Rotor Review Winter 2021 #151 by Naval Helicopter Association, Inc

Winter 2021 Number 151

Deployed ... Now What?

Also in this issue: On Leadership: An Unexpected Lesson from the Aviation Command Safety Course Commordore’s Corner The Beginning of a Good Thing; U.S. Naval Aviation Embraces the HSM Pilots in a New Generation of Rotary Capability and Integration Training the Way We Fight Photo Contest Winners Cover Image - First Place in the 2020 NHA Photo Contest “Joint Maritime Attack” by LT Rob Swain

NHA Photo Contest 2nd Place Winner "Mirror Image" by LT Chris Kimbrough, USN

FOCUS: Deployed.. Now What?

NHA Photo Contest Honorable Mention "53 and 60" Photo taken by LT Casey Keilty, USN Rim of the Pandemic 2020 - LT Jack “BRAD” Oberman, USN...................................................28

Winter 2021 ISSUE 151

First Place in the 2020 NHA Photo Contest was taken by LT Rob Swain, USN. "Joint Maritime Attack" shows joint air operations in suppor t of maritime surface warfare during the final day of Exercise Green Flag. The event was coordinated by HSM Weapons School with HSC Weapons School support. Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit 501(c)(6) 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 NHA or corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporation Code, is available on the NHA website at www.navalhelicopterassn.org. POSTMASTER: Send address changes to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578. Rotor Review supports the goals of the association, provides a forum for discussion and exchange of information on topics of interest to the rotary wing community and keeps membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing and Tilt Rotor Communities.

Rotor Review #151 Winter '21

DOGBOX Established: HSM-48 Detachment Four “Man O’ Wars” Conducts Record REXTORP Training Exercise at Sea - LT Marina Leynse, USN......................................30 BATARG 2020: What a Sea Combat Detachment Is, and What It Can Be LCDR Tim Washburn, USN .............................................................................................................32 The Curious Case of the ESB - HSC-28 Det 1- LT Christian Amelia, USN.............................33 Wild and Wonderful West Virginia - LT Garrett Webster, USN ..............................................34 Helo Squadron Joins West Virginia National Guard for River Rescue Survival Training Commander, Naval Air Force Atlantic Public Affairs.......................................................................35 Lessons Learned - CDR Michael M. Short, USN...........................................................................36 Obstacles and Challenges on IKE - AWS1 (NAC/AW)Thomas C. Joyce, USN..........................38 Aaaaalways Ready! Exercises,Testing and Training for Future AMCM Success .................40 LT Richly Babauta, USN Whidbey Island SAR Conducts Two Missions in Four Days - Thomas Mills........................41 Easyrider 30, Urgent SAR Required! - LT Adam “NOFORN” Rollins, USN............................42 15 Days Underway…Now What - LT Matt Guerin, USN.........................................................46

FEATURES Visiting the USS Gerald R. Ford and the C-2 to CMV-22B Transition Dr. Robbin F. Laird ..........................................................................................................................48 USCGC Stone Underway for First Patrol, Operation Southern Cross................................50 Training the Way We Fight: How Basic Phase Postures HSC Detachments for Success - LT Rob “O.G.” Swain, USN.........................................................................................52 First Female Nuclear Carrier CO Will Command USS Abraham Lincoln Gidget Fuentes.....................................................................................................................................55 The Beginning of a Good Thing; U.S. Naval Aviation Embraces HSM Pilots in a New Generation of Rotary Capability and Integration LT Cassandra Vann, USN ..............................................................................................................56 U.S. Coast Guard Air Station Humboldt Bay MH-65 Crew Receives Award for Heroism during Wildfire USCG Press Release.........................................................................58 New Naval Introductory Flight Evaluation Program Provides Modern Foundation for Flight Training - Anne Owens........................................................................................................60 Coast Guard Training Turns Real When Vessel Bursts into Flames off Alabama; 4 Rescued - Mark Price...................................................................................................................61 Making Tough Calls in the Virtual Environment - Maj. Ed Gillcrist, USMC (Ret.)..............62 The Navy Needs a Retention Strategy .....................................................................................64 LT Sam Calaway, USN and LT John Bice, USN 2

DEPARTMENTS Chairman’s Brief ....................................................................................................................6 Executive Director's View.....................................................................................................7 National President's Message...............................................................................................8 JO President's Message..........................................................................................................8 Vice President of Membership's Report............................................................................9 In Review...................................................................................................................................10 Letters to the Editor..............................................................................................................11 View from the Cabin.............................................................................................................12 View from the Labs ..............................................................................................................13 Deployed - Now What? Getting Started Telling Your Stories .................................................................................................14 CAPT George Galdorisi, USN (Ret.) Historical Society....................................................................................................................16 Scholarship Fund Update .....................................................................................................17 On Leadership .......................................................................................................................18 An Unexpected Lesson from the Aviation Command Safety Course By VADM Dean Peters, USN Commodore's Corner .........................................................................................................20 CAPT Shawn Bailey, USN Industry and Technology.......................................................................................................22 U.S. Marines ‘Very,Very Happy’ with CH-53K Progress - Dan Parsons Lockheed Martin Awards CAE Contract to Provide MAD-XR for U.S. Navy MH-60R Helicopters - Chris Stellwag 58th SOW Welcomes New Combat Rescue Helicopter to Kirtland Air Force Base John Cochran for 377th Air Base Wing Public Affairs V-280 Clocks 200th Flight Hour before Third Flight Anniversary - Dan Parsons Pulling Chocks ......................................................................................................................39 Awfully Slow Warfare...........................................................................................................68 True Story...............................................................................................................................70 That Recce Was a Riot.This Stuff Just Kills Me - LCDR Tom Phillips, USN (Ret.) Off Duty ..................................................................................................................................72 Radio Check ..........................................................................................................................75 Change of Command ..........................................................................................................78 . Engaging Rotors ....................................................................................................................84 Signal Charlie .........................................................................................................................90

Navy Helicopter Association Founders

CAPT A.E. Monahan, USN (Ret.) CDR W. Straight, USN (Ret.) CAPT Mark R. Starr, USN (Ret.) CDR P.W. Nicholas, USN (Ret.) CAPT A.F. Emig, USN (Ret.) CDR D.J. Hayes, USN (Ret.) Mr. H. Nachlin CAPT C.B. Smiley, USN (Ret.) CDR H.F. McLinden, USN (Ret.) CAPT J.M. Purtell, USN (Ret.) CDR H.V. Pepper, USN (Ret.) ©2021 Naval Helicopter Association, Inc., all rights reserved

Editorial Staff Editor-in-Chief LT Michael Short, USN michael.v.short@navy.mil Managing Editor Allyson Darroch rotorreview@navalhelicopterassn.org Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil LT Sarah Rupp, USN sarahbrupp@gmail.com Aircrew Editors AWS1(NAC/AW) Patrick M. Miller, USN millerexpeditionco@gmail.com AWR1(NAC/AW) Aaron T. Messner, USN aaron.messner@navy.mil AWR1(NAC/AW/SW) Broc Fournier, USN broc.fournier@navy.mil AWR1 Calder L. Epes, USN calder.epes@navy.mil HSC Editors LT Edward McCarthy, USN (HSC West) edward.j.mccarthy1@navy.mil LT Drew Wilson USN (HSC East) andrew.b.wilson2@navy.mil HSM Editor LT Anthony "Toby" Kline, USN anthony.j.kline@navy.mil USMC Editor Capt Nolan "Lean Bean" Vihlen, USMC nolan.vihlen@gmail.com USCG Editor LT Marco Tinari, USCG marco.m.tinari@uscg.mil NHA Photographer Raymond Rivard Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian CDR Joe Skrzypek, USN (Ret.) skrzypek@yahoo.com Editors Emeriti 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 Kristin Ohleger - Scott Lippincott - Allison Fletcher Ash Preston - Emily Lapp - Mallory Decker Caleb Levee - Shane Brenner - Shelby Gillis

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Rotor Review #151 Winter '21

Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 www.navalhelicopterassn.org National Officers

Regional Officers

President.................................CAPT William Eastham, USN Vice President .........................CDR Kenneth Colman, USN Executive Director...............CAPT Jim Gillcrist, USN (Ret.) Business Development..............................Ms. Linda Vydra Managing Editor, Rotor Review .......Ms. Allyson Darroch Retired Affairs ..................CDR Mike Brattland, USN (Ret.) Legal Advisor ..............CDR George Hurley, Jr., USN (Ret.) VP Corp. Membership .......CAPT Brad Garber, USN (Ret.) VP Awards ..........................................CDR Mike Silver, USN VP Membership ..........................CDR Michael Short, USN VP Symposium 2021 ...........CAPT William Eastham, USN Secretary.................................................LT Cort Jones, USN Treasurer ............................................LT Sinjen Povoli, USN NHA Stuff....................................LT Caleb Derrington, USN Senior HSM Advisor.............AWRCM Nathan Hickey, USN Senior HSC Advisor ......AWSCM Darren Hauptman, USN

Region 1 - San Diego Directors ............................ ........... CAPT Jeff Melody, USN CAPT Sean Rocheleau, USN CAPT Dewon Chaney, USN CAPT Quinton Packard, USN President ...…................................... CDR Tony Perez, USN Region 2 - Washington D.C. Director ...............................CAPT Matt Schnappauf, USN Presidents ..............................CDR Justin McCaffree, USN CDR Pat Jeck, USN (Ret.) Region 3 - Jacksonville Director ................................CAPT Richard Whitfield, USN President ..................................CAPT Ross Drenning, USN Region 4 - Norfolk Director .......................................CAPT Ryan Keys, USN President .................................CAPT Steven Thomas, USN

Directors at Large

Chairman.........................RADM Patrick McGrath, USN (Ret.) CAPT Gene Ager, USN (Ret.) CAPT Chuck Deitchman, USN (Ret.) CAPT Dennis DuBard, USN (Ret.) CAPT Tony Dzielski, USN (Ret.) CAPT Greg Hoffman, USN (Ret.) CAPT Bill Personius, USN (Ret.) CAPT Mario Mifsud, USN (Ret.) CAPT Arne Nelson, USN (Ret.) LT Casey Keilty, USN AWRCM Nathan Hickey, USN

Region 5 - Pensacola Director ..........................................CAPT Jade Lepke, USN President .....................................CDR Patrick O'Neill, USN 2021 Fleet Fly-In Coordinator..........LT Maria Regis, USN Region 6 - OCONUS Director .........................................CAPT Derek Brady, USN President .........................................CDR Jason Russo, USN

NHA Historical Society

Junior Officers Council

President............................CAPT Bill Personius, USN (Ret.) Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer..........................CDR Chris Fitzgerald, USN (Ret.) S.D. Air & Space Museum...CAPT Jim Gillcrist, USN (Ret.) USS Midway Museum.....CDR Chris Fitzgerald, USN (Ret.) Webmaster........................CDR Mike Brattland, USN (Ret.)

