of our profession, SAR reminds us to be strong, selfless, and always prepared to answer the call...

A 1983 PAX River “SAR Dawg” crew perched on a mighty SH-3 Sea King helicopter OP73. Photo submitted by AWCM Carl T. Bailey, II, USN.

So Others May Live

Rotor Review # 107 Fall ‘09 37So Others May Live


Focus

A Day In the LifeArticle by LTJG Nathan T. Scheiber, USN

It started off as any other work day at HSM-70, the first east coast MH-60R squadron. I was on back-up SAR duty, so we briefed and completed an

aircraft preflight. After completing those tasks I expected the day to proceed normally; complete the ground job, study, then go home around 1630 to be on call for the next couple of hours until we passed the SAR duty to the next crew at 1900. Several hours later, my mind was becoming increasingly consumed with the plans I had after the work day expired. Interrupting my thoughts was the squadron duty officer (SDO) briskly walking in with the announcement that the SAR crew needed to launch. We were quickly briefed on the situation - an older gentleman was having symptoms of cardiac arrest while on a boat about 125 miles off shore. Our crew quickly grabbed our flight gear and headed for the aircraft. In about 40 minutes we were airborne in our MH-60R heading east to search for the boat. Over the radio, the SDO gave us amplifying information for locating the vessel. We were looking for a white tug boat with a blue stripe along the bottom. The position was also passed in LAT/LONG coordinates. Having these coordinates allowed me to input a fly-to point on the aircraft display to give us an initial search point and a starting point for a Forward Looking Infrared (FLIR) search. As transit continued, our crew briefed how to execute the rescue in a safe and efficient manner, and what we expected to occur upon arriving on scene. The Helicopter Aircraft Commander (HAC), LCDR Parmley, was able to contact the boat we were searching for, “Liberty Star,” on the bridge-to-bridge frequency and receive an updated LAT/LONG and course and speed from the captain. Just as we entered the manual track into our system, we located them on RADAR. At this point we were still about 90 miles away. As we approached approximately 20 miles from where we believed the contact to be, we located it with FLIR and maintained that image the remainder of our transit inbound. After coordinating a radio switch with Liberty Star to maritime channel 10, to prevent congestion of the bridge-to-bridge channel, the HAC voiced our intentions and safety concerns to the captain to prevent any of their crew touching the hoist and receiving 20,000 volts of electrostatic discharge. Ending the 40 minute transit, the HAC flew a low pass around the boat so the entire crew had a good look at the situation. From this, we determined a sufficient spot to lower our rescue swimmer, AWR3 Morrison. The deck was very crowded. Behind the superstructure there was a port exhaust stack pointing aft, a RHIB boat on the port side of the deck, a crane on the aft part of the deck, and what appeared to be a piece of a rocket in the aft starboard corner (Liberty Star was a NASA operated boat). There was an area forward of the crane approximately 15 feet by 15 feet sufficient for lowering our rescue swimmer to the deck. Since the winds were out of the west, the HAC

requested Liberty Star turn to the north and maintain ten knots. This allowed us to maintain facing west, slide right over the boat into position, and lower the rescue swimmer. Having Liberty Star maintain speed allowed the boat to minimize deck movement during our hovering and hoisting operation. The HAC slid into position about 25 feet over the deck and maintained a relative hover to the moving boat. The exhaust gas coming from the port stack conveniently created rough air burbles for our 19,000 pound aircraft to hover in. While giving position calls to the HAC, the crew chief, AWR1 Hartwick, precisely lowered the rescue swimmer to the deck of Liberty Star. Our rescue swimmer situated the gentleman in the rescue strop, gave him some instructions and guidance as to what was going to happen, and shortly after they were both hoisted up into the cabin. The whole evolution lasted approximately ten minutes. All there was left to do now was get him to the hospital. During the 45 minute transit to Shands hospital, the two crewmen gathered as much information as they could regarding the health and physical state of the survivor. He had been experiencing cold sweats and chest pains all morning which led to the call for a MEDEVAC. The transit was terminated with a roof-top landing at the hospital helicopter pad with a gurney wielding nurse standing by. Our rescue swimmer escorted the gentleman away from the helicopter as we signaled for the nurse to move back because the mat on the gurney was about to depart and possibly go straight through our rotor system. The gentleman was situated on the gurney and wheeled away. We then departed for our five minute trip back to NAS Jacksonville. An uneventful landing concluded HSM-70’s first ever SAR mission.


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Focus

HSL-37 is Helping to Shoulder the SAR Burden in HawaiiArticle by LTJG Brian Guest, USN

The morning of November 13, 2009 started out like any other Friday morning for Helicopter Anti-Submarine Squadron Light Three Seven

(HSL-37) at Marine Corps Base Kaneohe Bay, Hawaii. At approximately 0730 the squadron duty officer received a call from the Joint Rescue Coordination Center (JRCC) Honolulu, HI requesting assistance on a search and rescue in progress. Immediately the squadron came to life, a duty aircraft was designated, 24 hour crew rotations were established and the Easy Riders began gearing up for a long weekend.

Even as the only Naval helicopter squadron in Hawaii, HSL-37 does not stand SAR duty as a matter of routine. Just like anywhere else in the United States, the Coast Guard is primarily responsible for maritime search and rescue. The situation in the Hawaiian Islands, however, presents some unique complications. United States Coast Guard District 14 maintains a fleet of 3 HH-65 Dolphins and 4 C-130 Hercules. With literally thousands of miles of ocean to cover and aircraft availability limited due to maintenance and other factors, the task of maintaining constant search and rescue responsibility is often overwhelming. That’s when HSL-37 steps up.

The national SAR plan charges SAR coordinators, like JRCC, with developing plans and entering into agreements with other agencies to meet the SAR needs of their area. To that end, the Commanding Officer of HSL-37 and the Chief of Operations for the 14th Coast Guard District signed a memorandum of understanding in 2006, essentially establishing a game plan for future search and rescue scenarios. Under this agreement, when Coast Guard assets are insufficient, HSL-37 will provide a duty aircraft and aircrew on two hour ready alert status for 24 hour SAR readiness posture. JRCC remains the SAR coordinator and tasking for all HSL-37 aircraft is controlled through the HSL-37 Operations department. Furthermore, the agreement stipulates that all authority for operations remains within the HSL-37 chain of command.

In order to help overcome the unique challenges of search and rescue operations in the Hawaiian Islands, the Coast Guard Honolulu sector, HSL-37 and several of the civilian search and rescue agencies came together and formed the Joint Rescue Working Group (JRWG). The goal of the JRWG is to improve SAR capabilities through education, planning and shared insight. The group meets once per quarter, during which time each member command shares their own unique capabilities. These meetings also allow members to develop contacts within the other agencies and establish a solid working relationship.

The memorandum of agreement between the Coast Guard and HSL-37 has been successfully enacted several

times. In early September 2008, a Coast Guard HH-65 had a flight mishap. Over the next several days HSL-37 shouldered the responsibility of search and rescue in the Hawaiian Islands, including being tasked with several sorties, while all other Coast Guard assets were tasked with the search.

As a result of the JRWG, the extended range of the SH-60B aircraft was recognized and the Easy Riders were called into action in October 2008. A Sailor aboard the submarine USS Nebraska was critically injured and required immediate transport to a suitable medical facility. An Easy Rider aircraft was able to reach the submarine and hoist the injured Sailor. A Coast Guard flight doctor onboard the helicopter worked alongside the Naval Aircrewman to stabilize the Sailor. Unfortunately, the extent of the injuries was so great that the quick response and medical acumen of all involved were not sufficient to save the Sailor’s life.

Most recently, around midnight on the night of November 12, 2009 a commercial fisherman fell overboard approximately 60 miles south of the island of Hawaii. The 14th Coast Guard District received the call and immediately mobilized a search and rescue operation, but due to maintenance issues had only one HH-65 available. Upon receiving a call in request of support, the men and women of HSL-37 were able to have SAR assets in the air within the hour. Over the course of the next 60 hours, crews from HSL-37 flew over 25 hours in support of Coast Guard operations, covering over 6,000 square miles of ocean. The continued cooperation between Navy and Coast Guard assets with regards to search and rescue operations in Hawaiian coastal waters is a great example of the teamwork necessary to accomplish such an important mission.


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Continue on page 42

Legal ImplicationsArticle by LTJG Joe Rief, USN

I checked into my first Fleet squadron on June 29th and was looking forward to my first opportunity to fly. Despite the long hours at work and the stress of

gaining qualifications, I was excited and motivated to complete an actual search and rescue (SAR) mission and operational vertical replenishment (VERTREP) as a mighty Pilot Qualified in Model (PQM). My attitude was pretty simple: I wore brown boots now and I was ready to go! This feeling contributed to what made the events of August 11, 2009 so exciting. On that day, I was scheduled for my first SAR syllabus flight with the squadron. My boss, the operations officer, was the Helicopter Aircraft Commander (HAC). As we were completing our taxi checks, the HAC called Base to get a weather update before takeoff. That is when the Squadron Duty Officer (SDO) informed us of a person with an alleged heart attack on a sailboat. The SDO relayed a lat/long from the Coast Guard who requested assistance with the search. To make sure that we were prepared for any eventuality, we called Base for two additional crewmen. We already had a qualified Rescue Swimmer in the back of the helicopter, but we needed a Utility Crewman and a Medic. We landed, picked up our additional crewmembers, re-briefed and were on our way approximately ten minutes later.

We set a fly-to-point in the GPS and were approximately 18 miles to the southwest of the given coordinates. We were talking to Hampton Roads Coast Guard on Maritime Channel 16. As we departed Base, we received amplifying information. The heart attack victim was actually a case of heat stroke and we received updated coordinates. Less than five minutes later, we had the distressed boat in sight at 12 o’clock, right where they said it would be.

It was apparent that this was the desired boat in extremis, not only because of the location, but also because the Coast Guard already had a 25-foot boat pulled alongside and was rendering assistance. Having determined that a rescue via the hoist from the sailboat would be too dangerous, we circled once and offset in a position into the wind to effect a rescue from the Coast Guard boat. A crewman in the back had already rigged our rescue litter but determined that the quickest way to get the heat casualty off the boat would be to lower our swimmer with the rescue strop and raise them both together. Since the victim did not have any spinal injuries, the litter would take too much time and was deemed unnecessary. We were on station, poised to make the pickup from the boat as soon as it pulled away from the sailboat when a Coast Guard HH-60J helicopter arrived on the scene. Once the Coast Guard Jayhawk arrived, the excitement of the day turned into confusion. In our first exchange of communication with them, they told us, “Thank you, but we should probably handle the rescue because of the legal implications of the situation.” The Coast Guard Jayhawk

informed us that they had a qualified swimmer and medic onboard. We replied that we had a swimmer, Crew Chief, and a Medic and were fully capable and in position to effect a rescue. However, within three minutes of this discussion, the Hampton Roads Coast Guard Station informed us that we were asked only to assist in the search and that their helicopter would be conducting the rescue. The disappointment was a blow to the entire crew. We couldn’t believe how close we were to a rescue only to have it taken away. We didn’t understand why the Coast Guard had asked us to stand off. Perhaps, the Coast Guard assumed that their crews, who train specifically for SAR, would be a better recovery asset. Perhaps they just wanted help with the search and the recovery of the victim by a Coast Guard helicopter was the plan from the beginning. We stood off from the scene to allow the Coast Guard helicopter enough space to position themselves for the recovery, hoping that they might change their minds or need our assistance. The small Coast Guard craft got in position for the recovery of the victim. The Coast Guard helicopter got into position to deploy their swimmer, lowering him to the Coast Guard vessel via the hoist. Once on board, the Jayhawk offset from the craft and waited as the swimmer made his assessment. As this assessment was made, the Coast Guard vessel continued moving towards land. The Coast Guard helicopter followed, but before they could set up for the personnel recovery, the Coast Guard vessel announced that they could not continue on their present course due to the depth of the water and that they would be maneuvering. Approximately ten minutes had passed since we were told to stand off. The feeling of frustration in our crew grew and grew as we hovered close by, watching the events unfold. Hindsight is always 20/20, but at the time it felt like we could have already had the patient onboard and been well on our way to the hospital long before the Coast Guard helicopter arrived on scene. Unfortunately, the Coast Guard vessel was unable to turn around to set up another approach for their helicopter. It was then decided that the quickest method would be to drop the patient off in the marina to a waiting ambulance. Once that decision had been made, we departed the area. Between the letdown of the “near-rescue” and some weather we saw rolling in, we decided to call it a day. Once back in the squadron, we conducted an extensive crew debrief, discussing every element of the search and rescue. As a crew we decided that we conducted ourselves professionally. No good would have come from us ignoring Hampton Roads Coast Guard’s direction. It would have damaged our relationship with them and possibly resulted in a lack of medical attention for someone in need. While we were frustrated at being pulled off the SAR at the last minute, we felt


Focus: Legal Implications


like we had all gained a lot from the experience. Once the SAR report was completed, we hoped it would receive due attention so that in the future, the Coast Guard would see us as not only a search asset, but a viable rescue platform, too. About two months later we received some closure when a representative from Hampton Roads Coast Guard came to talk to our squadron. He was aware of the incident, and agreed that in the future the Coast Guard would be more willing to incorporate our assets when the situation dictates. This incident is a reminder that the branch of service that performs a rescue isn’t important. SAR is not a matter of pride; it’s a matter of necessity. Both services need to understand that Navy and Coast Guard helicopters and crews are capable rescue assets. If one is in a better position for the rescue, that crew should not be arbitrarily dismissed in favor of another. Cooperation between multiple services both administratively and operationally is essential to providing effective SAR support for any given scenario.

I encourage all squadrons who share a similar relationship with the Coast Guard to work to establish a shared understanding and series of operating procedures to allow for maximum utilization of all available assets in the conduct of an actual SAR. In the long run, such relationships and procedures will ensure a minimum amount of confusion and help those in need receive efficient and expedited assistance.

Navy Helo SAR: More Than Just FlyingArticle and Photos by LT David Yoon, USN

The Search and Rescue Model Manager (SARMM) is a small department at HSC-3 with just 35 people including officer and enlisted personnel. This contingent provides

the fleet with guidance on how to keep our helicopter and surface fleets qualified to perform Search and Rescue (SAR). One aspect of this training is the unit evaluation. This event is an annual requirement for helicopter squadrons, and the primary focus of the pilots and aircrew within the Commander, Naval Air Forces Pacific (CNAP) SAR evaluation division of

Calumet 610 waits on Pad 12 at North Island while members of the crew administer first-aid to a survivor during a SAR evaluation flight.

Continue on page 43


Focus: Navy Helo SAR: More Than Just Flying

the department. A helicopter squadron SAR evaluation is an in-depth review of all facets of the squadron’s SAR program. This includes pilot and aircrew training, flight currency, paraloft/maintenance organization, aircrew pool and first-aid proficiency, and an actual evaluation flight in which the squadron responds to a simulated SAR scenario. The flight is a culmination of all aspects of the evaluation. This test of the squadron’s SAR procedures demonstrates the flight crew’s knowledge and headwork when dealing with a possible incident. From a pilot’s perspective, one portion of the SAR evaluation flight is especially interesting. While pilots are put through the ringer concerning search procedures and how to drive a SAR scenario from the aircraft, aircrewmen are tested exhaustively on their water-borne rescue procedures and trauma/first-aid. The SAR evaluators put a lot of work into providing a realistic simulation for the crewmen to respond to, especially with respect to first-aid on site. Several volunteers act as survivors with many different types of injuries. To simulate

these injuries, the survivors are rigged with a “moulage” kit, “moulage” being French for fake injury. These kits can be very interactive, even pumping fake blood out of an injury. This adds another dimension of realism to the training that is invaluable to the crewmen. Instead of simply performing first-aid to an announced condition, the crewmen must look for injuries, cut away clothing, and sufficiently address the injury to stop the “bleeding.” The mock trauma scenario is just one small section of the overall SAR evaluation, but it is a prime example of how in-depth the CNAP SAR evaluators are when performing a unit evaluation. As SAR has been and will continue to be one of the helicopter community’s primary missions, it is vitally important that our pilots and aircrew be prepared for the worst-case scenarios. These demanding training evolutions that the CNAP SAR evaluators utilize ensure each squadron is ready to perform at a moment’s notice - when their knowledge and

expertise is likely to matter the most.

AWR2 Stotts dresses a sucking chest wound on a simulated survivor while AWSC Fletcher looks on.

AWR1 Stone dresses a leg wound on a simulated survivor.



Focus

Continue on page 45

Search and Rescue: Alaskan SeaArticle by LTJG Robert Coffman, USN

F lying an all-weather capable helicopter and providing a SAR asset, most crewmembers in today’s Naval Helicopter Fleet understand that

they may be called upon to rescue a survivor in challenging conditions. How many of us, though, understand the plight survivors face or have considered how we might fare in similar situations? While conducting exercises in Alaskan waters with HSC-8, I had the opportunity to witness first-hand a small taste of how debilitating extreme water temperatures can be in a very short period of time, and just how much a survivor relies on his or her rescuers. Fortunately, with the addition of LINK-16, the MH-60S’ Multi-Spectral Targeting System, and excellent crew coordination, SAR units now have many more tools at their disposal that can greatly decrease the time a survivor may have to spend in extreme conditions.

During HSC-8’s last deployment, Carrier Strike Group Three participated off the Alaskan coast in OPERATION NORTHERN EDGE. One aspect of the exercise called for a simulated overwater rescue where a “survivor” would be picked up from 40 degree water. Various controls were implemented to ensure the safety of the survivor: the survivor was an Advanced Air Force SERE instructor well-trained in extreme cold weather operations; a Coast Guard cutter was on station and ready to retrieve the survivor should anything go wrong; and the survivor wore a dry-suit and remained in a raft until the rescue helicopter was in a stable hover overhead.

The day of the exercise, our crew was placed on Alert 15 both as an effort to grade our readiness, and to accurately portray our real world SAR posture. The standard plane guard helo was monitoring the launches and recoveries while the Alert helo was responsible for any rescue attempts outside 20 nautical miles. Standing by in our Ready Room, we received the launch call from Strike and my HAC (our squadron CO) and I hurried to the aircraft, were airborne in less than ten minutes, and bustered on assigned vectors from Strike. Having a Link16-equipped aircraft really made a difference as we made our way towards the survivor, allowing the E-2 to assign and pass a track number for the survivor’s position and allowing us to track directly to it from over 70 nautical miles out.

As our helicopter approached the pickup area, my HAC went through the standard communications and interrogated the survivor. I was busy scanning outside and cueing the FLIR to the survivor’s datum in an effort to visually identify him. Once the interrogations were completed, the survivor deployed his sea-dye marker making it extremely easy for us to locate his position with the Daytime TV filter on our FLIR and pass the surface conditions back to our rescue swimmer and crew chief. Our crew decided it would be faster and safer to use the rescue basket, allowing the survivor to simply roll himself inside and signal that he was ready to be hoisted.

The HAC stabilized the helicopter in a 70-foot hover and the survivor exited his raft and began swimming towards the basket. It was then we noticed that he had chosen not to wear any gloves with his dry-suit. Though he was only in the water for less than two minutes, it was clear he was having trouble using his unprotected hands in the cold water, as he could barely give us a thumbs-up once he was in the basket. We hoisted him into the cabin, exchanged a few quick high-fives, and lowered him back into the icy water and his raft. If he had been in the water for any extended period of time, I’m not sure how easily he would have been able to climb into the basket, and it may have required deploying the swimmer.

Looking back on the evolution, it was easy to see that a real survivor would have had a much harder time if he had to remain in the water for any amount of time. As a result of the exercise and our time spent in the Alaskan waters, HSC-8 has since emphasized getting our rescue swimmers direct-deployment qualified. The entire exercise stressed the importance of having a strong plan before even being called away on a SAR; crews must be aware of the conditions the survivor is facing, anticipate his condition when arriving on scene, and have solid options for getting him or her out of the water. Also, use every tool to your advantage and understand your aircraft’s equipment; it’s there to help you. Though our exercise could have been accomplished without the use of LINK-16 or FLIR, these tools ensured an expedient rescue and could make the difference in a real-life search.

A Dark and Stormy Night Article by CDR F. Byron “Oggie” Ogden, USN

Well…it’s been an exciting start to deployment…Last night I had my first flight off the carrier in over

three years. It was a memorable one.I was crewed with a department head – LCDR Scott

Pichette – with the intent of regaining my night SAR currency. As is often the case on day one underway, the day CQ period did not progress as forecasted. (In defense of the fixed-wing guys, the weather was not conducive to flight ops.) When the night line became significantly reduced, my event was cancelled. However…

At approximately 1930 there was a report of a sailing vessel with one man on board in distress 250-300 miles off the coast of South Carolina. At that time, the water space in which the USS Dwight D. EISENHOWER (CVN 69) was operating placed her over 230 miles away from the vessel. We were

informed that the United States Coast Guard at Elizabeth City would handle the rescue of the vessel in distress. Nonetheless, we briefed for the mission in the off chance we would be called to the task.

At approximately 2140 we were informed that the Coast Guard helicopters were having issues so we might be called upon to execute the rescue operation. LCDR Pichette and I immediately went down to Flag Plot to get an update on the situation. While there, RDML Davidson, CSG-8, asked me if we could do the mission and how long it would take to get airborne. I replied that the crew could most definitely complete the mission successfully and safely and that it would take approximately 30 minutes to get our helo airborne. RDML Davidson made the call to launch the HS-5 helo.

My crew - LCDR Pichette, AWR1 David Brandon and AWR2 Kyle Need - rushed to the flight deck after donning all the


Focus: A Dark and Stormy NightContinued from page 44

appropriate gear (including dry suits). Aircraft 612 was on spot 5 and in the process of being spread when we arrived on the flight deck. Due to winds outside the legal launch envelope, the aircraft was towed on the flight deck and placed on spot 4 facing the opposite direction the carrier was traveling.

At 2242, Canvass 612 lifted off the carrier deck and started her transit to the last known position of the survivor. After checking in with Strike, 612 received a bearing and range to the last known position. The reported location of the survivor was 178 miles from the carrier.

The weather was horrific – snow, sleet, hail, and winds gusting to 50 knots made the transit quite challenging. Fortunately, the weather provided tail winds which helped minimize the transit time to the survivor location. Although we were provided with tail winds, the magnitude of the winds and the severity of the gusts made for a very turbulent ride.

Shortly after departing CVN 69, we were provided a frequency for a Coast Guard C-130 that was performing the duties of On Scene Commander. The C-130 was orbiting over the reported position of the sailing vessel. As we checked in, the C-130 was departing the search area due to a low fuel state. His relief was en route to the location and checked in with us almost immediately. When the new C-130 arrived on the scene he reported bad weather in the area – snow, sleet, and hail – and that he was not able to see the sailing vessel. He was able to locate two rafts but could not see if anyone was in these rafts. The C-130 provided updated vectors to the rafts.

Approximately 1 hour and 10 minutes after launch, we flew over the rafts at 300 feet. AWR1 Brandon reported seeing movement in the raft and a light being shined at him. Flying the helo from the right seat, I executed a right-hand turn so AWR1 Brandon could maintain eyes on the survivor. I descended the helicopter to 200 feet and rolled out into the wind heading toward the survivor. At 200 feet the swells were so great that the survivor was going in an out of view from less than 1000 feet away.

LCDR Pichette attempted to engage the Automatic Approach to a Hover feature in the SH-60F but the computer would not cooperate due to the 25-30 foot seas being encountered. I wasn’t going to take it around again and waste time so I announced that I would be executing a manual approach to an 80 foot hover over the survivor. At 80 feet LCDR Pichette engaged the automatic hover feature and the aircraft fought to attain a stable hover at 80 feet. After 30 seconds or so Hover finally coupled up and engaged. That turned out to be a “bad idea” - as the aircraft attempted to maintain a stable 80 foot RAD ALT hover the enormous swells pushed the aircraft up to over 100 feet and then down to only 50 feet above the water as I pulled collective to keep the aircraft from descending any closer to the water. At this point I decided I would NOT rely on the automatic features of the aircraft and chose to fly it completely manually. LCDR Pichette disengaged RAD ALT hold and engaged BAR ALT hold as a safety back up. I continued to fly it manually as I wasn’t in the trusting mood just yet.

AWR1 Brandon gave verbal commands to position the helicopter over the survivor location and I flew the aircraft as per Brandon’s direction. When safely over the survivor, AWR1 Brandon lowered AWR2 Need down into the water via the aircraft’s rescue hoist. As per the brief, and due to the extreme severity of the sea state, AWR2 Need remained hooked to the rescue hoist as he swam to the survivor. AWR2 Need expeditiously evaluated the survivor, got him out of the raft, and hooked him up to the hoist. AWR2 Need gave AWR1 Brandon the hoist signal from the water and AWR1 Brandon gave me verbal commands to position the helicopter directly above the swimmer and survivor. With expert precision, AWR1 Brandon timed his hoisting of the swimmer and survivor with the up-swell and safely extracted the swimmer and survivor from the water. While doing so, I added enough power to climb the helicopter approximately 30 feet to ensure the

swimmer and survivor were not impacted by a wall of water when the next swell arrived. During this portion of the rescue, a thicker wall of weather rolled in bringing a significant amount of snow and sleet.

From the time AWR2 Need left the helicopter to the time he and the survivor were pulled back into the cabin area by AWR1 Brandon was less than 6 minutes! The efficient execution of this most demanding evolution in conditions that go beyond defining “extreme weather” was so incredible that I cannot find the words to adequately express the achievement.

Less than 2 minutes after pulling the swimmer and survivor on board, the cabin area was secured and ready for forward flight. I executed a manual departure from the hover and flew the aircraft up to 300 feet before leveling off.

The required level of precision by the hoist operator (AWR1 Brandon) cannot be overstated in this situation. If the cable isn’t positioned correctly when the swimmer and survivor are being hoisted up out of the water, serious damage can be done to either or both individuals. AWR1 Brandon remained calm, cool, and collected, while expeditiously providing me clear, concise commands to fly the aircraft to the best position to hoist the swimmer and survivor out of the water safely.

AWR1 Brandon and AW2 Need performed an evaluation of the survivor and reported to LCDR Pichette and I that the individual was not injured and seemed to be alert and in reasonably good health. As the survivor described to the AWs what he had been through that evening, it appeared that the survivor was slightly hypothermic and in a mild state of shock. The AWs wrapped him in blankets and warmed him up while keeping him conscious during the flight back to CVN 69.

All of the information extracted from the survivor was relayed to the C-130 who remained over-head throughout the entire evolution. The C-130 then acted as an escort and as a communications relay platform for the return transit to CVN 69. During the rescue the carrier continued to steam toward the survivor location but was only able to get about 30 miles closer. Even with the reduced return transit distance, the flight back to CVN 69 took approximately 1.5 hours due to the strong head winds and severe weather en route.

At approximately 0120 Canvass 612 recovered on board CVN 69 and the survivor was escorted down to medical by AWR2 Need. After a quick evaluation, the survivor was cleared to fly-off on the Coast Guard helicopter (H-60 Jayhawk) being refueled on the deck of CVN 69. The Coast Guard helicopter was escorted back to land by the C-130.

During our transit back to the ship the survivor told the AWs that his sail boat was taking monstrous waves which caused catastrophic damage to his boat. The damage ended up sinking his vessel and he was forced to jump into the water. Fortunately he was wearing a personal flotation device and appropriate survival gear. He also stated he had a raft, however, he said his raft drifted away from him while he was abandoning his vessel and he couldn’t get to it. After attempting to swim to his raft for 10-15 minutes he became exhausted and gave up. He said he thought he was going to die. As if by a miracle, a raft drifted into him. This raft was one that the first C-130 on station had deployed in an attempt to aid the individual in distress. After he climbed into the raft, he said an hour passed before he saw the C-130 overhead. When we arrived on station he was ecstatic and started waving his light at us. He said it was a miracle that we found him, and he is only alive today because of our efforts. He definitely found God last night.

I believe if not for the C-130 on station, it would have been a miracle of biblical proportions for us to find him out there. It was a tremendous “team effort” that I am very proud to have been a contributing member.

I wonder how exciting the rest of deployment will be…


Focus:

Iron Barnacle RescueArticle by CDR(Ret) Bob Clark and Dr. Walker A. Jones, Ph.D

NAVY RESCUES ARMY- South Vietnam 1970

Editor’s note: The Army pilot Walker Jones contacted NHA on 5 Dec 2009 by email to see if he could locate the Navy crew that rescued him. NHA contacted Tom Phillips, co-author “Leave No Man Behind”, to see if he knew anything about the rescue. Tom had just acquired a file of Kaman Aerospace Corporation’s Rotor Tips magazine and found an article titled, “Navy Iron Barnacle Rescue” that named the Navy crew in the March-April 1971 issue. NHA looked in the membership files and contacted member CDR (Ret) Bob Clark who lives in Jamul, CA.

NAVY Point of View

By CDR (Ret) Bob Clark, USN

Background

In April of 1970 President Nixon authorized the U.S. military to launch a campaign to seek out,

engage and destroy North Vietnamese Army (NVA) sanctuary sites in Cambodia. On May 1, 1970 the campaign was launched into Cambodia with the stipulation that all U.S. forces must be out of Cambodia by June 30, 1970. Because of the narrow window for the campaign, a call went out for all services by the Commander U.S. Forces Vietnam for any technology that could help locate enemy weapons cache sites.

In the spring of 1970 there was a CNO development project (D/V 98) that was to validate the HH-2D Seasprite LAMPS Mark I concept. Included among three phases was the ASQ 81, magnetic anomaly detection, (MAD). Late in the afternoon on Friday, May 22, the project pilots were notified to immediately fly the two ASQ-81 equipped HH-2Ds to the Kaman Aerospace facility in Bloomfield, CT; to be modified to operate with the Army in South Vietnam (the first we had heard of this). At noon the next day, Saturday, May 23, they received a call from a former HC-5 Commanding Officer who worked for CNO directing them to return to San Diego. The HH-2Ds were flown by C-5A to NAS North Island to pickup the maintenance crew and support package and continue on to Vietnam. On May 26 the pilots departed San Diego International for Saigon. Within five days the project pilots had gone from flying test work at NADC Warminster, PA, to flying combat in Vietnam.