National Pres. / Region 1 ..LT Casey “Screech” Keilty, USN Region 2 ...................LT Matthew “Cheeese” Wellens, USN Region 3 ................................LT Colin “Cheeto” Bakey, USN Region 4 ..................................LT Tyler "Kuzco" Bothel, USN Region 5 .......................LT Maria “Thumbalina” Regis, USN Region .................................... LT Roger “Loco” Castle, USN

NHAHS Board of Directors

CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) CDR John Ball, USN (Ret.) CAPT Arne Nelson, USN (Ret.) CDR Mike Brattland, USN (Ret.) CDR Chris Fitzgerald, USN (Ret.)

NHA Scholarship Fund

President .............................CAPT Arne Nelson, USN (Ret.) Executive VP/ VP Ops ...........CAPT Jim Toone, USN (Ret.) VP Plans...............................................CAPT Jon Kline, USN VP Scholarships .......................CAPT Bill Keller, USN (Ret.) VP Finance ..................................CDR Greg Knutson, USN Treasurer ................................................Mr. Jim Rosenberg Webmaster........................CDR Mike Brattland, USN (Ret.) Corresponding Secretary.........LT Caleb Derrington, USN CFC/Special Projects ..............................LT Joe Brown, USN

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Chairman’s Brief Looking Forward to the New Year By RADM Pat McGrath, USN (Ret.)

reetings to all and I hope you all had a great holiday season and look forward to a new and hopefully better year. The past year contained quite a few “firsts” as a result of the COVOD-19 pandemic. Some of those “firsts” were negative ones, including cancellation of the NHA Annual Symposium for the first time. That was countered positively by a superbly conceived and executed Gulf Coast Fleet Fly In. As we look forward to the New Year, we will continue to remain flexible and adaptive as the ebb and flow of the pandemic requires. We will have our Annual Symposium this Fall in San Diego. We will continue to strengthen our organization by completing a review of our structural documents, re-aligning our three main organizations (NHA, the NHA Scholarship Fund and the NHA Historical Society), and maintaining our focus on supporting our helicopter aviation community. I look forward to a great New Year and wish you all the best!

NHA Photo Contest 3rd Place Winner "Coronado Bridge Hover" The photographer was CDR Chris Kiesel, the aircraft was flown by LCDR Bobby Zubeck and LCDR Ryan Cunningham of HSC-3, and took place on 17 May, 2020. Rotor Review #151 Winter '21

Executive Director’s View from Pri-Fly 2020: Finishing on a Positive Note By CAPT Jim Gillcrist, USN (Ret.)

his Winter Issue closes out one heck of a challenging year in 2020 and ushers in hope and opportunity in 2021. Despite the relentless headwinds of COVID-19 and a canceled Symposium in the Spring, we rigged for heavy weather and finished on a positive note this Fall with a successful Virtual Gulf Coast Fleet Fly-In (GCFFI). Shining a spotlight upon each of the various Services and Communities gave us cause, even for a moment, to connect and celebrate who we are. The energy and ideas from the JOs at HT-8 / 18 / 28 and across Fleet RAGs and Squadrons made this event happen – it was well worth the effort. We are forever thankful to our Industry Partners who sponsored the Gulf Coast Fleet Fly-In activities that comprised the entire week. At the December Board of Director’s Meeting, a bold decision pushed the 2021 Symposium at Viejas Casino and Resort to the Fall timeframe. This course of action provides the greatest opportunity to conduct a live event and maximize member attendance and industry participation. GCFFI is scheduled for 2-4 November and will marry up with the end of season Blue Angels Airshow on 5-6 November in Pensacola. I think you will enjoy this issue of Rotor Review – allow me to highlight several feature articles: ♦ ♦ ♦ ♦

VADM Dean Peter’s “On Leadership” column recounts a defining leadership moment with an interesting reveal at the end – a powerful takeaway! Commodore’s Corner by CAPT Shawn Bailey comments on “Why join NHA?” Insightful interview with CAG Barr and PCAG Drenning on opportunity in Naval Aviation. And a host of new contemporary articles from across the Fleet, USMC, USCG, and Industry.

Additionally, I would like to call attention to a variety of superb photo contestimages that came in to support the magazine’s theme of “Deployed – Now What?” … to include the front cover. In this warfighting business that we are engaged to include staying ready to deploy, shipmates take care of shipmates, most particularly now. We are each other’s keeper. Staying positive and mutually supportive are essential. I read an article recently that grabbed me that I would like to share – the author suggested the following: ♦ ♦ ♦ ♦

Be kind! Be thoughtful! Be genuine! But most of all, be thankful!

It is amazing how this messaging turbo charged my attitude. In fact, the author further suggested that being grateful prevents each of us from ever being entitled and keeps us focused on the team. Finally, membership is the lifeblood of the organization. Connecting with new and expired members remains a team sport – active members at all levels are in a great position to help drive membership in 2021. ♦ ♦

Please keep your membership / profile up to date. If you should need any assistance at all, give us a call at (619) 435-7139. We will be happy to help – you will get Linda, Mike, Allyson, or myself.

Warm regards with high hopes, Jim Gillcrist "Every Member Counts / Stronger Together"

www.navalhelicopterassn.org

National President's Message Ringing in the New Year

By CAPT Will “Easy” Eastham, USN

don’t know about you NHA, but I’m just about ready to turn the calendar over to 2021. Wait for it…OK, yup, I’m there. 2020 has certainly been a unique time for our NHA Community, Naval Aviation, and the Navy. I’m proud of what NHA has accomplished this year, not around the challenges of COVID, but through them. We learned how to produce a first-ever Virtual Gulf Coast Fleet Fly-In from every corner of the country. We learned the power of a Lifetime Membership commitment option to our organization. We learned to best leverage technologies and an online magazine to preserve impactful content to our membership. Many of you out there learned how to deploy in the face of the most unique circumstances imaginable. Deployment is the focus of this issue and we hope to capture insights into those experiences for our readers. Also, new this issue is the Commodore’s Corner with outgoing HSCWL Commodore Shawn “Opie” Bailey first up to bat with a great piece. Fair winds Commodore and thank you! I know we are all ready to gather together again in the coming year when the time is right. With that in mind, our intent at NHA is to move the 2021 NHA Symposium into the Fall from its traditional Spring dates. More to follow on that in the new year, but we firmly believe this gives us the best possible opportunity to produce a live and productive event for all of our membership to enjoy here in San Diego. I firmly believe 2021 may be our finest hour and we will rejoin in strength, and with the comradery that makes NHA so great. I hope all of you, your squadron mates, and your families are healthy during this time. Every member counts and we remain stronger together. "May all your troubles during the coming year be as short as your New Year's resolutions." Fly, fight, lead, win. All the best V/R Easy, NHA Lifetime Member #25

JO Council President's Message Hello, NHA Warriors!

hope all of you had a great holiday and took the time to relax and rejuvenate. As we begin 2021, we look forward to a bright future and growing landscape. This edition of Rotor Review focuses on deployed operations across the community. I am excited for you to dive in and see the various experiences that U.S. Navy aviators tackle during deployment. In my first tour at HSC-28 The Dragon Whales, I deployed twice in three years, with extensive workups throughout. I vividly remember my Tactics Department Head saying, “Welcome to the Fleet! Now, pack your bags and be ready for anything over the next three years.” Shortly after becoming a Helicopter Second Pilot, I deployed to Naples, Italy, where our squadron had a full-time deployed forward detachment for the direct support of Commander, U.S. 6th Fleet. We embarked on the USS Mount Whitney and provided SAR, PMC, and ASUW support while underway. The Admiral utilized our aircraft daily to fly ashore and attend briefings and meetings that were vital to naval operations in Europe. Because of his demanding schedule, we flew into 13 different countries in just six months! The flying was demanding yet rewarding because we were able to see that our efforts directly affected the Admiral’s ability to move throughout the AOR. After enjoying Italian food for six months, I returned home to start workups for deployment aboard the USS Iwo Jima. For the next 10 months, we executed countless detachments for training and proficiency while integrating with Marine assets attached to the Marine Expeditionary Unit (MEU). The optempo of a squadron during workups demands high performance from aircrew and aircraft maintainers alike. We would not have been successful had it not been for our impressive maintenance team and its relentless dedication. Deployments in the U.S. Navy are some of the most challenging times that aviators can experience. However, as I reflect on my past deployments, I wouldn’t have changed a thing. During my deployments, I flew in 17 different countries, and, from these experiences, I have a lifetime of memories! I look forward to seeing other deployment stories in this month’s issue of Rotor Review. Fly Navy! LT Casey “Screech” Keilty, USN Rotor Review #151 Winter '21