The detachment was hosted by the First Air Cavalry in Phouc Vinh, located in III Corps. The Army named the operation “Iron Barnacle”. During June we flew our missions in Cambodia, always under the watchful eyes

of an experienced Army Hunter-Killer team consisting of an AH-1G Cobra and OH-6A LOH. Our mission profile was to fly at 300 to 400 feet above the triple canopy jungle (measured on the radar altimeter) with the ASQ-81 deployed and to fly at the maximum possible speed (because of the density altitude blade stall was always on our mind) in order to have the maximum possible sweep width of the MAD. Our operations in Cambodia were deemed a success by the Army and on July 1 we were notified that our deployment was being extended to support operations in South Vietnam. For many reasons this was not a crowd pleaser with the detachment, but as military professionals learn to do, we salute and carried on.

Navy Rescues Army – the Navy Perspective

An Iron Barnacle crew consisting of LCDR Olson, LT Bob Clark, LTJG Leroy Anderson and AT1 Arnie Hardin was assigned to a search and locate mission in III Corps, northeast of Phouc Vinh. The search area was in the general vicinity of the southern extremity of a spur off the Ho Chi Minh Trail) where NVA activity was suspected. Late in the afternoon and approaching bingo fuel state Arnie Hardin got a MAD contact. He threw out a smoke to mark the location and we climbed to altitude so the LOH could descend and conduct an expanding circle search around the smoke. After a few minutes the pilot of the LOH reported strong signs of enemy activity. As it was late in the day and all three helicopters were at bingo fuel, we broke off the search and returned to base. Evidently the report the LOH pilot made to his operations upon returning to base

was impressive enough that a troop insertion mission was planned for the next day. The following morning the Iron Barnacle HH-2D crew joined up with a Hunter-Killer Team from Song Be to relocate the site of the previous day’s contact. Once in the general area of the previous day’s contact

the HH-2D started its MAD search. It wasn’t long before Arnie reported a MAD contact and threw a smoke. We climbed to 2,500 feet and the LOH descended to start a search. Shortly after starting the search, the LOH pilot reported smoke in the cockpit and requested a vector to the nearest clearing in the jungle. The closest clearing was approximately five miles away and a heading to that site was relayed by the Cobra pilot. The LOH started a turn to the heading, still at a very low altitude and just over the top of the jungle canopy. In the flight path of the LOH was one very tall tree protruding out of the top of the jungle canopy. The LOH passed behind that tree in a 90 degree bank and didn’t reappear on the other side. The Cobra pilot immediately got out a “mayday” on Guard and we started a search for indications of survivors. At that moment I didn’t have much confidence that the crash through a 250 to 300 foot jungle canopy was survivable. To everyone’s surprise, within three of four minutes we started hearing static on Guard as the LOH crew tried to make contact and then we started seeing pencil flares. The LOH had come to rest on its skids in a small stream.

As we were in a suspected area of NVA activity immediate rescue of the LOH crew became an overriding consideration. The delay while the Army got a helicopter with a rescue hoist to the scene was unacceptable. Phil immediately informed the Cobra pilot, the on-scene commander, that we were equipped with a rescue hoist and carried trained rescue aircrewman, so we would give it a go. Because the rescue hoist cable on the HH-2D can only be extended 90 feet it was necessary to execute a hover-down through the jungle canopy. This was going to exciting enough, but the prospect of enemy reaction really raised the level of the adrenalin flow. Phil executed a flawless hover-down maneuver with Arnie calling

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Focus: Iron Barnacle Rescue

Alaska Coast Guard Aviator Receives Royal Award For Service In EnglandArticle By PA1 Sara Francis, USCG

Not quite a knighthood but instead U.S. Coast Guard aviator LT Sean Krueger recently

received a Royal award for leading a rescue mission in 2008 while on assignment with the British Royal Navy.

He earned the prestigious Prince Philip Helicopter Rescue Award presented by the British Guild of Air Pilots and Air Navigators at their annual Trophies and Awards Banquet in London Oct. 29.

He was recognized for his actions as the aircraft commander of “Rescue 193”, an H3 Sea King helicopter, resulting in the rescue of a fisherman suffering from a life-

threatening abdominal injury. The man was rescued from a fishing vessel 172 miles southwest of the Isles of Scilly in the Atlantic Ocean in 58 mph winds and seas of more than 40 feet.

“It was by far the most challenging rescue that I have ever done,” said Krueger. “There was a distinct point where we considered aborting due to the challenging conditions, however, after one last try, we got our guy aboard.”

During Krueger’s two-year exchange tour with the 771 Naval Air Squadron, part of the Fleet Air Arm of the Royal Navy stationed out of

Royal Naval Air Station Culdrose in Southwest England, the squadron averaged nearly 300 search and rescue cases each year.

The Prince Philip Helicopter Rescue Award is presented annually to an individual member of a helicopter crew, a complete crew or the crews of multiple helicopters, for an act of outstanding courage or devotion to duty in the course of land or sea search and rescue operations.

The crew of Rescue 193 was thrilled to meet and be congratulated by Capt. Charles Sullenberger, the U.S. Airways captain who landed flight 1549 on the Hudson River earlier

Continue on page 48

clearance from the trees on the right side of the helicopter and Leroy calling clearance on the left side. I was monitoring engine performance, communicating and looking out for any sign of the enemy activity. On the first attempt Phil stabilized the hover with tree limbs extending just below the rotor system and the tail rotor almost touching the trees. We only had a horse collar on board so Arnie rigged for rescue and lowed the cable to the maximum. Three problems became apparent: the hoist cable wasn’t long enough to reach the ground, the LOH crew couldn’t move the few feet required to get to where the horse collar was because of very thick undergrowth, and we couldn’t slide the helicopter to get over them because to the trees. We broke hover and prepared for another attempt. As Phil, Leroy and I worked to get a better fix on the location of the downed LOH crew, Arnie busied himself demonstrating the out-of-the-box thinking that makes the U.S. service member special. He decided to extend the reach of the rescue hoist cable by attaching a gunner’s belt to it.

After getting some direction from the LOH crew we had a good fix on their location.

Phil started his second approach and hover-down maneuver. This time we were able to hover-down deeper into the trees. Phil stabilized the hover with tree limbs so close that I could reach out and touch the one on the left. Leroy had provided direction so the tail of the helicopter was in the “V” between two limbs of a tree behind us. Arnie’s quick thinking to extend the length of the rescue cable allowed it to reach the ground allowing the LOH crew to be extracted from the jungle. After winching the three crewmembers aboard Phil did a vertical climb to clear the trees and we returned the downed crew safely to Phouc Vinh for medical evaluation.

Because the LOH crew operated out of Song Be it was disappointing to the Iron Barnacle detachment that we were never able to meet them over beers to exchange war stories. To us “squids” the Iron Barnacle experience left a lasting impression and deep respect for the professionalism and tenacity of the Army aviators that we worked with during our short period of joint operations.

ARMY Point of View

By Walker A. Jones,Ph.D (former WO 1st Squadron, 9th Cavalry Regiment, 1st Cav Div 4/70 - 4/71, OH-6As & AH-1Gs Life Member, VHPA Sussargues, France)

During the mission, the Seasprite was based in Song Be, and the crew in Phouc Vinh, III Corps.

I was Low Bird, with an AH-1G High Bird flying cover (Hunter-Killer Team), as we followed the Seasprite until they got their first ‘reading’. As I slowed over the smoke, one bullet found my transmission and as I gained altitude, the transmission seized after the fluid drained out. The OH-6A uniquely had an overrunning clutch, allowing the rotor shaft to break away. I autorotated to the jungle top, and fell through 300’ to an unseen shallow creek. Our rescue Huey did not have a rappelling rope long enough so the Navy bird hovered high overhead and winched us out, one by one. I have failed to find anything about this mission except a line in a 1st Cavalry quarterly report in the National Archives, which simply stated that “Operation Barnacle” was a success. I would like to find that crew andpersonally thank them, and perhaps put them in for a medal if possible.




Focus: Alaska Coast Guard Aviator Receives Royal Award of Service...

this year and received the guild’s Master’s Medal at the banquet.

“It should have been the other way around, but so it goes,” said Krueger.

Krueger has completed his tour with the 771 Naval Air Squadron and is currently serving as an MH-60 Jayhawk helicopter pilot at Coast Guard Air Station Sitka.

The Guild is a premier organization for aviators, established in 1929 to maintain the highest standards of air safety through the promotion of good airmanship. The Prince Philip Helicopter Rescue Award was first awarded in 1978.

The crew was also recognized by the Shipwrecked Fisherman and Mariners’ Royal Benevolent Society Oct. 14 and received the Edward and Maisie Lewis Award for an outstanding air and sea rescue.

LT Sean Kruger, USCG (third from the left) receives the prestigious Prince Philip Helicopter Rescue Award presented the British Guild of Air Pilots and Air Navigators.

Th

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Wa

s “ALERT 60 on the USS Carl Vinson”Article by LT Brett Johnson, USN

23 0 0 : F l i g h t opera t ions on board USS Carl

Vinson (CVN 70) were just about complete for the evening. My crew and I had briefed for an Alert 60 just four hours prior, and were currently in Ready Room five waiting for the last plane to depart. As the last plane prepped for launch, the “man overboard” alarm sounded and the crew was informed that this was not a drill. There currently was one aircraft on Plane Guard from HS-15, and they were sent out of the pattern to investigate a flare that had been seen anywhere from 15 to 30 miles out. My crew was told to get ready, we were about to launch to finish the search

pattern HS-15 had started. About ten minutes after receiving the word to launch, I was running up to the flight deck to join my crew and startup when my boss grabbed me and told me he needed me for a few minutes. Having never been stationed on a ship before, let alone an aircraft carrier, I’ll be the first to admit that I was not fully aware of their capabilities. My boss had just pulled me into the Combat Direction Center (CDC). In the back corner were two big-

screen monitors with overhead views of our current location, including an initial datum, a projected area of search and a small icon representing the ship and our aircraft. At this point I remember thinking of how the SAR TACAID, while a useful tool in planning purposes, has nothing on the computer program that just answered almost every question in my head (local currents, sea surface temperature, air temperature, etc.) in a matter of seconds. Equipped with an overhead view of the scenario in my head as well as the coordinates from the program, I walked out of CDC with a confidence I really didn’t have before then. Startup went off without incident and prior to departing the ship I was given a thorough brief from the returning HS-15 aircraft. They had searched for the flare for about 30 minutes and had seen nothing. They also informed our crew that there was a heavy haze layer at approximately 500 ft AGL and that visibility was not great considering the extremely dark night.

After takeoff, our crew rigged for rescue and we began a creeping search pattern at 300 ft. After searching for approximately five minutes the crew and myself noticed that it was extremely difficult to see the water, let alone anyone or anything in it. We turned on the search

light and in doing so caused a minor bloom out on our goggles. We then toggled the infrared (IR) function of the searchlight, however, the IR light was not enough to see the surface. We decided to leave the search light in normal mode, hoping that if someone was equipped with flares they would hopefully be able to see us and launch a flare in our direction.

The next variable we discussed while on the pattern was lowering our altitude for better visibility on the surface versus climbing in order to extend our visibility of the search area. We decided to climb in order to cover more ground initially, but at approximately 500 ft the crewchief noticed that we were in a heavy haze and mentioned that his visibility on the surface was almost completely gone. We came back down to 300 ft and continued the pattern. The ship informed us that there was a merchant ship in the area willing to assist with the SAR. I attempted to contact them multiple times on Maritime channel 16 (Bridge-to-Bridge (BTB)), and after my fourth, and what was going to be my final attempt, the crew responded. I informed them of the situation to include my position, my

Continue on page 49


There I Was: ALERT 60 on the USS Carl Vinson

Continued from page 48search area, as well as my endurance on station. Their response was a muffled / tired transmission of nothing that could be discerned as English. I decided that continuing to attempt communication with the ship was only acting as a distraction, therefore we continued to monitor BTB in case they came across anything. After an hour of searching, the ship changed some of its variables and had plotted another solution on the “big” screen. They asked if we could begin a track-line search directly to a point approximately 30 miles away at 500 ft. We were informed that from this altitude and in this direction we would completely cover the rest of the search area. I informed the ship of the haze layer at 500 ft and told them we would be staying at 300 ft. We searched on the track-line for approximately twenty more minutes before the ship called us back and we recovered at the carrier without incident. After sighting a flare, the ship called the Coast Guard and asked them if there were any flare exercises that were going to be conducted in our area. The Coast Guard had responded that there

were none, and this became the reason why my Alert 60 crew was launched on the SAR. However, right around the same time my crew got the call to turn around and head back to the ship the Air Force had called the Coast Guard and informed them that they had aircraft in the area and were conducting flare exercises. Not as rock star of on ending as I was hoping for, but all in all the night was a success. There were a lot of lessons for me that I learned while on this flight. First, was the importance of knowing the capabilities of the platform you are on. CDC did the majority of the planning that we needed in order to provide us with enough situational awareness to have a comfortable understanding of the situation in very little time. Another capability of the ship that proved to be extremely helpful was the single frequency we communicated on all night. We had our squadron representative in the tower, departure, and CDC all using the same frequency (one at a time, of course). Without distraction of constantly switching frequencies our crew had a much easier time actually conducting the SAR search. Trying multiple altitudes and aircraft lighting

schemes while searching has also given me a greater grasp on SAR in general. All the information we are required to use comes from a book. However, no matter what the book says or what altitude the boat tells you to search at, it is all situation-dependent. We can teach the search aspect and we can teach the basic rescue principles, however SAR is an extremely dynamic process in which a lot of decisions are going to have to be made “on the fly”. It evolves into a process of using the information you have at the time mixed with what you learned from the book. Although my crew did not rescue anyone, we launched in a minimal amount of time and conducted a search with excellent crew coordination between all players involved. This is what we train for and we proved we could do it safely, professionally and on time. If there was someone out there that needed saving – we had the team and the training to do it!

There I was… at the top of my game, untouchable. I had only a few months

left of my JO tour but better yet, only two more months left on deployment. Somehow I found myself in a Class A mishap, FNAEBed and investigated in a JAGMAN. Definitely not how I planned to spend my last few months at my first operational squadron.

I had just spent the last month on a detachment of two H-60s to Kuwait flying special operations missions in Iraq supporting both Navy SEALS and Marine Recon. Life was great being away from the rest of the squadron embarked on the carrier. We had four pilots, six aircrewman and 20 maintainers to support this detachment and life was

It can’t Happen to MeArticle by LCDR Kristin Ohleger, USN

Our helicopter in Kuwait

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HS-5Nightdippers

CDR Mark S. Leavitt, USN relieved CDR Wade A. McConvey,

USN on December 9, 2009

HMH-362Ugly Angels

LtCol Thomas A. Pecina, USMC relieved LtCol J.A.

Hagan, USMC on September 14, 2009

HMM-262Flying Tigers

LtCol John Mee, USMC relieved LtCol D.R. Schuler, USMC on July

28, 2009

VMM-161GREYHAWKS

LtCol Evan G. LeBlanc, USMC relieved LtCol Thomas C. Euler,

USMC on October 8, 2009

HSC-26Chargers

CDR Heath M. Howell, USN relieved CDR John A. Sipes.