VP for membership's Report Lifetime Membership By CDR Michael Short, USN

ear in Review! 2020 has brought about a lot of change. I want to give you a quick snapshot of where we started, where we are ending and our goal for next year. At the beginning of the year, we had a total of 2375 members. That was a mix of Enlisted, Nugget Officer, Annual, Three-Year, and Five-Year Memberships. As of 13 December, we sit at 1859 members. Over the course of a year, we have lost a total of 516 members. Mostly from the Nugget and Annual Officer Memberships. That outlook is bleak. NHA only exists for its members. We are here to support you from winging to transition / retirement. I asked a few JOs for some unvarnished feedback. The statement that stood out the most was that NHA is solely a networking group for Oak Leaves to transition into the private sector but needs money from JOs to fund said networking. That is far from the truth. First, with an 8-year Minimum Service Requirement (MSR), the assumption is that everyone will be an O-4 on transition. If you plan to transition as an O-3, we want to help you as well. If you stay to retirement, you should be an O-5. When I was an O-3, I attended a PERS-43 detailing brief, at an NHA Symposium, where the head detailer clearly stated that their goal is that everyone retires an O-5. Not to make everyone a Commanding Officer. If you serve for 20 years, you should walk out the door either as an O-4 or O-5. The membership dollars do not keep the lights on. Our strength is in our numbers. So yes, we want to bring in Nuggets and we want to keep them engaged for their entire career, but not for the revenue. We want strength in numbers and the goal is to build a stronger organization together. Our goal for 2021 is 3000 members! We canâ&#x20AC;&#x2122;t do it without Nuggets transitioning to the next membership level, 3 and 5 years renewals or without people making the commitment to Lifetime Membership. We started the year with zero Lifetime Members. As we sundown 2020 we are at 327 new Lifetime Members! Their membership dollars are invested and will basically renew an annual membership yearly. I invite everyone to think about committing and transitioning to Lifetime Membership. A couple new programs we have rolled out: Nugget Membership for New Aircrewmen Mentorship Program where you can seek out unfiltered advice, (check your membership profile.) We have membership options for just about everyone: Enlisted Nugget Membership: $15.00 for 2 years Enlisted Normal Membership: $15.00 per year O1 and O2 Nugget Membership: $40.00 for 2 years (2 for the price of one) Annual Membership: $40.00 3 Year Membership: $110.00 (a $10 discount) 5 Year Membership: $175.00 (a $25 discount) Lifetime Membership: $700 Active-Duty Officer, $300 Enlisted, Retirees please call in for your tiered pricing When Symposium rolls around we will offer a $100 discount as an Active Duty Officer good for the month. Remember only one discount at a time. If you are FDNF or Deployed, you are always entitled to $100 the discount. https://nhea.memberclicks.net/2020-nha-membership-survey If you have any questions, you can email me @ michael.m.short@gmail.com

www.navalhelicopterassn.org

In Review Deployed! Now What?

By LT Michael "Bubbles" Short, USN Esteemed Readership, First and foremost, I’d like to wish you all a Happy New Year! I hope that most of our shore-based readers have enjoyed a much-needed and well-deserved reprieve after a year that constantly found new and creative ways to challenge us. While I trust that many of us are ready to hit the ground running again after a considerable holiday break, we acknowledge that our deployed Rotary Wing brethren likely experienced no such respite this winter. They stood the watch and executed flight schedules around the world while the rest of us enjoyed the comforts of home and family. Many of us have experienced both the burdens and thrills of an operational deployment. For our more junior readers who have yet to pack a sea bag and pull chocks for the ever-exhilarating deployment fly-on, your time is coming! The theme of Rotor Review Issue No. 151 is “Deployed…Now What?” In a year where so much of our everyday lives changed, one thing that remained constant was the necessity for combat-ready naval forces to conduct deployed operations in support of our national interest. Squadrons and detachments demonstrated inspirational adaptability and innovation as they responded to the litany of challenges that COVID-19 imposed on work-up exercises and deployments in 2020. The Rotor Review Editorial Staff received a prodigious amount of compelling submissions for our deployment-focused issue. Our contributors from across the community have thoughtfully detailed the peaks, valleys, problems, and solutions associated with the deployment experience in a year that we will not soon forget. It’s quite possible that I’ll sound like a broken record saying this, but I’ll take the risk: I am extremely proud to present our readership with this issue. I hope you enjoy reading it as much as we’ve enjoyed putting it together. Safe flying, and see you in the Spring! Very Respectfully, LT Mike “Bubbles” Short

RADIO CHECK Next Issue's Radio Check: Professional reading plays an enormous role in our personal development as aviators, service members, leaders, and human beings. It challenges us to expand our perspective outside of what we know and believe, and feeds our decision-making, understanding of personalities, and literacy in a variety of professional competencies. What literature has influenced you most in your career and life, and why? There are no limitations on genre, form, or subject matter. Even NATOPS is an acceptable answer. Any type of writing/reading can be influential! You can email your comments to me directly, my email is michaelshort91@gmail.com or to rotorreview@navalhelicopterassn.org. Our publication deadline is March 15th 2021.

Rotor Review #151 Winter '21

Letters to the Editors It is always great to hear from our membership! We need your input to ensure that Rotor Review keeps you informed, connected and entertained. We maintain many open channels to contact the magazine staff for feedback, suggestions, praise, complaints or publishing corrections. Please advise us if you do not wish to have your input published in the magazine. Your anonymity will be respected. Post comments on the NHA Facebook page or send an email to the Editor-in-Chief; his email is michaelshort91@gmail.com or the Managing Editor; rotorreview@navalhelicopterassn.org. You can use snail mail too. Rotor Review’s mailing address is: Letters to the Editor, c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578.

Notice to All Expired NHA Members NHA is asking members with expired memberships to renew NOW! Membership is the life blood to remain viable and relevant. Having to cancel the 2020 National Symposium had a significant impact on our annual operating revenue – 90% of which comes from this one event. Renewing NOW has become a strategic goal to keep NHA solvent. We are reaching out to all expired members for your help. NHA remains a member supported non-profit organization. Renewing for an Annual ($40.00), 3-Year ($110.00), or 5-Year ($175.00) Membership and encouraging your many shipmates within the rotary wing and tiltrotor communities to do the same will help us reach our goal. We are dependent upon individual membership to keep us strong and operating in support of our active duty, reserve, retired, and civilian members. To renew your membership, please take one of the following actions: • Call NHA at (619) 435-7139 and we will assist you over the phone. • E-mail NHA at membership@navalhelicopterassn.org. • Go online and join as a member at www. navalhelicopterassn.org. With your financial support, we will make it through the worst of the pandemic and return to member-based events in the new year. Thank you!

2021 Themes, Submission Deadlines and Publishing Dates Issue Submissions Deadline / Publication Dates Full Spectrum Rotary Seapower - Spring 2021 (#152) .....March 15, 2021 /April 30, 2021 UAVs and You - Summer 2021 (#153) .....................................June 15 , 2021/ July 20, 2021 Training - Is it Real or Virtual? .........................................Sept. 15, 2021 / October 15, 2021

All submissions can be sent to your community editor via email or to Rotor Review by email at rotorreview@navalhelicopterassn.org or by USPS mail to Naval Helicopter Association Attn: Rotor Review P.O. Box 180578, Coronado, CA 92178-0578

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 of historical interest. Humorous articles are encouraged.

Rotor Review and Website Submission Guidelines 1. 2.

Articles: MS Word documents for text. Do not embed your images within the document. Send as a separate attachment. Photos and Vector Images: Should be as high a resolution as possible and sent as a separate file from the article. Please include a suggested caption that has the following information: date, names, ranks or titles, location and credit the photographer or source of your image. 3. Videos: Must be in a mp4, mov, wmv or avi format. • With your submission, please include the title and caption of all media, photographer’s name, command and the length of the video. • Verify the media does not display any classified information. • Ensure all maneuvers comply with NATOPS procedures. • All submissions shall be tasteful and in keeping with good order and discipline. • All submissions should portray the Navy, Marine Corps and Coast Guard and individual units in a positive light.

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View from the Cabin “Survivor Is Out of the Water - You Have Control" By AWS1(NAC/AW) Patrick M. Miller, USN

nnovation in the Aircrew Community is growing in many directions, and it’s now on us to ensure we have the best tools for the job. The multitude of mission sets - all with their respective instructions and programs - continues to grow. We operate in a “jack of all trades” world with skills that cross multiple missions – ASUW, VERTREP, SAR, and the recent additions of MQ-8 and AMCM to the HSC mix. Not to mention our continued responsibilities to our everyday programs: crew resource management, hearing, aircraft fire fighting, annual flight physicals, and quarterly gunner currencies, just to name a few of the everyday programs. These core programs are predicated on the foundational learning which we establish through the training pipelines of Naval Aircrew Candidate School, Rescue Swimmer School, AWS/AWR “A” Schools, and our respective Fleet Replacement Squadrons. However, as time goes, more often than not students hear the old adages uttered by their instructors, such as “this is outdated” or “it’s not done like that in the Fleet anymore." Instructors have the thankless job of taking Fleet experience and reviewing the training material provided to ensure it is properly communicated in a logical and concise manner to the next generation of Aircrewmen. The outdated material - if refreshed frequently - can easily be overcome, but this takes the involvement of the instructors, along with Fleet feedback, to ensure that the most up-to-date changes are being pushed. Curriculum Reviews, changes to Computer Aided Instruction materials or Interactive Courseware in learning modules, and even conferences such as the Training Readiness Review are all tools that the hardworking team of instructors at HSC-2 has been employing. The purpose of this is to ensure that our foundations are updated with the the most accurate information for our new Aircrew in the pipelines. The Navy is addressing the need for modernized training through the Ready Relevant Learning program. The mission is to modernize the institutional training system. This three-pronged approach brings modernization to when, how, and where we perform training. Recognizing that training isn’t just held at school pipelines, the program aims to provide formalized training efforts at relevant times in the Sailor’s career. This training aims to take into account the modern media and relevant connection to today’s Sailors being recruited. YouTube-style videos, augmented reality, virtual reality, and online and tablet-based Learning Management Systems (LMS) are all working to come online. This enables the objectives of the program’s “where” effort – delivering training directly to the Sailor at the point of need, whether on the seawall, flight line, or afloat. The traction we have been gaining through programs such as new gunner seat implementation in the MH-60S, updated SAR swimmer procedures for escapes and releases, F-35 disentanglement procedures, tablets for tactical airspace awareness integration, and the addition of the MQ-8 and AMCM systems expanding HSC’s capabilities means that we have an uphill challenge ahead of us. We all have this challenge, and I implore you – the Fleet Crewman – to ensure that you provide constant feedback, communication, and updates from “lessons learned” to the FRS instructors, program officers, and pipeline schoolhouses. The tools we have are as simple as a text message to a friend and can be collected officially as feedback through systems like Aviation Safety Awareness Program (ASAP). This year has seen more than its fair share of challenges. However, the world’s finest aircrewmen have resoundingly risen to the occasion to overcome these obstacles. Development of communications processes, websites, Zoom meetings, group chats, and more have been the flex by which we’ve processed this information exchange. Our younger generation of Aircrew now hitting the Fleet have the natural social media exchange already in their psyche, and our adaptation has helped bridge this gap. We get to look ahead to ensure that we’re working to maintain a position ahead of the curve. Keep yourselves attentive to the mission at hand, and keep your eyes forward to the future. Constantly evaluate ways how we can be best prepared in our ever-changing mission! Rotor Review #151 Winter '21

View from the Labs Deployed... Now What?