VMMT-204Raptors

LtCol Paul J. Rock, Jr, USMC relieved Col Gzry M. Denning, USMC, July

2009

CDR Brad Garber, USN relieved CDR Douglas Thompson, USN on

November 20, 2009

HSL-46GRANDMASTERS

CDR, Patrick V. Foege, USN relieved CDR J.R. Nettleton, USN on December 10, 2009

HS-10Warhawks

CDR Herschel W. Weinstock, USNrelieved CDR Robert H. Buckingham,

USN on November 5, 2009

HSC-3Merlins

CNATRA

RDML William G. Sizemore II, USN relieved RDML Mark D. Guadagnini, USN on Sep 24,

2009

HSC-12Golden Falcons

CDR Patrick E. Keyes, USN relieved CDR Terence A. Hoeft,

USN on November 10, 2009

HS-11Dragon Slayers

CDR Maximilian Clark, USN relieved CDR Malachy D. Sandie,


CDR, Eric A. Soderberg, USN relieved CDR Michael S. Ruth, USN on December

11, 2009

HSC-8Eightballers


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good. Each day we would mission plan for about four hours and then fly anywhere from three to eight hour missions. This was THE reason I had extended on my initial sea tour. As with most of us on our JO tour, I felt invincible. I felt as though nothing could stop me and nothing bad would happen on any flight. I had just hit my 1000 hour mark in the H-60 and, like I said earlier, I was at the top of my game.

The time had come for our detachment to rotate and I was being replaced by two other pilots. Our squadron had three H-60s and one had just come out of phase on the carrier and was going to replace our helicopter, which needed to go into phase within the next week. The two other pilots brought out the aircraft to replace our and brought along a brand spanking new H2P to be my copilot to head back to the ship.

That afternoon was just like any afternoon, except I was heading back to the carrier and not on a mission. We were taking three aircrewman and our maintenance master chief back to the carrier with us. During the NATOPS brief, we discussed the normal issues of heading back to the CVN during cyclic ops and we discussed everything we needed to, right up until we hit the aircraft emergency procedure section. While on detachment, we had come up with our “standard NATOPS brief” which we used everyday and did not deviate. We would normally spend one to two hours on our mission brief and had come up with a standard brief in an SOP to be used by all on the detachment. On this day, when I hit the EP section, I looked at my crew and said, “standard NATOPS brief. Is everyone comfortable with that?” Aside from the det, this was my first time ever saying this in a brief. This was also my first mistake.

While the rest of the crew had been on det and knew the procedures for this brief, my new H2P copilot, who got the good deal to take a little trip to Kuwait that day, was unaware of what was in the brief. We completed the brief, grabbed our gear, preflighted the aircraft and strapped in ready to go. All system checks passed with flying colors and we

were on our way. Because we had six people

on board the aircraft and we all were taking lots of gear (and diet coke) back to the carrier, I decided to do a running takeoff. We were pretty heavy and with the high OAT and DA, we were a little strapped for power. The initial take off was uneventful and as we began a right turnout to head towards the water, my crew chief let me know that we had a massive hydraulic leak in the cabin. I thought that a leak in the cabin sounded a little odd and as I started to turn the other way in order to land at the helo pad, my crew began to sound a little anxious and let me know that it looked as though someone was just pouring a can of hydraulic fluid all over our maintenance master chief. I completed a 270 degree turn and we ran the aircraft on, taxied the 100 ft back to the line and shut down.

At first no one really knew what it was and we trouble shot for awhile. One of my airframers had me take the tail rotor servo switch and move it from back up to normal to back up to normal etc… Apparently when I did this hydraulic fluid was spurting out of the #2 tail rotor servo line. It turned out that the #1 and #2 tail rotor servo lines were rubbing on each other causing a small hairline fracture. This hairline fracture was causing the backup tail rotor system to pretty much spew hydraulic fluid out of the line. I had never heard of that happening. That is the reason it is now written in all H-60 NATOPS as a preflight item stating, “Ensure Hydraulic lines are secured by adel clamps not touching each other or any structure of the helicopter.” Basically all of this just meant one more night at on the beach for us.

The next morning, I woke up thinking that we were pretty lucky that we didn’t run out of hydraulic fluid on the way back to the carrier. I thought a little about the tail rotor emergency procedures, and was thankful we didn’t have to use any of them. I got down to our maintenance control shortly after breakfast and received the thumbs up from them. I was given a full brief from our desk chief as he knew I always liked to be completely thorough on my briefs with them to ensure I understood

everything that was done. I asked if any in flight evaluations needed to be completed or any type of hover check or leak check and was told that it was good to go. At this point, I gathered my crew with one more additional passenger, our operations officer. I told him that the H2P had gotten a good deal to come out and that I still wanted to fly with him back to the carrier. He agreed to sit in back and let me know he’d be sleeping. Maintenance had just completed a 30 hour and daily/turnaround inspection. My copilot and I began the preflight and I took a look at the hydraulic line they replaced next to the main rotor head. I then asked my aircrewmen if they had preflighted the tail and was told that a maintainer told them they didn’t need to preflight it. I then looked at them, reminded them about the turnaround inspection, told the crew chief that one of them needed to inspect it, and I crawled in the aircraft. We did not do a NATOPS brief this day. I figured that we had done it the day before and that would suffice for today. Again, for the past month I had not been doing NATOPS briefs, so it didn’t even cross my mind to do one. I gave a quick rundown to the crew on what maintenance was

done to the aircraft and that was it. This was my second mistake.

Just like the day before, we started up the aircraft and all systems checks passed with flying colors. We were about to taxi out and realized our maintenance master chief was still in the maintenance control building. We taxied over and picked him up and were in great position for another running takeoff. This time we had seven people on board, more gear and one or two less diet cokes. The running takeoff was uneventful and as I began to turn right again I asked how the leak was doing. They said it was great, and then changed tone and said, “nope, still leaking like a sieve.” I started another left hand turn and called base to let them know we were turning around for the same issue we had the day before. My aircrewmen starting high fiving as they were not happy about returning to the food on the ship. For those of you who have been in Kuwait, you know what I’m talking about with those amazing desserts. I digress.

As we made the 270 degree turn back to the helo pad for a running landing, my mind was just on putting the aircraft down safely. I knew we had a #2 tail rotor system leak the day before and I didn’t want to have a high


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angle of bank in my turn. To be honest, I wasn’t too worried as I figured we had plenty of fluid in there. Once approaching the 90, I felt the aircraft shutter a little, just as it does when you’re a little slow. I looked down and noticed I was about 50 kts, which was just a little bit slow, but not too bad. I announced this to the crew and put the nose slightly over to gain a little bit of airspeed. Within two seconds, something happened.

The engineers who were involved in the mishap investigation said that what happened next occurred in about seven seconds. These seven seconds felt like an eternity in my world. I actually believe that these might be the most vivid moments I have ever had in my life. Later on, after speaking to my crew, I learned that some of them can’t remember a thing. I don’t understand that. My copilot didn’t hear anything during the entire evolution except for the words, “What was that?”

What was that? None of us knew. All I know is that I had been in a left turn and all of a sudden the aircraft kind of rolled itself out and kind of felt mushy. The feeling reminded me of driving a car on ice. I quickly looked inside to see if there were any cautions and everything seemed to be just fine. I realized at that point that I had overshot the helo pad and was about to turn around to the right, but

then we heard this awful grinding sound. My aircrewman would later describe this sound as metal eating metal. I just remember hearing it and wanting it to stop. Then it did.

The nose of the aircraft snapped

sharply to the right as it also dipped down. We had been at about 50 kts and the aircraft yawed so hard that we side-flared and most of the airspeed bled off. When this happened we were still traveling in one direction and the cyclic slammed over to the left. I had to force it back to center. At this point, the nose had an extreme pitch up, we were now in brown out, we were traveling backwards, and the cyclic hit me forcefully in the stomach. I remember thinking how happy I was that I had been going to the gym as I had to use a lot of muscle to get the cyclic back in the center. I also remember thinking in my head the words, “hover, hover, hover.” I never said them out loud as I felt they sounded really dumb at the time and instead announced, “We’ve lost our tail.” This was mistake number three.

My aircrewmen started yelling about

the engines and I told my copilot to, “Get the PCLs off, come on, let’s get those PCLs off!” I had no idea if he got the PCLs off or not. I began telling my crew that we were going to be fine and trying to calm them down as I just heard screaming from the back. Right before we struck the ground, I heard one of them scream, “OH SH**, OH SH**, OH SH**!” A voice I will never forget. At that moment we broke through a little bit of the brown out and I saw a fence line and thought, “Thank God.”

I never pulled in collective as I was unsure whether or not my copilot got the PCLs off. I didn’t want to induce a climb let alone more yaw to the right. I knew that if he had pulled them off and I cushioned the landing that our nose would go left, but I didn’t want to risk it.

After I saw the fence line, I knew the aircraft was upright. I couldn’t tell if we had any drift, but I knew we were upright. As soon as we impacted the ground, the rip-roaring craziness happened. Apparently we flipped a few times. At this point I closed my eyes as I knew there was nothing I could do. When all motion stopped I reached up, eyes still closed, to pull off the PCLs. They weren’t there. I opened my eyes and found them behind me. I couldn’t reach them to pull them off, so I crawled out of the aircraft and crawled back in trying to pull them back. I then saw my copilot crawling out the other side and I heard the Ops O yelling to get out as he smelled fuel. I got out and began to count heads. One, two, three, four, five, six……oh and I make seven. Whew…

I remember every detail of the next several hours, going to the army hospital, then the navy hospital, having one of my aircrewman standing over me strapped to the backboard in the ambu-lance crying over me, asking my CO to pick all of the sand out of my nose after my head had been embedded in the desert. I won’t bore you with all of that. If you really want to know, I’ll tell you over a beer at the I-Bar sometime. What I didn’t realize until the next day was that we ended up upside down, in 2000 pieces in the desert of Kuwait.

For those of you who are HACS, you know that every little thing that goes

on with that aircraft is your responsibility. Remember that first HAC flight where you realize that things smell different, sound different and from now on every-thing that goes on with that aircraft and the crew in it is your responsibility? I can never explain the responsibility I felt for that aircraft and for the well be-ing of my crew. I was not upset about the crash, but at the fact that because of my actions my crew was injured. Every one walked/hobbled away, with minor injuries including broken backs, dislo-cated shoulders, broken feet, and lots of bumps and bruises. I felt responsible for all of them. If you look at the pictures you will see that we were lucky. At the time, and up until four months later when the mishap report came out, I did not know what had happened or what I could have done to prevent it. After the fact, and even to this day, I wondered if I had pulled into a hover would everything have been different. Would I have been able to diagnose the issue earlier? Should I have tried to keep the aircraft in a hover or should I have put the nose over to try and gain airspeed? As a HAC I made my decision and had to stick to it. In the following months, I would second guess that decision a thousand times, but in the end decided that I needed to stick with my gut feeling and my initial reaction.

I was FNAEBed. Probably one of the most humbling experiences of my career. During the FNAEB I learned what other pilots thought of my flying skills as well as me as an aircraft commander. I had to rehash all of the events of the mishap several different times to several different people. I had to convince this panel of airwing pilots that I deserved to be a pilot and that I deserved to be an aircraft commander.

My two mistakes of not conducting a NATOPS brief really bit me in the butt. In addition to the NATOPS brief, the statements of my aircrewmen did not match my own with regards to the preflight. Unfortunately, none of them put in their statements that they preflighted the tail rotor. In my interview with CAG, he was determined to put me on probation. He asked why I did not recheck with my crewman to see if the tail


was preflighted. I told him that I trusted them with my life and if I told them to preflight it, then they did. I let him know that as helicopter pilots we all learn to trust our aircrewmen with our lives as they are our eyes and ears in that aircraft. I had my butt saved several times by my aircrewman and it would break the trust of the crew if I had second guessed them that day or any day for that matter. This was a mistake that he pointed out to me that I will not agree with.

The rest of my mistakes, I have no problem admitting. I told CAG that I would have changed events that happened on the ground that day. If I could go back I would fully brief the entire mission, but I would not change a thing that I did in the air. I made a decision as a HAC and I was going to stick to it. I also informed him that I was going to the FRS as an instructor and was going to spend the next three years ensuring that all students gave thorough NATOPS briefs.

It was determined that the tail rotor failed due to a missing cotter key in the tail rotor disconnect shaft. The hydraulic leak was just residual from the drip pan. Unfortunately this cotter key was not inspected, nor was it required to be, on any type of inspection (preflight, daily, turnaround, 30 hour) prior to this

mishap. While the cause of the mishap

was not my fault, there was some proven pilot error. As already discussed, the NATOPS brief is an important part of any flight. It is a conversation between all members of the crew on how the flight will be conducted and extremely important for CRM. I have flown with several emergencies since that flight and all of them have gone smoothly with the respect to CRM as my entire crew knew how we, as a crew, were going to handle that emergency because it was briefed.

The third mistake I made was not saying the words, “Hover, hover, hover.” This should have been covered during the emergency procedures portion of the NATOPS brief. I understand that NATOPS states that no manuel is a substitute for sound judgement. Whether or not hearing those words would have triggered my copilot to pull the PCLs off, I will never know. What I do know is that emergency procedures are written a certain way for a reason. We study and practice our EPs for repetition so that in the event of an emergency we know how to handle it. EPs and limits should be ingrained in our heads so that in the event of something going wrong in our aircrafts our instinct tells us exactly what to do to

save our aircraft and, more importantly, our crew.

I have learned from all of the mistakes of that day and I feel that I am a better pilot and instructor for it. I just hope that someone reads this and it makes them stop and think about how this could happen to anyone. I was once told that no one ever loses tail rotor drive. I now know of two incidents, and am thankful everyone got out safely in both.

I thought I was at the top of my game. I had that, “It can’t happen to me” mentality. I was wrong. I have flown close to 1,000 hours since then and not a flight or a day goes by where I don’t think about that fateful day. I can’t believe it has been five years since that fateful day as it feels like just yesterday. I thank God everyday that my crew is still here.

There I Was:.It can’t Happen to MeContinued from page 53

LT John Joseph Houston, USN

On October 28, 2009, a T-34C Turbomentor plane carrying LT Joe Houston and fellow pilot LT Bret T. Miller went missing not far from NAS Corpus Christi, TX. On November 6, 2009, the body

of LT Miller was discovered 11 miles northwest of Port Aransas, TX. LT Houston’s body has not been found nor the plane itself.

The legacy that Joe leaves us is his unfaltering commitment to his faith, his undying love for his wife Abigail, his son Asher and the rest of his family, and his passion for flying. He will be dearly missed by all who knew him.


was a pleasure to fly and was the longest serving operational helicopter model in Navy history.”

“This Sea King will continue to serve the nation as it is turned over to Marine Helicopter Squadron One (HMX-1) for use as a training and test asset for the Presidential VH-3D fleet,” added Macyko.

The first Sea King prototype flew on Mar. 11, 1959. The last operational Sea King, tail number 154121, was manufactured in 1986 and flew 10,166.2 hours over the course of

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USS Nimitz hosts Australian NavyArticle by MCSN (SW) Amara R. Timberlake,USN.

In the Gulf of Oman, sailors on board the aircraft carrier USS Nimitz welcomed

the commanding officer of HMAS Toowoomba, an Anzac-class Royal Austral ian Navy (RAN) fr igate, Tuesday.

CDR Ivan Ingham and five officers visited Nimitz as Toowoomba joined the operations of the Nimitz Carrier Strike Group.

“Toowoomba is the Australian navy’s contribution to operations in the Middle East,” said Ingam.“ We were asked if we could come and escort USS Nimitz to act as plane guard and anything else [they needed], so it’s a fantastic opportunity that we get to come do that.”

The RAN operates equipment that is similar if not identical with equipment found on board American ships. The RAN operates with the U.S. Navy regularly across the globe.

“We’re used to integrating with U.S. naval forces particularly from a combat point of view,” said Ingham. “I think we can inter-operate with the U.S. Navy very effectively.”

“It is a great opportunity to be able to spend some time operating with

another navy, especially when we share so many commonalities,” said CAPT Paul Monger, Nimitz’s commanding officer. “The success of our operations in 5th fleet is often reliant on our ability to work well with our coalition partners and allies.”

Toowoomba’s officers came aboard to tour the ship and talk to Sailors. The tour included an opportunity to observe flight operations from the flight deck.

“This is the first time I’ve had the opportunity to go up on the flight deck and be so up close and personal with aircraft taking off and landing,” said Ingham. “It was a huge thrill.”

H M A S To o w o o m b a h a s operated as a member of Combine Task Forces (CTF) 150 and 151, active in maritime security operations.

Nimitz CSG, commanded by RADM John W. Miller, is comprised of USS Nimitz, embarked Carrier Air Wing 11, embarked Destroyer Squadron 23, and the Ticonderoga-class cruiser USS Chosin. Ships assigned to DESRON 23 include the destroyers USS Pinckney, USS Sampson and the frigate USS Rentz.

Squadrons from CVW 11 include

the Black Aces of Strike Fighter Squadron 41, the Tophatters of VFA 14, the Warhawks of VFA 97, the Sidewinders of VFA 86, the Indians of Helicopter Anti-Submarine Squadron 6, the Black Ravens of Electronic Attack Squadron 135, the Providers of Fleet Logistics Support Squadron 30 and the Wallbangers of Carrier Airborne Command and Control Squadron 117.

Helicopter detachments include the Easy Riders of Helicopter Anti-submarine Squadron Light 37, the Battle Cats of HSL 43, the Wolfpack of HSL 45, the Scorpions of HSL 49 and the Wildcards of Helicopter Sea Combat Squadron 23. Also accompanying the Nimitz CSG are Explosive Ordnance Disposal Mobile Unit 11 and the USNS Bridge.

The Nimitz Carrier Strike Group is on a routine deployment to the region. Operations in the U.S. 5th Fleet area of operations are focused on reassuring regional partners of the United States’ commitment to security, which promotes stability and global prosperity.

NHA Region 2Sea King helicopter retires from U.S. Navy after 50 yearsPress Released by Rotorhub.com

The last operational UH-3H Sea King helicopter was retired from the U.S.

Navy on Friday December 11 during a ceremony here ending 50 years of service by the Sea King.

CAPT Andrew Macyko, Patuxent River Commanding Officer and former Sea King p i lo t and squadron commander, presided over the ceremony.

“This ceremony is for all the maintainers, the support people and crews who flew the mighty Sea King over the decades,” said Macyko. “The Sea King

The formal party of the ceremony: (l-r) Col Jerry Glavy, USMC, CAPT Andrew Macyko, RADM Ron Christenson, USN (Ret). Photo courtesy of NAS Patuxent River Public Affairs Office


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Denmark Chief of Defense Visits HSM-41Article and Photo by LT Jeff Adams ,USNI

Th e S e a h a w k s o f Helicopter Maritime Strike Squadron FOUR

ONE (HSM-41) proudly hosted Admiral Tim Sloth Jorgensen, Chief of Defense (CHOD), Denmark on Sunday, July 19, 2009. ADM Jorgensen, Denmark’s equivalent to the U.S. Chairman of the Joint Chiefs of Staff, visited HSM-41 as part of a fact finding tour to fly and evaluate the U. S. Navy’s newest multi-mission helicopter, MH-60R.

The CHOD received a capabilities and limitations brief regarding the MH-60R and discussed the helicopter’s role in supporting Counter-Piracy, Maritime Interdiction Operations (MIO), and Surface Search and Control (SSC) mission. The officers of HSM-41 also discussed numerous maintenance and logistical issues dealing with MH-60R shipboard integration.

Denmark’s interest in the MH-60R stems from their desire to procure a multi-mission airframe to meet their expanding maritime missions; including anti-piracy operations, homeland defense, and Exclusive Economic Zone (EEZ) enforcement off the coast of Greenland. The Danish Navy is actively involved with the United States and other allies in thwarting piracy off the coast of Somalia as an integral member of Task Force 151.

As part of the visit, Admiral Jorgensen received an orientation flight to see first-hand the MH-60R’s basic flight performance. HSM 41 Instructors LT Tom Uhl and AWR2 Michael Derosa demonstrated the MH-60R’s search and rescue capabilities and discussed how

the helicopter’s powerful sensor suite could be used to accomplish

a wide variety of missions. ADM Jorgensen noted that “the MH-60R” is very impressive.” The Danish delegation left HSM-41 with as great appreciation for what the MH-60R is capable of providing in the maritime domain. The visit also highlighted the close ties between the United States and Denmark and reinforced the notion that we must continue to work together to resolve current diplomatic and military challenges.

ADM Jorgensen dons on flight gear in preparation of a flight in a MH-60R

its lifetime. Its final operational missions were flying Search and Rescue and other utility missions in support of flight test programs here at Pax River.

RADM Ron Chr is tenson USN(Ret), a former Sea King pilot, Sea King squadron commander and was the first helicopter pilot to command a U.S. nuclear aircraft carrier, USS Theodore Roosevelt (CVN 71), was the guest speaker.

“The trusty Sea King was an amazing machine,” said Christenson. “It’s truly one of the greatest aircraft ever designed. The Sea King was a multi-mission helicopter before they invented the term. But as great as the Sea King was, it’s the people who maintained it,

supported it and flew in it that really made it what it was.”

It’s estimated that Sea King helicopters flew more than 5.2 million flight hours in military service and three to four million flight hours in civilian service added Christenson.

“As we turn over the keys to the Marines of HMX-1, we know you will take good care of her because you know it will take good care of you,” said Christenson.

After Christenson’s speech, Macyko turned over the log books to Col. Jerry Glavy, HMX-1 Commanding Officer, transferring Sea King 154121 to HMX-1 and officially ending Sea King service to the U.S. Navy.

The H-3 Sea King or one of its variants has been flown by all the Services in the Department of Defense, the U.S. Coast Guard, by 23 different countries and it remains a front line military helicopter in many of those countries today. The U.S. Marine Corps remains the last U.S. military service to operate the Sea King helicopter.

Photo courtesy of NHA Archives


SQUADRON UPDATES: HSC-28

So Different, It’s Exactly the Same Article by LT Kristopher Shold, USN

Helicopter Sea Combat Squadron Two Eight’s (HSC-28) mission is

to provide detachments for vertical replenishment, amphibious search and rescue, and utility services that include, but are not limited to, passenger, mail, and cargo transport and Naval Special Warfare Support. Always at the ready, HSC-28 is a “go to” squadron for surge and short notice deployments such as the USS Wasp’s deployment to the Caribbean Sea for Southern Partnership Station 2009. Along with working with the US Marines, Detachment FIVE is participating in Operation Lost Horizon with the Drug Enforcement Administration (DEA).

By the nature of our continually changing mission, all members of the command are constantly rotating and executing to their fullest to complete their mission. In my own case, the 2009 Wasp deployment to the Caribbean will be my third detachment aboard Wasp for a surge (second in the Caribbean), with my fourth Officer-in-Charge, and under my third Commanding Officer. However, this is the first time I will have worked with a federal law enforcement agency.

On Southern Partnership Station we have been serving as a test platform for joint inter-agency operations, proving that missions can be carried out by federal law enforcement with the support of amphibious naval assets. The mission is to disrupt the air and sea lanes from South America to Central America that are integral to transporting and distributing

drugs in the United States. HSC-28’s long tradition of amphibious search and rescue excellence has continued during Operation Lost Horizon. Detachment FIVE is tasked with providing 24-hour search and rescue and logistical support for the USS WASP. The detachment also mans an alert aircraft to support the immediate launch of three DEA Bell 412s Huey’s for interdiction missions.

Day or night the DEA Huey’s are standing by for word that the traffickers from South America are attempting movement of drugs via boat or plane to a location in Central America or the Caribbean islands. From these staging areas, they will attempt to make an illegal entry across our borders. Opponents to our mission say that the problem lies in the United States, with border security or on our local streets. Others say that this tasking is essential for taking the “war on drugs” to the source, outside of our borders. Whatever philosophy you support there is no doubt that our presence here has disrupted drug operations. It has also further solidified our partnership with the Dominican Republic and Haiti as we work with law enforcement from both countries. The mission not only improves our foreign relations in the region but also demonstrates our commitment to controlling the global wave of drug trafficking.

HSC-28 Det FIVE flies daily in support of counter-drug operations, VIP flights, or training to further support the Wasp’s mission. Detachment

p i l o t s , a i r c r e w, and main tenance p e r s o n n e l w o r k together fluidly each day to ensure the availability of our two aircraft and that neither the ship nor the federal task force is waiting on us to perform the assigned mission. The work between the detachment, Team Wasp, and the Federal Special-Agents has been smooth and the operational capability and partnership of the units has easily proven the concept of the mission.

The U.S. Navy’s growing maritime role displays the flexibility and adaptability to support unique missions such as Operation Lost Horizon and the integration of the DEA. While this may be the first time I’ve supported an operation of this type, I’ve found that our mission profiles remain largely unchanged. HSC-28 sea-going detachments consist of two MH-60S helicopters and the pilots, aircrew, and maintenance personnel to support them and deploy in a “team concept”. That team expands to include the ship and all its embarked assets. When we’re called upon to perform a mission, regardless of where in the world and with whom the mission is carried out, Det FIVE provides a unique capability. Whether performing vertical replenishment, amphibious search and rescue, or utility services the detachment has played a crucial role in the unique partnership of USS Wasp and tactical units of the DEA, allowing all to work together seamlessly.

Ghostriders Travel To Malta For A Unique OpportunityArticle and Photos by LT Bobby Holihan, USN

At the end of September 2009, the Ghostriders of HSC-28 Det ONE departed Naples, Italy to cement their part in Naval Aviation history for the 17th annual Malta Air Show, at Luqa Airport, Valletta, Malta. This would be the first time that a United States Navy

Helicopter asset was utilized as a static display for this international air show. After the three hour flight, Ghostrider 41 taxied into position on the ramp between a USAF F-15 C and Royal Netherlands Air Force F-16 (painted in the flying Falcon Orange scheme). There were many nations present in the festivities, providing both military and civilian assets. Military aircraft on hand were: US Air Force (C-130, F-15 C (2), KC-135R, and a C-21) and US Navy assets (MH-60S, and a C-26) ; German Air Force Tornado and

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a German Navy Dornier Do 228; UK Royal Air Force Harriers (2), Tornado GR4(2), and Dominie 55; Netherlands Royal Air Force F-16 (2), F50, and KDC-10, Italian Agusta Bell AB212; French Air Force Alpha Jet (2); and Armed Forces of Malta, Britten Norman Islander, Bulldog and Alouette III. The final military team there for the weekend would be the British Army Tigers Free-Fall Parachute Team.

The Ghostriders took the opportunity to proudly show-off their helicopter to the crowd both days of the show and to answer many questions from the public. One of the in-dividuals we had the privilege to display the helicopter to was the Honorable Douglas W. Kmiec, U.S. Ambassador to the Republic of Malta and his family. We were in awe of the over-whelming response, warm welcome and excitement given to us by the friendly Maltese people. One could feel the enthu-siasm the Maltese had towards having a Navy helicopter there for the air show. We also enjoyed the opportunity to mingle with the aircrew from the other nations that were on hand, discussing aviation and general topics, in addition to watching the flying demonstrations on hand.

(l-r) Armed Forces of Malta Lead instructor pilot, LCDR Dan “Ralphy” Raphael and the Armed Forces of Malta lead Maintenance Officer pose for a picture in front of a AFM Alouette III.


HSL-48 Celebrates 20 Years of ServiceArticle by LTJG Rich Kroeger, USN

The Vipers of Helicopter A n t i - S u b m a r i n e Squadron Light 48

recently gathered in Mayport with former squadron mates to celebrate the squadron’s 20th birthday.

Established on September 7th, 1989, HSL-48 was the last of the current active duty LAMPS MK III squadrons established at Naval Station Mayport. Since its inception, HSL-48 has deployed ninety-five helicopter detachments in support of U.S Atlantic Fleet ships. Impressively, on any given day, Vipers stand watch across the globe, supporting simultaneous commitments to five geographic combatant commanders. In its twenty year history, the Vipers have flown more than 131,500 flight hours, made over 129,000 shipboard landings, dropped over 400 torpedoes, and fired over 40 Hellfire missiles.

On September 10, HSL-48

hosted a 20th Anniversary Reunion ceremony to highlight the Vipers’ 20 years of accomplishments. Six former Commanding Officers, 3 former Command Master Chiefs, and three former Maintenance Master Chiefs were the special guests of honor. The fifth Viper commanding officer, CAPT Andrew R. MacConnell, USN (ret), served as the keynote speaker. CAPT MacConnell and other previous commanding officers spoke about the history of the squadron during their time as “Viper One.” They recalled the hard work, dedication, and good times witnessed in the squadron. In keeping with Naval tradition, the squadron ended the opening ceremony with the traditional birthday cake-cutting ceremony. The oldest and youngest Vipers in attendance, AKCM (AW) Rafael O. Santiago, USN (ret), a plankowner and HSL-48’s first Command Master Chief, and ATAA Bradley Markely, cut the cake. Following the opening ceremony, the Vipers continued the two-day celebration with a bowling bash, golf outing, and a family luau.

Vipers have participated in and influenced the major military operations

of the last quarter-century, to include operations in Bosnia and Herzegovina, Albania, and Kosovo; Operations Desert Storm, Desert Shield, Iraqi and Enduring Freedom; Counter Narco-Terrorism operations in the Caribbean and Pacific; and anti-piracy operations off the Horn of Africa. At home, HSL-48 also played a major role in the relief efforts after Hurricanes Katrina and Rita. During Katrina relief, HSL-48 helicopters and aircrew were among the first to respond. Vipers flew more than 180 hours, rescued 126 people, conducted 37 medical evacuations, and delivered thousands of pounds of food and water to the people of New Orleans.

During the 20 year history of HSL-48, the squadron has been recognized by receiving: two COMNAVAIRLANT Battle Efficiency Awards, four Golden Wrench awards, three CNO Safety awards, two CNO Ship-Helicopter Safety awards, 10 CAPT Arnold J. Isbell awards for USW/SUW tactical Excellence, and 7 Retention Excellence awards. Active

VIPER CO’S (Past, Present, Future) L to R: CAPT Russ MacConnell, CDR Donnie Kennedy (HSL-48 XO), CAPT Steve Senteio, CAPT Pat Crotzer, CDR Steve Banta (HSL-48 CO), CDR Jeffrey Hughes, and CAPT Donald Cuddington. Photo by Mrs. Angie Testa


SQUADRON UPDATES: HSl- 48/HSC-9Continued from page 58

leaders in the Jacksonville community, the Vipers have also received nine Navy Community Service Personal Partnership Awards and four city of Jacksonville Pathfinder/ Beacon Eddy Awards for its long-standing partnership with Alimacani Elementary School.

The Vipers are proudly looking forward to the next twenty years of faithful service. Former HSL-48 Vipers are also invited to re-connect with the squadron on its Facebook page, “HSL-48 Vipers Past and Present.”