By CAPT George Galdorisi, USN (Ret.)

his issue of Rotor Review has as its theme, “Deployed... Now What?” The subtitle suggests that we address those things that are missed before a deployment. I believe that this is a great pick and a subject that will likely elicit a number of terrific articles from across the rotary wing community. This subject is one I look at from both sides: from having done 30 years of active duty with my share of deployments, and now working in the shore side of the Navy, specifically at the Naval Information Warfare Center, Pacific, the Navy’s C4ISR Lab. We exist for one reason, to support the Fleet: the ships, aircraft, submarines and Sailors who are deployed on them. This will be a fairly short column because I have just one message – all shore organizations, not just mine, have been created to offer what they provide – whether it is information, maintenance, parts, connectivity, food, or whatever, to ships at sea. Some of this is pretty straightforward, but some less so. When it comes to parts, food etc. – all that “stuff” that gets sent over from supply ships – we have pretty well-honed tactics, techniques and procedures to get what we want, and for the most part, the system seems to work. However, when it is something less tangible: non-organic intelligence, surveillance and reconnaissance for our operating area, maintenance information delivered remotely, as well as a host of other things that we often don’t think about until we need it, the system struggles. But it doesn’t have to if we established lines of communication with these organizations early. But if we don’t, when we need help it is too late. We either aren’t aware of what organization is capable of providing, or if we do, we don’t know the right POC. In the overwhelming number of cases, although the right folks are eager to help, they just feel like the Maytag repairman who is never called. None of this was something I did a great job of during most of my career. Then, for my last tour, I was chief of staff for a carrier strike group. We did several pumps to WESTPAC and the Gulf. Prior to each deployment, our Flag Officer and a group of us made a trip to the Washington, D.C. area where our intelligence officer walked us through most of the three-letter-agencies (CIA, DIA, NGA etc.) which were sources that might provide avenues of information and support. and where the on-ramp was for that support. This was eye-opening and tremendously beneficial during two combat tours to the Gulf where we shot ordnance at bad people. The shore infrastructure is your lifeline to a successful deployment. Check in with them before you roll out of the chocks or single up your lines. You may well be amazed at what they can do to make your deployment more successful. And besides helping you, you will help them. No one really wants to be the Maytag repairman. Editor's Note: The Lonely Maytag Repairman. (https://www.youtube.com/watch?v=8ZHsxPEAUOI)

NHA Photo Contest Honorable Mention "Sunset and Sierra" 13

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Get Started Telling Your Stories By CAPT George Galdorisi, USN (Ret.)

What You Gotta Do

ased on the feedback we have gotten from Rotor Review readers, your editors have asked me to “keep ‘em coming” with more articles on writing novels. Happy to do so, as everyone has a story to tell and fiction is a great way to tell it. It is worth remembering that people have been telling stories for millennia, going back to our cave-dwelling ancestors. And then there is Scheherazade, a major female character and storyteller in the Middle Eastern collection of tales known as the One Thousand and One Nights. Telling stories kept her alive. Since Rotor Review is published quarterly, I thought it would be helpful if I recapped the first two installments regarding writing novels. Six months ago, we talked about how you could leverage your professional experience to write thrillers, and I offered some examples of other helo bubbas: Kevin McDonald, Marc Liebman, Anne Wilson, Larry Carello, as well as many other writers who have mined their experience to write what they know. Their books are great. In the last issue of Rotor Review, I focused on something called the log line. As my former boss in NAVAIR’s PMA266 (LAMPS Program Office), Captain Joe Purtell was fond of saying, “Repetition is the mother of understanding.” So to that end, I’ve put the essence of a log line here: A log line is crucial to helping you focus on your story. Here is what a log line is. The subject of the sentence will describe (1) an imperfect but passionate and active protagonist. The verb will depict (2) the battle. And the direct object will describe (3) an insurmountable antagonist who tries to stop the protagonist from reaching (4) a physical goal on account of (5) the stakes, if the goal is not reached.

Rotor Review #151 Winter '21

If you are even semi-serious about banging out a novel, this is a necessary step to get your brain around just what it is you intend to write. This is something you must have before you rush out of the starting blocks and start slamming 80,000 to 100,000 words on paper. It is a tried and true method. This is the ultimate “gouge.” All right, you have your log line pasted on the side of your computer monitor and you are ready to write. How do you tell the story? I’ll default here to something I use in every writing seminar I teach. It is called the Freytag Pyramid. For you engineers, here is what it looks like: A diagram is just a diagram without a bit of explanation. When I conduct writing seminars I know that I need to use an example of a story that everyone is familiar with – and I mean everyone – so my go-to story is The Wizard of Oz. Stay with me on this. Yes, it is a children’s story, but it explains how to fit your story into the Freytag Pyramid, which is by way of saying, making your story something someone wants to read. Very briefly, here is what each part of the Freytag Pyramid comports: 1. Exposition: setting the scene. The writer introduces the characters and setting, providing description and background. 2. Inciting Incident: something happens to begin the action. A single event usually signals the beginning of the main conflict. The inciting incident is sometimes called "the complication."

3. Rising Action: the story builds and gets more exciting.

georgegaldorisi.com/. I you go to the pull-down menu at the top under Services and then open Seminars and Courses and then go to Get Published Now and then go to the fourth slide deck The Great American Novel you will see all the slides in the novel writing course I have given multiple times. And if you have questions on any of this please feel free to contact me via my website or the NHA Office. Until then, “be with” The Wizard of Oz.

4. Climax: the moment of greatest tension in a story. This is often the most exciting event. It is the event that the rising action builds up to and that the falling action follows. 5. Falling Action: events happen as a result of the climax and we know that the story will soon end. 6. Resolution: the character solves the main problem/ conflict or someone solves it for him or her.

CAPT George Galdorisi, USN (Ret.) is a career naval aviator whose thirty years of active duty service included four command tours and five years as a carrier strike group chief of staff. He began his writing career in 1978 with an article in the U.S. Navy’s professional magazine, U.S. Naval Institute Proceedings. For more on Get Started Telling Your Stories or other writing seminar information, visit CAPT Galdorisi's webpage:https://www.georgegaldorisi.com/

7. Dénouement: (a French term, pronounced: day-noomoh) the ending. At this point, any remaining secrets, questions or mysteries which remain after the resolution are solved by the characters or explained by the author. Sometimes the author leaves us to think about the THEME or future possibilities for the characters. As I mentioned above, if you think about The Wizard of Oz, it takes you through all aspects of the Freytag Pyramid. So now you aspiring writers have your homework assignment: read The Wizard of Oz or heck, watch the movie. Either way, refresh your recollection of the story. In the next issue of Rotor Review, we will deconstruct the story and show how it fits this successful model. If your curiosity has kicked in and you don’t want to wait for Rotor Review, try this link to my website: https://www.

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Naval Helicopter Association Historical Society They Earned Their Numbers By CAPT Bill Personius, USN (Ret.) LTM-#46, R-16213 President

ell…we have endured another 3 months of the COVID-19 pandemic. What do they say…"they can make it harder, however they can’t make it longer.” Well it appears that isn’t true… and somehow things related to the virus are getting harder and lasting longer than we all ever anticipated now that we are in the winter months. Being locked down over the Christmas and New Years Holiday Season really put a damper on a lot of things however I think everyone is trying to stay positive and looking forward to the time when this problem goes away. Hopefully, the vaccination process will start to make a difference here quickly in the New Year. Yes…we are all looking forward to getting back to some semblance of normal in 2021. NHAHS has been working a few projects and we are very excited about a opportunity, with a request from HT-8 to display some of the many helicopter heroes from our past in some form in the squadron spaces for new SNAs to view and learn about our rotary wing history. This is a project right up our alley so we have created a power point slide show (complete with music) that can be displayed on a smart tv. The project is “Earn Your Number” and plays off the fact that each helicopter pilot gets a helicopter designation number upon earning their wings of gold. We have included in the presentation Navy, Marine Corps, and Coast Guard medal recipients, active duty and retired Flag Officers, TW-5 leadership, Commodores, Deputies, FRS COs, and other Pilots who have achieved great things in the rotary wing community as determined by NHAHS. This slide show has also been modified and is currently now part of the NHAHS Website and listed in two places as the “Helicopter Hall of Heroes.” Please check it out and let us know what you think and if there are other people who should be considered and who should be added to the list. If you have a nominee to be considered, please send us a picture, biography, and a short explanation concerning your nomination and we will consider adding that person to the presentation. Packages can be submitted electronically to president@nhahistoricalsociety. org. To go along with the slideshow, we have created a website that includes the Earn Your Number presentation and also provides SNAs the ability to do more research concerning the rotary wing community. This website includes: WHAT IS MY NUMBER – a place where you can look up your helicopter designation number or those of other pilots SLIDE SHOW – watch the presentation as described above NHA AWARDS – a listing of NHA Awards - Life Long Service to NHA, Service to NHA Award, NHA 2020 Annual Awards, CAPT Mark Starr Pioneer Award, NHA Golden Helix and Oldest Helix MEDALS – a collection of award citations for Medal of Honor, Navy Cross, Silver Star and Distinguished Flying Cross Recipients FLAG OFFICER LIST – Active Duty, Retired and Reserve Officers are included with links to their biographies NAVY CO HISTORY – a list of all the COs that have commanded Navy, Marine Corps and Coast Guard helicopter squadrons USN COMMAND ORGANIZATION – a list of all Navy Helicopter Squadron Websites, Facebook and Wikipedia pages NAVAL HELICOPTER HISTORY – book written by CAPT Vince Secades, USN (Ret.) about our helicopter history ROTARY WING BIOs – a list of biographies people have submitted, so submit yours today to be included NHA LIFETIME MEMBERS – a list of all NHA Lifetime Members 2020 has definitely been a different year for everyone for a lot of reasons and the helicopter community has felt the effects of COVID-19 in many ways. We look forward to a more productive year free of restrictions and hope to gather again as a community to share more professional and social events to include another Symposium. Keep your turns up!