Oldest and Youngest Vipers: AKCM (AW) Rafael Santiago (ret), first HSL-48 CMC, and ATAA bradley Markley cut the squadron birthday cake. Photo by Mrs. Angie Testa

HS-3 No Longer, Welcome HSC-9!Article by LTJG Scott Aulds

On October 15th the Tridents celebrated their initial certification

to operate aircraft as a squadron, marking the completion of the transition from Helicopter Antisubmarine Squadron THREE (HS-3) to Helicopter Sea Combat Squadron NINE (HSC-9). Over the summer, over 100 pilots, aircrew, maintenance, and administrative personnel completed a permanent duty station change from Jacksonville, FL to Norfolk, VA, undertaking the transition from legacy aircraft to the MH-60S Seahawk. Having just returned from deployment in April, maintenance personnel worked tirelessly to transfer seven SH-60F/HH-60H aircraft to other squadrons or the Aerospace Maintenance and Regeneration Group (AMARG), Davis Monthan AFB, AZ only then to come to Norfolk to set up new spaces, tools, publications and accept new aircraft. Several personnel even extended their tours while on sea duty to help make the transition as smooth as possible. Through dedication to duty, commitment to excellence, and selfless devotion, the Tridents of HSC-9 successfully became the first east coast antisubmarine squadron to conduct this transition and permanent duty station change to Norfolk.

The ceremony also celebrates the unveiling of a new $19 million, state of the art hangar which will house 16

Seahawks, eight helicopters each from HSC-9 and the future HSC-5. Designed with the operators in mind, the hangar incorporates the latest in security, safety, “green” architecture and provides the best administrative and maintenance spaces on the seawall.

Operationally, the squadron will remain in Carrier Air Wing EIGHT and deploy in the USS George H. W. Bush (CVN 77); however, the transition to a new squadron designation and airframe provides new capabilities and new faces with an increase in manning of over nine officers and 55 enlisted members. The new airframe’s open design plan allows it to truly live up to its name as a multi-mission platform. The all glass, fully night vision goggle compatible, digital cockpit allows the pilots to safely conduct their missions even in the most demanding environments. From armed helicopter and special operations support missions to routine plane guard (Search and Rescue) and passenger transfers, the Seahawk armed helicopter will allow the squadron to fulfill a myriad of responsibilities in support of Commander, George H. W. Bush Strike Group tasking.

HS-3 recalls a storied legacy of 57 years of rotary wing operational excellence. The Trident’s final deployment as an HS squadron began in September 2008, deploying in USS Theodore

Roosevelt (CVN 71) to the Arabian Sea supporting combat operations in Afghanistan. Along the way, HS-3 took part in a historic visit to Cape Town, South Africa. The Theodore Roosevelt was the first U. S. carrier to visit Cape Town in over 40 years. The Tridents ensured the success of the cooperative engagement with the South African government by transporting dignitaries on and off the ship, conducting an emergent 80,000 pound at-anchor vertical replenishment, and moving supplies for the reception ashore.

Once arriving on-station in the CENTCOM AOR, The Tridents flew plane guard, anti-terrorism force protection, anti-surface warfare, logistics and anti-submarine warfare in direct support of Operation ENDURING FREEDOM and maritime security operations during the 2008-2009 deployment. The Tridents also detached three HH-60H aircraft to the USS SAN ANTONIO (LPD 17) and subsequently to the USNS Lewis And Clark (T AKE 1) for two months. This detachment supported Combined Task Force 151 counter-piracy operations in the Gulf of Aden. The Tridents assisted in apprehending 16 suspected pirates and paved the way for future operations in the region. For 2008, HS-3 won the Commander Naval Air Forces Aviation Battle Efficiency, Commander, Naval

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SQUADRON UPDATES: HSC-9/HSL-42

Aviation Safety Center Safety “S”, and the Captain A. J. Isbell Trophy for antisubmarine warfare excellence.

Despite the many challenges the transition has presented, the TRIDENTS remain excited about their new location, aircraft, and, most importantly, their new role as the east coast’s first carrier based Helicopter Sea Combat Squadron.


HSL-42’s 25th AnniversaryArticle and Photo by LTJG Brent L. Trost

One of the Navy’s most distinguished aviation commands and first

LAMPS MK-III Squadron on the East Coast celebrated 25 years of excellence on October 2nd & 3rd. HSL-42’s current personnel and many past Proud Warriors gathered at NS Mayport to honor those that have been a part of all the extraordinary achievements. Included in the ceremony was the awarding of this years ‘Seahawk Leadership Award’, for the second time, to CDR Dana Gordon by the Wing Commodore, Capt. Bush.

The ceremony began with words by the current Commanding Officer, CDR Failla, thanking previous Skippers and acknowledging past and present Proud Warriors. Their combined efforts have led to 103 deployed detachments

with 73,000 sorties flown for over 188,000 flight hours. Over the last 25 years, the squadron has earned nine Battle “E”’s, nine Isbell Trophy’s for ASW Excellence, and eight CNO Safety Awards while maintaining an atmosphere that has led to five straight Commander Naval Air Forces Atlantic Retention Excellence Awards.

Those who were able to return for the special occasion included Capt. Doyle, Capt. Baucknecht, Capt. Tenhoopen, Capt. Furness, CDR Gordon, and

Proud Warrior One, Capt. Shaut, the first CO of HSL-42 and guest speaker. Capt. Shaut’s vivid accounts of his LAMPS missions and humor about the early days of establishing the foundation for this squadron caused many to laugh and shake their heads in astonishment of his accomplishments.

To finish the formal ceremony, CDR Failla gave a small glimpse as to the changes forthcoming and where the Proud Warriors have been chosen to lead the LAMPS community. This includes, DET 7 which recently embarked the USS MCINERNEY (FFG 8) with one SH-60B and two Fire Scout Vertical Takeoff Unmanned Aerial Vehicles (VTUAVs), the Navy’s first ever fully capable unmanned air system with both enlisted

and officer air vehicle operators. The Proud Warriors are leading from the front with plans to be the first in the community to deploy with female maintainers while handing over some of the flying duties of the SH-60B Seahawk to Warrant Officers in the new Flying Warrant program. These steps forward, while begun at NS Mayport, will be continued at NAS Jacksonville where HSL-42 is scheduled to move in the spring of 2010.

On Saturday, in a little less formal setting, the Proud Warriors shared aviation stories while creating a few new ones on the links as they participated in the ‘25th Anniversary Golf Tournament’ held at the beautiful Ponte Vedra Inn & Club. This was followed by a social gathering at Finn McCool’s on the beach where many past and present Proud Warriors enjoyed some camaraderie and looked forward to future accomplishments.

CDR Christopher Failla (center) join former & plankowner, CDR(Ret) E.Wl Shaut and youngest Proud Warrior ADAR Austin Betoure in the cutting of the cake.


SQUADRON UPDATES: HSC-3/HSL-49

HSC-3 Records Yet Another Successful Year. Article by LT Geoff Anderson, USN

The Merlins of H E L S E A -COMBATRON

THREE have capped off Fiscal Year 2009 with a string of accomplishments which speak to the drive and dedica-tion of its squadron members. As the West Coast MH-60S Fleet Replacement Squadron, HSC-3 provides fleet-ready pilots and aircrew to HSC-8, 12, 21, 23, 25 and NAS Whidbey Island’s SAR team. This year was no departure from the norm as, once again, HSC-3 met all its CNO-directed fleet production goals.

HSC-3 produced 77 MH-60S Pilots Qualified in Model and 71 Aircrewmen (helping raise fleet-wide AW manning from 86% to 96%), flying 6,924 mishap-free flight hours and extending its Class A mishap-free flight hours to 222,331 -which can be traced all the way back to the Squadron’s inception as HC-3 in 1974. The collaboration of the Operations and Training departments resulted in 7,164 syllabus events completed, with Instructor Pilots flying 3,520 sorties. None of this could have been possible, however, without aircraft

to fly. The Maintenance department did not disappoint - documenting 78,643 maintenance man hours in the completion of 27,556 individual maintenance actions. C D R B o b “ S i d e s h o w ” Buckingham passed the reins to CDR Hersch “Hashi” Weinstock on November 5th. As HSC-3 continues to push forward with its mission of providing pilots and aircrew to the Fleet, the Merlins are looking forward to another successful year!

Scorpions Race for the Cure for Susan G. KomenArticle and Photo by LCDR Bill Delmar, USN

Twenty-five sailors and friends from HSL-49 were only a handful of

the 15,000 enthusiastic volunteers who banded together on Sunday to participate in the 14th annual Susan G. Komen

“Race for the Cure” at Balboa Park. “Scorpions for a Cure,” led by Team Captain Tracy Delmar, raised $1,637 for the fight against breast cancer in the local San Diego area. “It was a beautiful day made even more beautiful by all

of the people here racing for such a great cause,” remarked Tracy. “Breast cancer is a leading cause of death among women of all ages and it’s important that we are here to show them our support.” The Scorpions, sporting team black and red

jerseys, shared their stories with members of the San Diego community who have faced breast cancer and survived. “I am very proud of our Scorpion family and the dedication of some of our best and brightest to this important cause,” noted CDR Jack Barry, HSL-49 Executive Officer. “It is terrific to see the amazing outpouring of love and support for the community at this event and the Scorpion family is really honored to be a part of it.”

The Scorpions, who participated in the Susan G. Komen “Race for the Cure”

S u m m e r 2 0 1 0For more information, contact LT. Victor Eberle at (619) 545-0041


SQUADRON UPDATES: HM-14

U.S. Response To Typhoon Morakot: HM-14Article by LT Scott M. Tompkins, USN

On August 8th, 2009, Typhoon Morakot poured 92 inches of

rain on Southern Taiwan in only two days causing deadly flooding and mudslides. The island is made up of sharply rising mountain ridges that are separated by green, lushly forested valleys, giving the island a natural beauty. The topography scatters just a few small, level patches of land around the edges of the houses, schools, and athletic fields of the villages. Connecting each isolated town is a modern, two-lane road. I say “road” singularly because there appears to be precisely one road traversing the length of each valley. This single road and its numerous bridges cross the valley many times on its path to connect each village in a long, meandering line.

Morakot caused deaths in the Philippines, mainland China, and Japan. But the brunt of the historic storm fell on Taiwan. Taiwan’s four day precipitation total was 109 inches of rain. To put this in perspective, the island ordinarily averages only 98 inches of rain per year. The torrent, driven by 100 mile-per-hour winds, raced down the steep mountain sides and swelled the rivers. River banks were washed away, buildings swept off their foundations, and bridges obliterated. The rains saturated the mountain tops, some of which gave way and slid downward, crushing everything in their paths. The town of Shiao Lin, in

the steep Nanzi-Hsien river valley, made headlines around the world for being covered by a mudslide to the extent that there was no evidence that the town was ever there. Taiwan’s death toll quickly climbed to over 500.

After days of frenzied efforts to rescue stranded survivors using indigenous military and civilian rescue units, Taiwan’s President, Ma Ying-jeou, made a request for foreign aid; specifically heavy-lift helicopters. In a highly politicized atmosphere, the U.S. State Department responded by dedicating the much needed heavy-lift assets to the disaster relief effort. With the U.S. State Department’s pledge of support after President Ma’s request, the USS Denver (LPD 9) was immediately diverted toward Taiwan.

Steaming aboard the USS Denver on return to Pohang S. Korea from the TALISMAN SABER exercise in Australia, HM-14 received the call. Five Vanguard officers, 20 Sailors, and 2 MH-53E Sea Dragon helicopters, less than half the original detachment, were onboard. The other 35 det members had already returned to Pohang via NALO at the conclusion of the TALISMAN SABRE exercise. Det One rapidly shifted to an operational mindset. The ship first stopped in Okinawa and in less than 24 hours, it had off-loaded its Marine complement from the Talisman Saber, on-loaded the vital Marine Helicopter

Support Team (HST), and welcomed a nucleus of the PHIBRON-11 staff. The staff included Commodore Donald Schmieley, who would take overall control of U.S. Naval forces in this internationally significant combined disaster relief mission.

Meanwhile, det pilots worked to access charts for the island of Taiwan. No American uniformed serviceman had set foot on the island in the

29 years since the U.S. had formalized diplomatic relations with China in 1979 and recognized the “One China Policy,” disestablishing the U.S. embassy in Taiwan. This made the Chinese charts hard to come by late Saturday evening into Sunday morning on the island of Okinawa. Thanks to the unyielding efforts of Capt. John Spencer of HMM-262, HM-14 left mission ready with the planning data it needed.

On Monday August 17th, less than 24 hours after getting underway, the first Sea Dragon landed at Tainan Airfield in Taiwan before a crowd of news camera lenses. The Americans were greeted by officers from the Taiwanese Army and Air Force, who were professional, accommodating, and many spoke fluent English. In addition, American liaisons from the AIT (American Institute in Taiwan—the private, non-profit corporation that functions in lieu of a U.S. embassy) had been a conduit of information before we arrived. Within 24 hours of our arrival, both aircraft were slinging loads deep into the mountains. The mission proved to be more challenging than expected for all involved.

The d i ff icul t process of establishing good communication channels joined with a fast-moving mountain weather system to lay down a nightmarish gauntlet for the MH-53’s carrying 17,000-lb excavators slowly up the Nanzi-Hsien valley on the first day of the mission. The route was clouded by a constant state of fog. In the best conditions, getting to the village LZ’s meant committing to flying through hazy visibility. Visibility only worsened in the tightest, steepest section of the valley near Shiao-Lin, the village that had disappeared beneath the mudslides. The ever-present fog was littered with tight rain cells that moved rapidly up and down the valley. The circumstances presented some of the most challenging Vanguards bring aid to the Shiao Lin area.

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SQUADRON UPDATES: HM-14 / HSL-40

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flying heavy-lift aircrews can face. Just a few of the challenges included poor weather, limited landing sites, and of course, the reduced maneuverability and power limitations presented by carrying such large and heavy external loads at high altitudes in mountainous terrain. All combined, these factors demanded the absolute level best from all hands on deck for mission success. This is exactly what the men and women of HM-14 provided.

Over the next two days, the task force and our Taiwanese hosts continually ironed out discrepancies and overcame mission obstacles one by one. Tainan Air Force base was eventually able to accommodate our request for hot fuel (fueling with the rotor blades turning), thus reducing turn-around time between missions. PHIBRON 11’s F i r s t Class Aerographers Mate was moved to the airfield to provide new weather

information before each sortie. The Taiwanese Army helos coordinated to escort the MH-53s and provide on-scene weather reports. Perhaps most importantly, the Marine HST obtained access to a much needed scale with which to accurately weigh the loads.

There’s no doubt that with the early obstacles the mission got off to a harrowing and rocky start. But by the end of our five days in Taiwan, HM-14 and the PHIBRON 11 task force had achieved all of the State Department’s

goals. We had lifted over 290,000 pounds of cargo, including 20 pieces of heavy excavation equipment. In so doing, we positively impacted the lives of thousands of Taiwanese citizens in their hour of critical need. With the event’s high degree of news coverage, our response gave the United States great prestige in the region. Only the U.S. had heavy-lift helicopters and the organizational ability to get them on-scene quickly.

The typhoon Morakot HADR mission sent a message to every country in the western Pacific. As journalist James Wang said in the Taipei Times, “If the U.S. could mobilize so quickly for disaster relief efforts, then of course it could do the same in the event of conflict.” In other words, whether the mission is peace or war, the U.S. Navy is on the scene first, fully trained and prepared to execute. For its part, the Vanguard of HM-14 was proud to lead the way, with the world’s premier humanitarian aid/disaster relief asset: the MH-53E helicopter.