DID YOU KNOW?

When you shop at smile.amazon.com, you’ll find the exact same low prices, vast selection and convenient shopping experience as Amazon. com, with the added bonus that Amazon will donate a portion of the purchase price to the Naval Helicopter Historical Society. Sign-up today! It does not cost you anything and a percentage of your purchase price is donated to NHAHS!

Rotor Review #151 Winter '21

Naval Helicopter Association Scholarship Fund Let's Do This By CAPT Arne Nelson, USN (Ret.) President

was asked a few weeks ago if the Scholarship Team had anything to say…and I replied, “We, the scholarship committee, always have TWO things to say: 1) Donate …and 2) Apply!”

"Old Buck"

1. Donate! Our goal in May 2021 is to award fifteen $3,000 Scholarships - $45,000. Our 2020 fundraising effort has been successful, and we are well on the way to achieving that goal. Let’s recap the year in fundraising. Thanks to the success of #GivingTuesday, individual donations and memorial gifts (like those in the name of Emma Therese Jordon and HSL-37 Easyriders Alumni) added to over 70 individual donations. We originally aimed low, with a goal of $6000, because, truthfully, we did not know what to expect. However, we were encouraged with some of the early donations, so we reset the goal to $9,000. As the donations came in, both before and after 1 December, we were amazed at the generosity of our Active Duty and Retired Shipmates, bringing in over $13,000 – which will fully fund four scholarships. Corporate funding has been solid as well. With fundraising requests to CAE, FLIR, Leonardo, USS Midway Museum, NFCU, Sikorsky/Lockheed Martin, and the NHA Historical Society, we are on track to fully fund EIGHT scholarships. Thanks to the forward thinking of past-year Scholarship Committees, we invested significant gifts from Kaman Memorial, Ream Family Memorial and Raytheon (for our top STEM Selectee), which, in perpetuity, provides funds for three scholarships. Our sound investments also ensure we can make our goal. Shipmates, thank you for the terrific response to the Giving Tuesday Event. The final numbers will come in with the end of the year and we’ll let you know how we did, together. 2. Apply! Our application window is 1 September through 31 January. Our goal in May 2021 is to select Fifteen well-qualified and eligible applicants from a pool of at least 45 top quality NHA members, spouses, and children/grandchildren (Navy, Marine Corps, Coast Guard). In February, the Committee will prepare the regional application packets and fire them to the NHA Regions. There, each Regional President and Team will rack and stack their package. In March, the Regional Presidents will return their recommendations to the Committee. In April, the Scholarship Committee will collate the results and prepare a slate of 15 principals and 3 alternates for award for the Board of Directors Meeting in April or May 2021. Once approved, the Scholarship Committee will alert the regions, notify the award winners, and send the scholarship information to the appropriate university office. NHA Scholarship Eligibility: The sponsor must be a current member of NHA in good standing for three (3) years (since 31 January 2018); or the sponsor must be a new NHA Lifetime Member on or after 15 February 2020.

Passengers disembark from a Helicopter Combat Support Squadron 4 (HC-4) CH-53E 161539 “Betty” carrying members of the Italian media after it landed on the helicopter pad of the battleship, USS Missouri (BB 63). 17

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On Leadership "On Leadership” is a feature column where Rotary Wing Flag Officers are able to submit articles on leadership topics of their choosing. RDML Alvin “Bull” Holsey proposed the idea and provided the lead article on “Mentoring - What Matters Most?” in the Fall 2019 Issue. The batting line up has included VADM Richard Snyder (Winter 2020), RADM Daniel Fillion (Spring 2020), RDML John Gumbleton (Summer 2020), RADM Jeff Hughes for Fall 2020. 2021 begins with VADM Dean Peters.

An Unexpected Lesson from the Aviation Command Safety Course

By VADM Dean Peters, USN ike most epiphanies, this one was completely unexpected. The year was 2004, the place – Naval Aviation’s School of Aviation Safety at Naval Postgraduate School. Here I was, preparing for squadron command with 40 or so O-5s from across Naval Aviation’s many tribes – all soon to become XOs or COs leading squadrons in the hazardous, unforgiving business of flight operations, ashore and at sea.

As a midshipman, I received a steady dose of leadership training, mostly in the form of examples from Navy and Marine Corps heroes of the past. What is leadership? A partial list might include: setting the example; leading from the front; taking care of your people; and From left to right: LT Gerald J. Voorhies, ENS Dean Peters and AW2 Charles R. Priestley. being decisive, a good communicator, Photo courtesy of Approach Magazine. a true professional, and master of your trade. Despite reading like a checklist, you’ll probably agree transparency and briefed by a representative from their group. that all these traits are necessary – but are they sufficient? A common technique was to cover parts of the outline with What’s missing? What makes a leader truly great? a piece of paper as you progressed through the presentation. This format gave the different communities an opportunity to Before I attempt to answer this last question, allow me compare perspectives on the various subjects. The VF view of to confess … I am a work-in-progress and learn (or fail to bird strikes is decidedly different from the VP view. The Helo learn) something new about leadership almost every day. But view of icing is different from the VS view. We were learning thinking back on my career, the 2004 Aviation Command from each other. All good. Safety Course was my seminal learning experience. It made me reflect on previous actions and inactions, and provided Yes, all good until the last briefer on day one removed a compass for future situations that would demand effective the paper from the bottom of the transparency to expose a leadership action and intervention. derogatory sexual comment about one of the officers in the class. It was meant to be funny (I think). An initial awkward The six-day Aviation Command Safety Course was silence was quickly broken by snickers and catcalls. After some straightforward. The class was divided into like-community admin remarks, the O-6 instructor dismissed us and everyone groups: VF, VFA, VS, VAW/VRC, VP, VT, and Helos. For departed amidst a few more laughs. The next day brought the most part, the Helo Group was characteristically low key. new assignments to the groups and new representatives to There were some big personalities in that room, and they were brief the findings. Things were going fine until the third not the “Helo Guys.” briefer removed his paper, revealing yet another derogatory comment about the same officer. This time, there were more As to the class format, all groups were given the same laughs and knee slapping. It was clear these “jokes” were rude daily assignment, and provided an outbrief to the class at and inappropriate; but no one seemed to mind … and they the end of each day. Subjects ranged from Operational Risk were getting laughs. Not surprisingly, a later group ended their Management to Human Factors Boards to mishaps, close briefing with another inappropriate comment. calls, and HAZREPs. Daily briefs were presented using an overhead projector (yes, it wasn’t that long ago that these were common), with each group’s key takeaways handwritten on a Rotor Review #151 Winter '21

On the third day, the first group to brief ended their comments in a similar fashion and that was it. A member of my group (the Helo Group) stood up, and with calm confidence laid down the law, explaining that this behavior was ridiculous and inappropriate. We were the next generation of leaders in Naval Aviation, and how could we be trusted to set the proper command climate when we couldn’t even regulate ourselves among a group of peers. It wasn’t about what you did in front of your enlisted Sailors, it was about what you did all the time, and it was high-time for some self-reflection, but absent that, there was not going to be any further inappropriate remarks in this class. Silence. Some were visibly annoyed, but if there was disagreement, it wasn’t voiced – and the behavior stopped.

As I mentioned, this was a seminal moment for me. It instantly brought back memories of times that I knew something was wrong and should have spoken up, but didn’t. It gave a new meaning to the word courage. We think of courage as being fearless in combat, but it’s really much deeper. From the leadership lens, what’s important is having the moral courage to do what’s right, whether at sea, at home, in training, or in combat. That is how we set the example, take care of our people and lead from the front. It’s worth noting that this type of courage involves a great deal of personal risk and may put you on the outside of traditional networks. That’s why it is so hard, and also so vitally important – those traditional networks can be the source of the problem. My work-in-progress continues, but when in doubt, I think back to 2004 and what I learned about courage. The “Helo Guy” who taught me this foundational aspect of leadership continues to represent our community well. Thank you RADM Shoshana Chatfield!

The thoughts and opinions expressed are those of the author and do not reflect the official policy or position of the U.S. Government, Department of Defense or the U.S. Navy.