The HM-14 MH-53E Sea Dragon brings in heavy evacuation equipmentinto the damge areas of Taiwan. Photo was taken by LCDR Dale Johnson, USN


Sikorsky Workers Honored At HSL-40Article and Photos courtesy of HSL-40 Public Affairs Office

On F r i d a y , A u g u s t 28th , HSL-

40 celebrated and bid farewell to the Sikorsky contract team that had worked alongside Airwolf Sailors for over seven and a half years. On behalf of the Navy, HSL-40’s Commanding Officer, Captain Neil A. Karnes, recognized each of the 61 employees from Sikorsky, thanking them for their impeccable service that allowed HSL-40 to reach new production highs in recent years. Sikorsky began work at HSL-40 in January of 2002. Due to the impressive results and inspirational safety record, the Navy extended the initial three-year contract to the present. Since 2002, the Sikorsky team has contributed 950,000 man-hours with zero Occupational Safety and Health infractions and an

average of only four lost man-hours each year! This proud safety record is one that any company across America would cherish. T h e i r r e a l accomplishments are seen in what the Sikorsky team has done with the seven and a half years as vital members of HSL-40. Over years of ground-b r e a k i n g , d e d i c a t e d service, Sikorsky employees have assisted the squadron in completing close to 20,000 sorties and over 42,000 flight hours. Altogether, Sikorsky and Airwolf Sailors have shared duties to perform more than 60,000 SH-60B aircraft launches, recoveries and hotpit evolutions. Sikorsky employees

have completed over 1,600 Daily and Turnaround Inspections and 300 aircraft washes, preparing squadron aircraft for daily missions. Additionally, they shouldered a large portion of the aircraft scheduled maintenance effort, completing

The cake cutting ceremony at HSL-40.


SQUADRON UPDATES: HSL-40 / HSL-37Continued from page 63

132 Phase Inspections including 42 D-Phase Inspections and 2,300 Special Inspections. The quality of work produced was not only noticed on a day to day basis, but also officially recognized during Aircraft Material Condition Evaluations, where aircraft prepared by the Sikorsky team received an average grade of 4.4 compared to a norm of 3.9. Sikorsky’s efforts since 2002 have helped propel the squadron to accomplish its mission better than ever before, helping HSL-40 maintain its track-record of Fleet-leading production amongst all Navy Fleet Replacement Squadrons. With their support, the squadron has trained 696 pilots and 176 aircrewmen who are now in the Fleet supporting our nation’s calling.

CDR Neil Karnes honors the Sikorsky employees during an awards ceremony.

Helicopter Anti-Submarine Squadron Light THREE SEVEN (HSL-37) Detachment ONE sailed with USS Chafee in support of

Exercise KOA KAI 10-1 from 20 to 26 October. Chafee and Detachment ONE recently returned from a six month deployment to Seventh Fleet in August and KOA KAI marked the first opportunity for the ship/air team to return to sea under a Forward Deployed Naval Forces (FDNF) deployment concept. Due to Hawaii’s relative proximity to the Western Pacific, the emphasis of the FDNF deployment concept is to maintain Hawaii based Naval Surface Force Mid-Pacific ships in readiness to deploy to Seventh Fleet in order to support and complement US Navy FDNF already based in the region, particularly Japan. As the primary source of organic helicopter detachments for ships sailing from Pearl Harbor, HSL-37’s goal to support the FDNF deployment concept is to maintain stable detachment to ship relationships throughout fleet training and readiness cycles. To the maximum extent practical HSL-37 provides recently returning detachments to the same ship for significant underway

periods in order to capitalize on established SHIP/AIR team relationships and maximize detachments’ ready for sea footing. Destroyer Squadron THREE ONE ships USS Paul Hamilton and USS Reuben James, Patrol and Reconnaissance Wing

TWO aircraft, and submarines USS Columbus and JS Yaeshio were also major participants in Exercise KOA KAI conducted in Hawaiian waters. Coordinated anti-submarine operations was a major theme of the exercise with both participating United States and Japanese submarines operating as the opposing force to hone the skills of both surface and airborne ASW forces.

KOA KAIArticle and Photo courtesy of HSL 37 Public Affairs Office

Cruising in formation from left to right; USS Chafee, JS Yaeshio, Easyrider 50, USNS Henry J. Kaiser, and USS Paul Hamilton.


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sHMM-161 transforms into VMM-161Article by Cpl. Christopher O’Quin, USMC

After spending 58 years transporting troops, casualties and supplies,

one of the Corps’ oldest helicopter squadrons retired its colors and established itself as the West Coast’s first tiltrotor squadron aboard Marine Corps Air Station Miramar, Oct. 8.

As part of 3rd Marine Aircraft Wing, I Marine Expeditionary Force, Marine Medium Helicopter Squadron 161’s history came to a close when the command unfurled new colors for Marine Medium Tiltrotor Squadron 161, who will fly the MV-22, Osprey.

Lt. Col. Thomas C. Euler relinquished his command of HMM-161 to Lt. Col. Evan G. LeBlanc as part of the ceremony. “It’s a humbling experience,” said LeBlanc, who is the first commanding officer of VMM-161. “You just hope you have the awareness to enjoy the moment.” His experience with the Osprey dates back almost a decade.

LeBlanc served with Marine Medium Tiltrotor Training Squadron 204 at Marine Corps Air Station New River, N.C., as the MV-22 fleet project team officer and the director of aircrew training systems. He also served in Marine Tiltrotor Test and Evaluation Squadron 22, participating in the operational evaluation of the MV-22.

Euler will work at 3rd MAW operations as part of a transition team for new aircraft making their way into 3rd MAW, including the Osprey, UH-1Y Venom, AH-1Z Viper and other future aircraft. “It’s been a great honor and a privilege being the last commanding officer of HMM-161,” said Euler. “Some of my fondest memories I have with the squadron come from working with the Marines, especially on our last deployment.”

The squadron, also known as the Greyhawks, will receive its first Ospreys early next year. Some of the squadron’s

crew chiefs and aerial observers are currently receiving indoctrination training at MCAS New River, while 10 CH-46E Sea Knight pilots are training to fly the aircraft.

“At the minimum, I spend 14 to 15 hours each day training for the Osprey,” said Capt. Art Guzman, a CH-46E pilot with the squadron. “Even though I’ve been exposed to flying for quite a bit of time, the systems are completely different so you have to re-learn some new things with the nomenclature, the names and the computer system.”

Although the days of flying Sea Knights are over for one of the oldest helicopter squadrons in the Marine Corps, the Greyhawks will add to their legacy with new aircraft for many years to come.

Lt. Col. Evan G. LeBlanc, the first commanding officer of VMM-161, and Sgt. Maj. Thomas M. Herman, the squadron sergeant major, unfurl the squadron’s new organizational colors during an activation ceremony aboard MCAS Miramar.

Heavy Hauling with Flying TigersArticle By Cpl. Aubry L. Buzek , USMC

A pair of CH-53E Super Stallion helicopters with Marine Heavy

Helicopter Squadron 361 raced through the sky over the rocky mountains of Marine Corps Base Camp Pendleton, in support of a 1st Combat Engineer Battalion training excercise Sept. 1.

The mission was to haul Marines to another location on the base and transport a bulldozer to Marines at another training site.

“We are here to support the Marine Corps, whether it’s by helping troops on the ground or getting gear to them,” said Staff Sgt. Jerry Palka, a

crew chief for the Flying Tigers and the flight line division chief. “It’s a great feeling.”

Once the helicopters reached the first landing zone, one Super Stallion hovered while the other circled the area. The pilot maneuvered the helicopter over a bulldozer and Marines on the ground swarmed it, working together to hook it up as quickly as possible. Capt. Adam Horne, the squadron logistics officer, explained that there are risks involved in an external lift. In order to keep the helicopter support team safe and prevent damage from happening to either the helicopter or the cargo, the entire crew needs to be

prepared.“Doing an

external lift is one of the harder things we’ll do,” said Horne. “The patience of the crew chiefs is what allows us to do it.” The mission is stressful for the crew chiefs because they have to properly guide the pilots to the cargo, he added.

With a lift capacity of 36,000 pounds, the Super Stallion easily carried the 25,000 pound bulldozer. The bulldozer hung like an ornament from the helicopter as it soared towards a construction site on

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USMC UPDATES: HMH-361 / HMM-165

the base. After a safe delivery onto a dusty hill, the helicopters set off for the next part of the mission - pick up Marines and deliver them to a base training site.

At the landing zone, the second helicopter settled onto the sun burned ground. Marines emerged from their prone security positions in the tall grass around the site, ran up a ramp into the tail-end of the helicopter and quickly took their seats. Within minutes, the precious cargo was settled into the belly of the aircraft and it was time for take off. Making sure passengers follow safety procedures, even in

tactical situations is important, explained Gunnery Sgt. Michael Brady, a crew chief and Marine Aviation Training Systems Site operations chief.

“Part of the crew chiefs’ responsibilities are making sure the Marines weapons are unloaded, pointing down and making sure they are seat belted in,” said Brady.

After a short ride and a delicate landing, the crew chiefs guided them out the back of the chopper, and the Marines swiftly emerged from the dust cloud created by the churning blades. Some provided security around the helicopter while the others looked for cover in the grass. The helicopter quickly lifted off, and headed for its home on the air station’s flight line.

The mission was a success, but the benefits of it were more than just the safe relocation of Marines and gear for the 1st CEB. Doing these kinds of lifts at home provides experience the crews will use while deployed. It helps them build their proficiency and develop skills, commented Capt. Robert Boyce, the weapons and tactics instructor for the Flying Tigers.

“I’m happy the squadron allows the younger pilots to have the chance to do this, said Horne. “This is something we will do a lot on a deployment.”

Although it was another day and another successful mission for the Flying Tigers, it was an enormous help to the 1st CEB and the air station, explained Palka.

“Anytime the squadron accomplishes a mission, it looks good for the whole air wing,” said Palka.

A HMH-361 CH-53E “Super Stallion” transports a 25,000 pound bulldozer for 1st Combat Engineer Batallion at MCB Camp Pendleton, Calif., as part of a training exercise. Photo taken by Cpl Aubry L. Buzek


White Knights Reunite With The Old BreedArticle and Photos by Cpl. Ryan A. Rholes, USMC

It’s the intangible things like pride and honor that keep the old breed of Marine

Medium Helicopter Squadron 165

reuniting to share stories of living the good life and fighting the good fight.

Recently, Lt. Col. Todd Oneto, the squadron’s commanding o f f i c e r, a n d C a p t . William Moran, a pilot with the White Knights, had a chance to meet their squadron’s plank owners during HMM-165’s biannual reunion in Albany, N.Y.

“We were like little kids listening to Christmas stories,” said Oneto. “Stories about getting shot down and seeing intense combat were rolling off their tongues like you or I

would talk about going to get a gallon of milk.”

The two White Knights requested to attend this year’s reunion to give a presentation highlighting the current squadron’s success and direction to more than 50 attendees. The former Marines flew the pair to Albany and showed them true hospitality. “We had never met any of these men or women, but as soon as we got there it was like we were one big family,” said Moran. “It was a real testament to Marine camaraderie.”

The organization began hosting reunions in the mid 1990s. Each year, new members, many of them Vietnam veterans, use the group as a way to reunite with long lost friends.

This year ’s event was no

The Pilots of HMM-165 collect for a photo in front of a CH-46 while board the USS Tripoli

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USMC UPDATE: HMM-165

exception. “One of the guys who showed up was shot down during Vietnam and held as a prisoner of war for seven years” said Oneto. “Everyone thought he was dead, this was the first time in almost forty years that his friends have seen him after thinking he had been killed.”

Attendees conclude each reunion with a sermon, led by a White Knight who is now ordained. At the end of these sermons a guest reads a list containing the names of all fallen White Knights, whether they were killed in action or have simply passed away.

This year, Oneto and Moran read the list, including two new names: Capts. Kevin Kryst, KIA 2006 Iraq and Joshua Meadows, KIA 2009 Afghanistan

Oneto also volunteered to host the next reunion here in San Diego so that “the young guys here turning wrenches can see where they came from, and that a lot of what they do is the same as when the squadron was stood up.”

He hopes to hold the reunion in early 2011, after HMM-165 returns from what may be its last deployment as an HMM squadron. HMM-165 is slated to transition to a tilt rotor squadron soon after the tentative reunion date. Whether young or old, war tested or not, any Marine can attend these reunions. For more information about the White Knights and their reunions, visit the reunion organization’s Web site at www.hmm165whiteknights.com.


Lt. Col. Todd Oneto, commanding officer of HMM-165 (far right, front row) and Capt. William Moran (far left) pose for a photograph with former members of HMM-165 during the White Knights’ biannual reunion, hosted this year in Albany, N.Y.

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First production MH-60T Medium Range Recovery Helicopter delivered to US Coast GuardPress Released by USCGAS Elizabeth City

The Coast Guard A c q u i s i t i o n Directorate’s H-60

Conversion and Sustainment Project, in conjunction with the Aviation Logistics Center’s H-60 Product Line, delivered the first production MH-60T “Jayhawk” Medium Range Recovery helicopter (tail number CG 6028) to Coast Guard

Air Station Elizabeth City, N.C. on June 3, 2009.

CG 6028 is the third MH-60T delivered overall; two p r e v i o u s l y delivered MH-60Ts (CG 6017 and CG 6027) are being used for training and testing purposes. Initial O p e r a t i o n a l C a p a b i l i t y

(IOC) for the MH-60T is anticipated this summer, and the new “T” model will replace all five MH-60Js currently stationed in Elizabeth City before the end of 2009. All 42 H-60 aircraft in service are scheduled to be fully modernized by 2020.

The Coast Guard’s H-60

Product Line managers began converting the first H-60 aircraft to MH-60Ts at the Aviation Logistics Center in Elizabeth City in January 2007.

Although the upgrade to the “T” model is designed to be a sustainment project, the conversion will provide additional capabilities, including Airborne Use of Force (AUF), to the H-60 fleet and dramatically improve system reliability.

The Rockwell Collins Common Avionics Architecture System (CAAS) in the MH-60T cockpit provides fully integrated flight and mission management capabilities. Using five multi-function display screens, aircrews can display radar and Forward Looking Infrared (FLIR) data, monitor the Traffic Collision Avoidance System (TCAS) and view imagery fed into the cockpit from the rescue hoist camera.

MH-60T Jayhawk rescue helicopter and crew from the U.S. Coast Guard Aviation Training Center Mobile prepares to shutdown the helicopter after performing a post-Tropical Storm Ida port and waterway assessment flight. Photo

courtesy of USCGAS Elizabeth City Public Affairs

Continue on page 68


Enhanced radar and optical sensors will also contribute to an improved common operating picture and maritime domain awareness. The upgraded helicopters will have a range of 300 nautical miles and have a standard crew of four (two officers, two enlisted). Because the CAAS upgrade represents a significant change to the Human (Pilot) Machine Interface with the aircraft, the Coast Guard established a training regimen to qualify H-60 aircrews in the “T” model. To date, 29 Coast Guard H-60 pilots have become fully qualified on the MH-60T model through transition training at the Coast Guard’s Aviation Training Center in Mobile, Ala. An MH-60T avionics training program (“C” school) has also been established at the Coast Guard’s Aviation Technical Training Center in Elizabeth City.