Old School A/V

VADM Dean Peters, USN with LCDR Huber and the ASTC Team at Pax River during a aviation physiology and water survival requalification session. 19

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Commodore's Corner Welcome to the First Commodore’s Corner! By CAPT Shawn “OPIE” Bailey, USN

s my time as Commodore of HSCWINGLANT winds down, I have been reflecting on the concept of community. Communities are groups of people who share common attributes and goals. The strength of the community is directly proportional to the strength of connection among its members. Many things bind us together in our rotary wing / tiltrotor community: service, sacrifice, devotion to country, our defense of the constitution, our distinctive missions across the Navy, Marine Corps, and Coast Guard, and the unique cross connections among our sea services as we operate, fight, and win together. I have been blessed to operate with Marines and Coast Guardsmen at home and aboard in my time in the Navy. The relationships we forged were key to mission success and those people remain a part of my life to this day. NHA is one of the primary CAPT Bailey's last flight in an MH-53E taken by LCDR Joe Moffit of HM-15. connectors in our community that propagates knowledge, understanding of who we are as warriors, and leadership as a professional group that fosters camaraderie and brings us together despite distance, time, and challenge. As an esprit de corps, and provides a voice to junior officers, naval example, consider the recent success of our first Virtual Gulf aircrew, maintainers, and senior Navy leadership and industry Coast Fleet Fly-In that brought the Fleet together with partners. Student Naval Aviators of all the sea services despite COVID-19, allowing them to get up close with their future Our annual symposium provides you with unique access platform and the squadrons, pilots, and aircrewmen who fly to every level of leadership in our community. The naval them. It was another great event put on by TRAWING 5, a rotary wing / tiltrotor community is distributed across host of uniform volunteers, and the Naval Helicopter services, several platforms, and deployment modes that span Association (NHA). the gamut of warfare. Between the Flag Panel, O-6 Panels, Captains of Industry Panel, and access to Industry Leaders From time to time, I get the question: “Why join NHA?” from every company which support naval rotary wing on The short answer is that NHA is more than a magazine the exhibition floor, NHA connects you personally to people subscription or a social group. It is your professional across the entire community. The symposium brings in organization that connects you with your brothers and sisters briefers from all over Naval Aviation to cover procurement, around the world, no matter where you are, or which sea design and construction, operations and implementation, service you belong. It connects us to the legacy left to us by future platforms, weapon systems and simulator modeling, those who have gone before. This is far more than any other career information, transition assistance, and higher education “subscription” will do for you. opportunities. Topping it off are several social events that bring old friends together and offer opportunities to network NHA was founded on November 2, 1971 to be an advocate with mentors and leaders. If you are wondering what is going for the naval vertical flight community – Navy, Marine Corps, on in the community, or in the minds of our top leaders, you and Coast Guard. Its mission is to support and showcase will find answers at symposium. rotary wing aviation and you. NHA seeks to promote the accomplishments, attributes, and utilization of vertical lift When you graduated from flight school and earned your aircraft across our sea services, while providing recognition wings, you received your first set from NHA. I still have and enhancing the prestige of our community. It also seeks to mine, pinned on by my wife in June 1997 – inscribed with inform, educate, and connect its members, as well as provide “Compliments of NHA.” a forum for discussion of the advancement of the rotary wing / tiltrotor community. NHA is recognized by senior naval

Rotor Review #151 Winter '21

NHA and industry partners sponsor a host of awards given at the regional and national levels to recognize and promote the accomplishments of the squadrons, units, and people of naval rotary wing. These awards recognize pilots, aircrewmen, rescue swimmers, maintenance officers, enlisted maintainers, shipboard aviators, and community leaders across all our services. This past year the national winners came from the Navy, Marine Corps, and Coast Guard. NHA affords you opportunities to enhance your network of professional colleagues. With over 2,000, members, you have Gearing up in HSC-2s hangar just prior to the flight during CAPT Bailey's Change of a unique resource of people Command ceremony. RADM Meier is on the left followed by AWSCS Coulard, AWSC McManaman, and CAPT Bailey. CDRE Keys can be seen behind Senior and Chief with with similar interests and his visor down. concerns. NHA and this professional network are accessible through Facebook, The NHA Historical Society preserves our heritage in a Twitter, Linked-In, Instagram, and an expanding array of multitude of ways, connecting us with our past and promoting social media tools. Considering transitioning to civilian life? activities for the retired community. It honors those who have The “rotary wing / tiltrotor network” is strong and enriching passed on with Signal Charlie and tribute articles, highlighting if you tap into it. NHA connects you to mentors who can the legacy they have passed on to us. help you transition – the people you met while you were in the service can benefit you even after you transition, Of course, you do get an enriching digital magazine. Rotor illuminating opportunities for the rest of your professional Review showcases the people, the units, the aircraft, the career and personal life. history, and the Fleet that make up our incredible calling. NHA helps to sponsor professional and social functions in the six regions. Whether you are state side or FDNF, you can participate in professional and social events and share in the camaraderie of our profession. Chapter meetings, regional events, and outings are a great opportunity to develop your leadership skills, share sea stories with other aviators and aircrew who face similar challenges that you do, and contribute to the overall organization.

Interestingly, to enjoy some of the fruits of NHA, you do not have to join. NHA will give you a set of wings, honor you with an award, and welcome you at events put on by the organization. But why wouldn’t you join an organization like that and get involved in the work that matters to your profession, share your perspective, and make a difference? NHA is a vital part of the connective tissue that strengthens our rotary wing / tiltrotor community for all the sea services. It brings us together and connects us across generations, services, ranks, and expertise. It fosters these connections even after we have left the service. Being a part of that is truly something special!

The NHA Scholarship Fund provides competitive scholarships for undergraduate and graduate students each year. It is truly a worthy cause, giving opportunity to children of our own war fighting team as well as active-duty service members. Win a scholarship or help someone you know win a scholarship.

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Industry & technology U.S. Marines ‘Very, Very Happy’ with CH-53K Progress By Dan Parsons reprinted from Vertical Magazine, October 8, 2020

King Stallion HX-21 performs the first aerial refueling for the CH-53K from a KC-130J on April 6, 2020, near Naval Air Station Patuxent River in Maryland. U.S. Navy photo by Erik Hildebrandt

ith just weeks separating the U.S. Marine Corps from getting its hands on the first operational Sikorsky CH-53K King Stallion, service aviation officials are speaking of the once-troubled aircraft’s progress with mild elation. “I would say the 53K is in as good a spot as it’s been in for a long way,” Deputy Commandant for Aviation Lt. Gen. Mark Wise said this week at the Vertical Flight Society’s 76th Annual Forum, held online in 2020 because of the ongoing Covid-19 pandemic. “Of course, the team at Sikorsky has been doing a wonderful job in making sure how we’ve been developing the test points,” Wise added. “If you look at what it did on the [USS] Wasp and how it’s been advancing through its test points, it’s actually been meeting or exceeding in all cases. It’s hard not to be happy with that". . . . “I’ve been out to see it tested . . . and am very, very happy with what I’m seeing.” Rotor Review #151 Winter '21

The 53K, which will be the largest helicopter in the U.S. military inventory when it enters service, was delayed for two years because of dozens of developmental deficiencies — including most recently a problem with the engines re-ingesting hot exhaust, which dampened their lifting power. That problem was solved by manufacturer Sikorsky in December and the King Stallion has gone on to a banner 2020, according to Maj. Gen. Gregory Masiello, the Marine Corps’ aviation program executive officer. A 53K performed the first aerial refueling from a KC-130J in April and went on to validate various gassingup procedures using its fly-by-wire stability controls and while carrying a 27,000-pound external load. In August and September, the aircraft completed hot weather and degraded visual environment testing in Yuma, Arizona.

“The feedback I had from the pilots as far as the stability and flight controls are that this aircraft is unlike any other one that we’ve had,” Masiello said at the VFS Forum. “It’s amazing. It’s digital. I have heard no complaints from the flight control system on the aircraft at all.” During two weeks aboard the USS Wasp, a flat-top amphibious assault ship, the helicopter performed 364 ship landings and takeoffs from all deck spots, expanding the wind envelope, performing multiple towing and hangar evolutions, and conducting multiple rotor blade spread, fold, engagement and disengagement operations. “We also went to the sea trials, the first time this thing went to a boat,” Masiello added. “It went to the Wasp, performed very well,” Masiello said. “This thing can fold up; it’s a marinized helicopter. It’s actually a smaller footprint than its predecessor aircraft and triples the lift. If there is one thing that I could change if I could go backwards on this program

. . . I probably wouldn’t be calling this a 53, because of the advancements and changes. There is obviously some similarities in the look, but aside from that this is a completely different . . . and absolute advancement in aviation for us and essential.” So far, the test campaign has racked up 3,500 hours, according to Sikorsky 53K chief test pilot Steve McCulley. Four operational aircraft are in various stages of production at Sikorsky’s facility in Stratford, Connecticut. The Marine Corps plans to buy 200 aircraft. Plans are to award the fourth production contract for 20 aircraft in October, Masiello said. Funding is already available to procure another seven after that, he said. “That’s 27 aircraft that we are committed to on this program of record, so we are well on the way . . . as well as in our test,” Masiello said. “The industry and government team, engineering came together and the computational power that was brought in to address a three-engine helicopter was actually very good unity of effort and alignment between us and industry. We’ve got the aircraft up and tracking to plan today.” The first aircraft the Marine Corps in undergoing a logistics tear-down to provide

delivered to 2018 is now demonstration feedback to

The CH-53K King Stallion with blades folded on the deck of the USS Wasp (LHD 1) at sea during its first sea trials. U.S. Navy Photo

program officials on maintenance routines and processes, Masiello said. That aircraft will be put back together and enter initial operational test and evaluation with Marine Operational Test and Evaluation Squadron One at Marine Corps Air Station New River in North Carolina later this year, Masiello said. “We’ve learned some things that you wouldn’t learn until your first or second deployment when we unveil systems on this,” Masiello said. “That aircraft is now going through the latest mods and we’ll turn it back over to the Fleet shortly this fall and that will be the first

operational aircraft in the hands of the Marine Corps.” The 53K’s maiden deployment is scheduled for late 2023 or early the following year. In the meantime, the Marine Corps is updating a portion of its fleet of 142 CH-53Es to keep them relevant until their replacement aircraft comes online in sufficient numbers. The entire fleet is being reset at a depot level and rebuilt to modern standards, Masiello said. Those aircraft are also being re-engined with new General Electric T64 powerplants following a restart of that production line, Masiello said. Wise said those efforts to update the 53 Echo are bearing fruit as the Marines await entry to service of the new 53K.

The CH-53K King Stallion prepares to take off from the deck of the USS Wasp (LHD 1) at sea during its first sea trials. U.S. Navy Photo 23

“As you look at bringing on new capabilities, 53K in this particular case, you also have got to make sure you’re viable in the sundowning platform that is being replaced, in this case the 53 Echo,” he said. “What we’ve done with the reset program is actually showing great returns on that investment to make sure it’s viable up through 53K as we bring that online.”

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Industry & technology Lockheed Martin Awards CAE Contract to Provide MAD-XR for U.S. Navy MH-60R Helicopters CAE Press Release from Chris Stellwag Director, Marketing Communications, Defence & Security

AE announced on November 18, 2020 that it has been awarded a subcontract by Lockheed Martin to supply the CAE Magnetic Anomaly Detection-Extended Role (MAD-XR) System for United States Navy MH-60R Seahawk helicopters. CAE MAD-XR is a highly sensitive magnetometer designed to sense changes in the earth’s magnetic field and is used as a sensor to detect submarines. Lockheed Martin Rotary and Mission Systems is the lead systems integrator for the U.S. Navy’s MH-60R Romeo helicopter, which is the Navy’s primary anti-submarine and anti-surface warfare helicopter. Under terms of a Phase 1 Contract from the U.S. Navy, Lockheed Martin has responsibility to integrate the CAE MAD-XR into the MH-60R helicopter. CAE will provide the MAD-XR System and support Lockheed Martin with non-recurring engineering and integration services. Initially, a total of six MH-60R helicopters will be integrated with the CAE MAD-XR during Phase 1.

CAE MAD-XR is significantly more compact than previous MAD systems and will now be integrated on the U.S. Navy’s MH-60R helicopter for use in submarine detection.

“Over the past several years, we have conducted several trials with the U.S. Navy to confirm the capabilities of the MAD-XR System on the MH-60R helicopter,” said Thomas M. Kane, Director, Naval Helicopter Programs, Lockheed Martin. “Adding this to the MH-60R’s sensor suite will

further advance the capabilities of the world’s most advanced anti-submarine warfare helicopter.” The CAE MAD-XR is significantly more compact than previous MAD systems with reduced size, weight, and power requirements. This allows the CAE MAD-XR to be extended to smaller platforms such as unmanned aerial systems (UASs), helicopters and small fixed-wing aircraft. “The integration of our MAD-XR System on the U.S. Navy’s MH-60R helicopter is testament to its powerful magnetic detection abilities,” said Daniel Gelston, Group President, Defence & Security, CAE. “The MAD-XR System can provide defense forces with enhanced capabilities for operational missions such as submarine detection and search and rescue." About CAE CAE is a high technology company, at the leading edge of digital immersion, providing solutions to make the world a safer place. Backed by a record of more than 70 years of industry firsts, we continue to reimagine the customer experience and revolutionize training and operational support solutions in civil aviation, defence and security, and healthcare. We are the partner of choice to customers worldwide who operate in complex, high-stakes and largely regulated environments, where successful outcomes are critical. Testament to our customers’ ongoing needs for our solutions, over 60 percent of CAE’s revenue is recurring in nature. We have the broadest global presence in our industry, with approximately 10,000 employees, 160 sites and training locations in over 35 countries. www.cae.com-

Rotor Review #151 Winter '21

58th SOW Welcomes New Combat Rescue Helicopter to Kirtland Air Force Base

By John Cochran for 377th Air Base Wing Public Affairs https://verticalmag.com/press-releases/58th-sow-welcomes-new-combat-rescue-helicopter-to-kirtland-afb/

The “Jolly Green II” is named after the Vietnam-era HH-3E “Jolly Green” and HH-53 “Super Jolly Green,” whose crews pioneered the combat search and rescue mission. Air Force Photo

Brian Dicks, 512th Rescue Squadron Operations Officer responsible for the HH-60W training program. “Where the entire Air Force is moving into multi-domain – this gets us into that fight. We’re just finding more efficient, better ways to do the mission.”

he 58th Special Operations Wing at Kirtland AFB welcomed the Air Force’s newest combat search and rescue helicopter, the HH-60W “Jolly Green II,” on Dec. 17.of 2020. The “Jolly Green II” is named after the Vietnam-era HH3E “Jolly Green” and HH-53 “Super Jolly Green,” whose crews pioneered the combat search and rescue mission and will be used to train the Air Force’s aircrew members.

A new, one-of-a-kind, full-motion HH-60W weapon system trainer is also being tested here. Once fully certified, aircrew students will train in the simulator to enhance skills.

”This helicopter greatly increases our capabilities to train mission-ready aircrews and also provides better abilities for our 512th Rescue Squadron and the entire personnel recovery and special operations communities,” Col. Michael Curry, 58th Special Operations Wing Commander, said. “The diversity of aircrew training opportunities within New Mexico provides training conditions similar to current or potential operational conditions, ensuring Airmen are prepared for any worldwide mission they are tasked to perform. The HH-60W augments our current aircraft – the CV-22, HC-130J, MC-130J, UH-1N, TH-1N and HH60Gs.”

“The ‘W’ version is a modernized, more capable version of the ‘G,’ with updated navigation and avionics packages,” said Col. John Baquet, 58th Maintenance Group Commander. “Technology advances are light-years ahead of the ‘G,’ and have made improvements across all the different mission requirements this aircraft will face.” The HH-60W, manufactured by Lockheed Martin’s Sikorsky Aircraft Corp., features advanced and improved defensive systems, vulnerability reduction, hover performance, electrical capacity, avionics, cooling, weapons, cyber-security, environmental and net-centric requirements.

Members of Detachment 2 of the 58th Operations Group are part of the organization formed to on-board the HH60W under the 58th SOW.

The primary mission of the HH-60W helicopter will be conducting day or night combat search and rescue operations into hostile environments to recover isolated personnel during war.

“With this new aircraft, the aircrews that we train here will have increased situational awareness of the battlespace when they deploy with their operational units,” said Maj. Matt Johnson, Commander of Detachment 2, 58th Operations Group.

The HH-60W will also be tasked to perform military operations other than war, including civil search and rescue, medical evacuation, disaster response, humanitarian assistance, security cooperation/aviation advisory, NASA space flight support, and rescue command and control.

The 41st Rescue Squadron at Moody AFB, Georgia was the first operational unit to receive the HH-60W in early November. “It’s a leap forward in technology, between offensive and defensive weapon systems, crew survivability and the ability to plug into the fifth-generation hierarchy,” said Lt. Col. 25

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Industry & technology V-280 Clocks 200th Flight Hour before Third Flight Anniversary BY Dan Parsons Reprinted from Vertical Magazine, December 17, 2020

n the three years it has been flying, Bell’s V-280 Valor advanced tiltrotor has spent 200 hours in the air on more than 150 flights, amassing reams of data it will use to compete in the Army’s soon-to-be-launched search for a Black Hawk replacement.

“Since we started this essentially three years ago now . . . we’ve really had a targeted approach to this flight test activity to make sure we could prove out everything we said the V-280 could do,” Ehinger told Vertical. “What you’ve seen us do over the three years is us clicking off milestones.”

Valor remains a Bell aircraft, but developed in partnership and with some funding from the U.S. Army, which challenged industry to pitch the best, most capable replacements for the UH-60 Black Hawk that could be built relatively affordably with mature, available technology. For the relatively small amount of cash the Army threw at industry during the former Joint Multirole Technology Demonstration (JMR-TD) effort, it got a lot in return. Both Bell and its main competitor, a team of Sikorsky and Boeing, built and have extensively flown operational prototypes that demonstrate real-world combat-relevant capability at speeds well above any conventional helicopter.

Those milestones include both flying faster than 300 knots true airspeed and complex low-speed choreography. In recent months, at least 10 flights were completed with Army experimental test pilots — four different “XPs” have flown Valor — at the controls. It has demonstrated deploying troops by fast rope and multiple autonomous flights with no pilot at the controls.

Designed and perfected wholly in a digital environment, V-280 has flown without a hitch since it first lifted off on Dec. 18, 2017. The aircraft has been dutifully and without issue expanding its flight envelope and performance milestones ever since, said Ryan Ehinger, who was lead engineer on the V-280 through its flight test phase and now serves as vice president and program director for Future Long Range Assault Aircraft (FLRAA).

Rotor Review #151 Winter '21

All of the complex critical flight components of the V-280 — especially Bell specialties like the gearboxes, drivetrain and rotor systems — were deliberately designed with an eye to how they eventually would be produced at scale “reliably and affordably,” Ehinger said. That paid off in the reliability of the V-280 prototype that continues to fly with no grounding date in sight. In three years of flight testing, the aircraft has never experienced issues with its rotor systems or drive train, Ehinger said.

“It’s got a lot of life left in it,” Ehinger said. “We did not design an aircraft that can only fly 200 hours. It’s designed for a lot more than that. We will continue to work with the Army to see where they want to take it and any areas they want to get some test data.” “It’s the same aircraft,” he added. “We have added some additional things to it, but the drive trains and rotor systems are the same that have been flying the entire time. We added some software The Textron division Bell Textron Inc., showed off what the V-280 Valor tilt-rotor highto improve the handling speed aircraft can do, being developed as part of the Army’s Future Long-Range Assault qualities, an autonomous Aircraft (FLRAA) selection program. guidance computer, the distributed aperture system and a tactical data link, but we really haven’t had to go in and do “This program has been targeted towards reducing risk for a any wholesale changes to systems or components.” program of record and so it’s structured a little bit differently than you might going through a qualification or certification Recent demonstrations at the Bell Flight Research Center test program, in terms of how we’ve laid out the test points,” in Arlington, Texas included use of a newly installed tactical Ehinger said. “To take an engineering and flight-test team common datalink (TCDL) from Lockheed Martin and com- through all the processes that we took them through as quickpletion of sling load sorties involving multiple cargo lifts to ly as we did with 280, that’s really unique in its ability to set demonstrate the procedure and coordination of ground crew, up the foundation of a team prior to entry into a program of aircraft, crew chief, pilots and the behavior of the loads. record,” he added. “That makes us and the Army incredibly well positioned and uniquely positioned heading into FLRAA In the TCDL demonstrations, Valor successfully transmit- coming off these years of JMR-TD.” ted information between the aircraft and the ground station including basic flight data such as airspeed, altitude and attiThe Army does not intend for the competition to be full tude. Ultimately the TCDL should transmit targeting data to and open, as is usually required by law. It has determined indirect fire support for troops in contact with enemy forces. that “only two sources exist in the market space that have the capability and capacity of developing, manufacturing, testing, The V-280 also transmitted data collected by the onboard and delivering both prototype and initial production FLRAA” pilotage distributed aperture sensor (PDAS) system — sup- by 2030. plied by Lockheed Martin, it is essentially the same camera suite installed on the F-35 Joint Strike Fighter — that has In the final pitches, the Army is looking for cruise speed been flying on the V-280 for nearly a year. This real-time and combat radius estimates for an “air assault configuration” transmission included video of the sling load cargo. This com- flying at 2,000 feet in 85 degrees F (29.4 C) carrying a dozen bination allowed pilots, crew, and supervisors to monitor the 290-pound (131-kilogram) troops and four crew. sling load demonstration as if looking through the bottom of the aircraft, whether on-board or on the ground, as it does on Valor hit its namesake 280-knot speed milestone a little the F-35. more than a year after its first flight in January 2019. It has since flown at more than 300 knots true airspeed. Bell and the Sikorsky-Boeing Team both continue to work on refining their design as part of a competitive demonstration “When you design something digitally; when you do all the and risk reduction (CD&RR) contract awarded in March of analysis with your digital twin; when you project out what the 2020. The Army in December released a pre-solicitation for aircraft is going to be able to do in flight and then actually the FLRAA program that all but cemented V-280 and the achieve all that in flight, that gives a great level of confidence Sikorsky-Boeing SB>1 Defiant coaxial compound helicopter that we can do it again, tuned to whatever the Army final as the two competitors to replace the Black Hawk. requirements are,” Ehinger said.