The AUF package equips the MH-60T with a 7.62mm machine gun for firing warning shots and a .50 caliber long range rifle for precise targeting, such as disabling the outboard engines on a non-compliant “go-fast” vessel. The package also provides ballistic armor for aircrew protection and upgraded communications sub-systems for better interoperability with other Homeland Security components.

USCG UPDATES: USCGAS ELIzABETH CITY / SECTOR ANCHORAGE

HH-60 MRR (medium range recovery) Jayhawk helicopter undergoes EMI testing at Patuxent, Md., as part of the conversion process into the MH-60J/T, a modification to meet Airborne Use of Force (AUF) requirements. Photo courtesy of USCGAS Elizabeth City

Public Affairs


Coast Guard Coordinates Rescue Of Two Israeli kayakers Near Gore Point

Article by PA3 Charly Hengen, USCG

The Coast Guard coordinated the rescue of two Israeli kayakers

using the assistance of good Samaritans aboard the fishing vessel Vigilant four miles southwest of Gore Point, AK Thursday after severe weather prohibited the men from paddling to shore.

The kayakers, names unknown, were visiting friends in the area and had been kayaking for eight days around the Kenai Peninsula from Seward when winds increased to more than 35 mph

and seven foot seas.The Coast Guard Rescue

Coordination Center in Juneau received initial notification at 3:30 p.m. via satellite phone from a good Samaritan who received a VHF call from the kayakers stating they were in distress. At the same time the Israeli men turned on their emergency position indicating radio beacon which assisted the Coast Guard in locating their exact position.

The Coast Guard Sector Anchorage Command Center issued an urgent marine information broadcast at 3:41 p.m. to request the assistance of any vessels in the area. Air Station

Kodiak launched an MH-60 Jayhawk helicopter crew at 4:18 p.m. who arrived in the area about an hour later.

Once the helicopter arrived on scene and the kayakers were located, the rescue swimmer was lowered to the men to confirm their condition. Even though the kayakers refused Coast Guard assistance not wanting to leave their kayaks behind, the good Samaritans brought the men and their kayaks aboard the 58-foot fishing vessel Vigilant at approximately 5:30 p.m. with the help of the Coast Guard rescue swimmer.

The Vigilant crew headed to Point Dick with the men and their kayaks aboard


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Welcome to “The Senior Officer’s Bookshelf”Introduction By LCDR Benjamin “BJ” Armstrong, USN

“I’ve read dozens of books about heroes and crooks, and I learned much from both of their styles.” -- CAPT James Buffet, Conch Republican Navy

Over a century ago Captain Alfred Thayer Mahan began teaching

at the Naval War College. One of his primary lessons to the officers at Newport was that “the study of history lies at the foundation of all sound military conclusions and practice.” With many Rotor Review readers involved in busy careers, there is little time for formal or academic study of history. However, a good book by your rack can go a long way toward improving your knowledge of history, leadership, and military affairs. A little over a year ago I began writing the book reviews section of Rotor Review and earned the title of “Book Review Editor.” As a student of history I constantly have a book by my desk, whether it’s at home or in my stateroom. I have tried to bring interesting books, both

new releases and older editions, to the attention of the community. However, there are many other helo aviators, officers, and leaders from our community who have benefited from the wisdom of a good book. Every once in a while a reader comes across a transformative book, one that grabs their attention and which they read over and over during their careers. It is with these ideas in mind that Rotor Review introduces a new column: “The Senior Officer’s Bookshelf.” Each quarter a senior leader from the rotary-wing community will share with us a brief review of their favorite book. It may be a book that moved them with a great story, or a book that provided vital leadership lessons which helped mark their success as officers. This winter CAPT Daniel “Dano” Fillion, currently

serving as a Fellow with the CNO’s Strategic Studies Group at the Naval War College, shares with us a book that has had an impact in his career: Lincoln on Leadership: Executive Strategies for Tough Times. In future issues of Rotor Review more senior leaders will share with us books that made a difference to them and their careers. These reviews can serve as a reading list for young rotorheads who look to follow in their successful footsteps in the service of our community and our country. In closing, and in honor of CAPT Fillion’s selection, I leave you with a quote from Abraham Lincoln. Our 16th Commander-in-Chief liked to remind people that: “Books serve to show a man that those original thoughts of his aren’t very new after all.”

“Lincoln on Leadership: Executive Strategies for Tough Times”Article By CAPT Daniel “Dano” Fillion, USN

Even though the 16th President of the United

States has been dead for over 140 years his career and accomplishments are marked by his decisive and effective leadership style. The methods he employed and his premises concerning

effective leadership are applicable in today’s Navy and particularly in Naval Aviation. I have always had an interest in Lincoln and his abilities as a leader, a motivator and simply the individual that he became in spite of the turmoil and tragedy he endured. He never shied away from adversity and no matter what the challenge strived to succeed. Early in my career I was lucky to have the opportunity to serve a tour as a Joint Chiefs of Staff Intern. I was, of course, just a Lieutenant so I was standing the J5 Directorate Phone Watch one evening. I had just received the book Lincoln on Leadership as a gift and had it on the desk as I prepared for my normally uneventful watch. As I was sitting at the desk the Chairman, General Colin Powell, happened to walk past. He noticed the book and simply commented “good book.”

I figured out rather rapidly that with his endorsement I should read it and probably memorize it! Donald T. Phillips, a business leader and former Mayor of Fairview, Texas, has put together a very readable book. The author basically invented what has become known as the “historical leadership” genre of books written for business leaders. His books include the leadership lessons of Martin Luther King Jr., The Founding Fathers, and Vince Lombardi. The writing is informal and conversational, easily holding the reader’s interest. At the same time, however, it is very well researched and well written with Phillips quoting Lincoln’s speeches and letters extensively. The book is organized into four parts: People, Character, Endeavor, and Communication. Each offers its own lessons in chapter form, like “Honesty and Integrity are the Best Policies” and “Keep Searching Until You Find Your Grant.” My favorite chapter is fifteen, “Preach Your Vision and Continually Reaffirm it.” It describes how Lincoln realized that no matter what

the goal (read mission), if you as a Leader provide a clear concise direction and share that vision with those who will execute/accomplish that mission, chances are you will succeed. The book is a simple to understand writing on one of the most complex concepts in our Navy: leadership. It has applications across the board for members of the rotary wing community. From the Departmental CPO, Division Officer in the CVN helo squadron, the Detachment maintenance officer on the small surface combatant and to the current occupants of the “front Office” in every helo squadron in the Navy, it provides wisdom and advice. If you aspire to be a Master Chief or a Skipper someday, this book should be on your desk. Lincoln on Leadership shares with us the greatness of President Lincoln, who said “Let us have faith that right makes might, and in that faith, let us to the end, dare to do our duty as we understand it.”

CAPT Daniel “Dano” Fillion is an H-3 and SH-60B and Romeo pilot currently serving as a Fellow with the CNO’s Strategic Studies Group. He has commanded HSL-51, HSL-41, HSM-41 and USS Wasp (LHD-1).


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

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

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

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

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

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

NHA Founding Members

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By AWCM (NAC/AW/SW) Carl T. Bailey II, USN

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AE3 Bailey providing instruction on hoisting procedures to a pilot during rescue training at PAX River station. Photo submitted by AWCM Carl T. Bailey II, USN

In the beginning………We start in the year 1983. It was cold as “you know what” standing

on the tarmac (it was actually cement) just outside the NAS Patuxent River SAR shack. The SAR shack is a tiny little building nestled off the sea wall between the Navy’s Test Pilot School and Rotary Wing Test Directorate. We (Pax SAR) owned four SH-3D Sea King Helicopters. As I said, I was standing on the cement awaiting my first trip in the mighty Sikorsky (affectionately called) the “Sky Pig”. I was not sure what was going to happen but I knew that I was ready; ready and willing to go fourth and put my year plus of training, schools, OJT, and numerous “old SAR Dogs “ orders to the test. I was ready to go out and jump from the great white and orange, vibrating,

n o i s y , s m o k i n g beast into the icy cold Chesapeake Bay... so off I go... WOW! I knew from the moment I received t he t h r ee taps on my chest and leaped out of that Helo door, that I was hooked, t h e n a n d forever a U S N a v y

Rescue Swimmer. I had found my nitch in life, so it’s from a rescue swimmer’s perspective from which I opine. It was that SAR shack, those old SH-3’s, fellow SAR swimmers and pilots that gave me the foundation in Search and Rescue. Now here I sit some 27 years later writing this article, most of those years I devoted to the business of US Navy Search and Rescue (SAR). I have had the unique experience of getting to watch Navy SAR grow and evolve from the “old days” to what it is in the here and now. I have flown SAR in Sikorsky SH-3 Sea Kings, Kaman H-2F SeaSprites, Boeing H-46 Sea Knights (Phrogs), UH-1N Hueys and several variations of the Sikorsky H-60 SeaHawks.

I must say that a helicopter rescue swimmer’s favorite helicopter is

his or her first platform, so I would have to go with the mighty SH-3. In this old Aircrewman’s opinion, the Cadillac of all rescue helicopters. My experiences as a rescue swimmer have enabled me to be a station SAR crewman, a fleet swimmer, a SAR Petty Officer, SAR School Instructor, and a CNAP SAR Evaluator of both maritime and Mountain (HIRA) SAR. I have served in HSL, HC, HS and now HSC Squadrons and as a surface Rescue Swimmer on the USS Carl Vinson (CVN-70). I am now assigned to the CNO Search and Recue Model Manager (SARMM) Office as the Enlisted SAR Model Manager. The SARMM office is a department within with the world famous HSC-3 Merlins (formally the world famous HC-3 Packrats). By now you probably get the point that I have some degree of experience in the Search and Rescue profession, thus my perspective. In the early 80’s a typical SAR crew consisted of four aviation sailors: a Helicopter Aircraft Commander (HAC), Copilot, First Crewman (Crew Chief), and a Second or “Utility” Crewman (simply the swimmer --- guess who took the fuel samples). The pilots were able bodied and usually pretty darn good aviators with the occasional gritty Vietnam Era “Old School” Pilot, who forgot more about flying then most currently knew. One particular person comes to mind and that is LCDR Jerry Carrol. Although no longer with us, Jerry made a strong impact on mine and several other people’s lives in the Search and Rescue community. He saved our bacon on more then one occasion. Before his passing, Jerry authored a book entitled North SAR definitely worth the read. Back “in the day” a swimmer faced many challenges with regards to equipment. We wore


The Next Issue of the

focuses on Squadron vs. DetachmentAll photo and article submissions need to be no later than March 8, 2010 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]

Continued from page 70Perspective from a SAR swimmer

wetsuits, two-piece long johns, long sleeve tops, booties, and gloves. Those wetsuits were about three inches thick, and had the flexibility of a short piece of firewood --- no nice comfortable dry suits like you see today. The harness consisted of a two-inch green cotton webbing deal with a cool, large knife, a couple of flares, a shroud cutter (yes, the same little orange one that we use now) and a gated “D” ring from which to hang our rescued pilots. Our flotation was a small green bladder that hung around our necks. If you were lucky, it might keep a small child afloat. No radios or at least not one that worked, no SAR 1’s, no shorties, and no SAR pay (that’s correct --- no pay). SAR pay was not introduced until the middle 80’s. But as stated we did have those cool, big knives... The pilots had no fancy computers, or magical, digital, all- knowing displays. They did have the occasional working AFCS (Autopilot) and the seat of their pants, and as I remember, some pretty finely tuned flying skills (most of them). The crew was truly a crew in the old days, and it wasn’t uncommon to know each other both professionally and personally. Our lives after all and so often (just as in today’s SAR crews) were dependent on each other!

I remember one particularly long day. There was a baby in an incubator, a Corpsman, a nurse, a doc, a patient on a gurney (all at one time, all aboard one SH-3) that we whisked up to Bethesda Naval Hospital. The same day we placed a small child in a body bag, who senselessly lost his life from drowning in the pond just a block from his house. It was a lot for one crew to take all of this in one day of SAR duty. So our chief ever so proud of us, that evening took me out to “relieve some stress”. Several beers later and after passing the “duty beeper” to the next crew, the stress was relieved and I was ready for a new day to begin (with the unfriendly hangover). The saying that I remember often hearing was that we work hard together and we play even harder --- you do the math. Although SAR memories like this one are sometimes difficult, it was a magical, fun time to be a young SAR Swimmer. Search and Rescue has come a long way and

evolved immensely since those days. As with all things, any enterprise that we have today is only what it is because of the iterations that it has gone through, SAR is no different. Some significant changes since then are SAR pay, Career Incentive Flight pay (CIFP) for SAR swimmers, dry suits, direct deployment procedures and equipment, a true Helicopter Inland Rescue Aircrewman program (HIRA), Critical Incident Stress Training (CIST), Organizational Risk Management (ORM), Crew Resource Management (CRM), and a much more clear and defined NATOPS program. Women now are an integral part of SAR both as rescue swimmers and pilots, both in and out of combat environments and SAR is better for it. Two of the most significant changes on the Enlisted side of SAR is the integration of enlisted “flying maintenance rates” into the single rate of AW.

The rate of AW now officially stands for Naval Aircrewman. This integration was necessary due to the ever evolving and complex make up of the multi-mission suites now operated in the back of the helicopter. The new era Helicopter Aircrewman is multi-tasked and possesses several different skill sets that enable them to be mission ready at all times. With all this keep in mind that all helicopter aircrewmen are required to be rescue swimmer qualified. In all helicopter crews and different missions, the mission of Search and Rescue, (standard SAR or Combat SAR) is still at the core of each crew, and each mission.

The second significant change is that Naval Aircrewman wings are no longer to be considered just a “breast insignia”. The naval Aircrew wings are now considered a Naval Aircrew Warfare Specialist (NAWS) device. Now, once qualified a crewman shall be designated as a Naval Aircrewman, and considered

Warfare Qualified and the wings of gold shall be worn in the top position on their uniform.

In closing, we have come a long way from the “good old days” and I must say most of those changes are for the better. The days of going out and having a few beers to get over a particularly bad day are no longer here and in my opinion that’s a good thing. We are now taught constructive ways to handle the many stressors that we go through in the world of SAR and flying in general. Our pilots are better trained, have much better equipment, and are ever ready and willing to get us Rescue Swimmers to the show. Our maintainers are better trained, they are a dedicated group of professionals that keep our birds ready to fly.

One thing that has not changed one iota, from that first day back in Pax River to today is the special level of internal fortitude that it takes to be a rescue swimmer or pilot. It takes a special breed of a sailor to go out in any condition --- in any weather --- against all odds --- in any combat environment --- any sea state and get the rescue done. To never say no a special something that cannot be taught, it can only be identified, nurtured and brought to the surface. It does not know age, gender, ethnicity or any other boundaries, “it” just is. I have always said and still believe to this day that we do not fly Navy Search and Rescue for the money or the fame. Search and rescue is not just a business or a job, it is a way of life!!

Thank you for spending the last few minutes reading this article. It has been my distinct honor and pleasure spending the majority of my adult life devoted to the US Navy’s Search and Rescue community and my distinct pleasure sharing my perspective on Navy SAR with you. Thanks to all the even “older SAR Dogs” (you know who you are) for training me and helping me be the man I am today. Thanks to all of the dedicated young SAR professionals that will bring Navy SAR into the future. Finally the motto that all of us in the in the SAR community (past and present) live by and is embedded in our hearts and soul, the true embodiment of Search and Rescue, “SO OTHERS MAY LIVE”...


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

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