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Deployed! Now What? Rim of the Pandemic 2020 By LT Jack “BRAD” Oberman, USN

n January of 2020 the HSC-21 Blackjacks were already preparing for the Rim of the Pacific Exercise, better known as RIMPAC. RIMPAC is an exercise meant to bring together all our allied Navies in a show of strength, unity, and comradery. Yes, we were bright eyed and bushy tailed – optimistic this would be the best summer of our lives. Plans were put in place to fly with the Aussies to execute a SINKEX and work with the Marines to conduct over land missions. We were even excited to just fly logistics runs to and from ships of all nationalities. Not to mention, of course, the untold shenanigans that would ensue over the long 4th of July weekend we would have free for liberty…but we all know what happened next. 2020 struck its first and most devastating blow – a global pandemic. In an instant, RIMPAC and all our summer plans were cast into doubt. First the Marines pulled out. Then other countries began to withdraw as well. But the show must go on – this was our chance to prove to the world the might of the US Navy and her allies could not be stopped even by a plague. This is how we, the Blackjacks, contributed to that fight and demonstrated to the Navy that the HSC Community is always prepared to adapt to accomplish the mission. First, RIMPAC was delayed by almost two months and shortened to account for an all surface exercise with the mighty USS Essex (LHD-2) spearheading as the flagship. Of course, with her new responsibility, it became the utmost priority that we do not bring any traces of COVID-19 onboard. This meant we would begin the long process most of us are now Rotor Review #151 Winter '21

well familiar with in 2020: Restriction of Movement (ROM). Throughout the year we’ve seen many variations of ROM, from as easy as staying home from work for two weeks to as strict as quarantining in a hotel room where every meal is dropped off in styrofoam packages. Neither of these extremes were a viable option for us. Being required to ROM at home or in a hotel for weeks on end would prevent us from keeping our flight currencies, accomplishing milestones for next summer's deployment, and performing much needed maintenance actions to ensure our aircraft were ready to perform underway. As always, we Blackjacks are solution oriented – and the answer was simple: ROM and continue to work at the same time. That is right, to stay operational our detachment moved into hotels and took over HSC-6’s empty hangar while they were on deployment. We completely separated ourselves from Home Guard and essentially became a new squadron on the seawall. Each Sailor was given their own hotel room at the Navy Gateway onboard Naval Amphibious Base Coronado and we caravaned to and from our new squadron spaces in duty vans. Meals were dropped off outside our hotel rooms and at squadron spaces depending on where you signed up for in the google doc the night prior, allowing for flexibility with the flight schedule to ensure everyone was fed. In theory, it was a perfect system with everyone is in quarantine and working and being fed, but it only took a few days for the flaws to shine.

With only four duty vans, the logistics of moving all the day and night check maintenance personnel, the aircrewmen, and the pilots became quite the puzzle. Assigning a duty driver meant we would have one less person working on the aircraft or being available to fly. Additionally, while the sign up for where you want your food delivery was a great idea – it did not feel so great when you woke up in the morning after flying until 2 AM only to find you had forgotten to switch your meal delivery from squadron spaces to your hotel room. Not to mention there were no gyms and we were not even allowed to go for a run by ourselves with masks on. Morale quickly sunk to an all-time low. We were kept away from our families. We were working as hard as ever and being fed mass produced galley food in styrofoam boxes that was cold and soggy by the time it got to you. Our Home Guard leadership saw this happening and stepped up – they provided a box at the quarterdeck where family and friends could drop off care packages that would be delivered with the next meal delivery. The CO, XO, and CMC also dropped off food for cookouts so we could grill and have some delicious warm food for a change. JO’s from Home Guard took it upon themselves to make daily NEX runs for us, picking up almost anything requested by our sailors and dropping off a receipt to be reimbursed via Venmo. Next to the hangar was an open lot that we transformed into a makeshift outdoor gym. Sure, all we had was a couple of dumbbells and a medicine ball, but it served the purpose and allowed our Sailors to get out and get moving. The biggest morale boost though was when the entire detachment came out on their balconies after working a long day, blasted music, and had the most socially distanced party you have ever seen. Luckily, there was only one tenant at the hotel besides our detachment, and even he came out on his balcony during the festivities. All in all, our maintenance team was able to accomplish a major phase inspection and over 100 special inspections while in our modified ROM. Additionally, we flew over 20 pilot and aircrew ACTC events and completed two HAC Boards via Zoom. This demonstrates the true dedication the Blackjacks have towards accomplishing the mission. The biggest takeaways we learned for the next working ROM into deployment scenario are to try and get more duty vans to help with the logistics of moving everyone to and from work, trying to get kitchenettes in as many hotel rooms as possible, or at least microwaves, to allow for Sailors to warm up their food, and to conduct our COVID-19 testing at the beginning of the ROM. Unfortunately, at the time, there were not enough COVID-19 testing swabs available and we were forced to wait until the last few days of our three-week ROM to conduct our tests. This revealed that we had three asymptomatic positive cases – forcing them to go into another two-week quarantine. Thankfully, due to our social distancing and mask requirements, we were able to prevent any spread

or outbreak in the detachment. If we had been able to test at the beginning of the ROM, we would have quarantined COVID-19 positive personnel much sooner and would not have been undermanned for the first two weeks of RIMPAC – as they were required to fly out to Hawaii and meet us after their quarantine. After three long weeks of ROM, the day arrived and we flew onto the Essex. Our mission had changed, there were no longer any other air assets onboard with us except some WWII aircraft that the ship was charged with delivering to Hawaii for VJ Day. Our regular plane guard mission was no longer required. Instead we maintained a MEDEVAC alert with procedures specifically put in place to transport COVID-19 positive patients to the hospital facilities onboard the LHD until they could be taken to a shore-based facility. These procedures were rehearsed multiple times with both aircrew and members of the medical team onboard. Additionally, we maintained our regular status as a logistics support platform, making runs to and from multiple ships engaged in the exercise as well as shore based runs. COVID mitigations onboard the ship were much like mitigations anywhere else in the world: face masks were required, seating was limited to every other space at meals, and the gym was closed. These precautions helped prevent the infection's spread onboard the ship on the off chance an asymptomatic sailor had a false negative test prior to embarking. While these mitigations were reasonable, it didn’t change the negative impact they had on morale. With the gym being closed, especially, there was no outlet for Sailors to get away from work – if only for an hour. Sure, there was the flight deck to go work out on, but with a daily flight schedule there was limited opportunity to make your way out and into the sun. The ship’s leadership did their best to increase morale with beer on the pier, as there was no liberty allowed while we were in port. They served good old Bud Light and Kona Beers, it was better than nothing and really did make a difference in the quality of life while we were in port. Overall, the underway itself was not too different than most any underway beyond COVID mitigations and lack of liberty in port. The real difficulties that we faced and overcame were in the ROM process, where the Blackjacks proved that not even a pandemic can stop the HSC Community from operating. The credit all goes to our Sailors, whose resiliency and perseverance kept us in the fight. We will be ready for whatever curveballs 2021 throws our way.

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DOGBOX Established: HSM-48 Detachment Four “Man O’ Wars” Conducts Record REXTORP Training Exercise at Sea By LT Marina Leynse, USN

REXTORPs during Torpedo Exercises involving the MH-60R. Lacking external recovery options, PSE and HSM-48.4 had to develop a complex plan that minimized the risks to untrained personnel and loss of a REXTORP, while maximizing training and mission accomplishment.

n 11 July 2020, HSM-48 Detachment Four (48.4) and USS Philippine Sea (CG-58) successfully conducted a Torpedo Exercise (TORPEX) during Philippine Sea’s (PSE) Surface Warfare Advanced Tactical Training (SWATT) Exercise. Together, they successfully fired and recovered 4 x MK-54 REXTORPs in rapid succession. HSM48.4’s three torpedo employments completed their AntiSubmarine Warfare (ASW) pre-deployment readiness requirements during a highly dynamic COVID-19 deployment schedule. This event marks the first time an HSM Squadron has deployed and recovered multiple REXTORPS during an at-sea work up period.

We faced many planning challenges in this exercise: weather diverts, personnel limitations, absence of backup days, and a lack of lessons to use from other exercises. PSE only had one Sailor on board that had ever recovered a REXTORP, and the ship was limited to single Rigid-Hull Inflatable Boat (RHIB) operations at the time. I believe that the preparation we put in place prior to the event was what made this unprecedented operation successful - multiple planning sessions, training exercises, and dry-runs helped ensure that we were ready to deploy and recover the REXTORPs. The ship/air team imposed a strict schedule: all REXTORPS would be banded and staged the night prior in order to shorten load times. The hard deadline for the final shot had to be 1800L in order to ensure sufficient daylight to recover the remaining torpedo. Each recovery required at least 2 hours to complete, and the next weapon couldn’t be launched until the last was recovered. Consequently, continuous RHIB operations had to be

Executing a dynamic and multifaceted evolution in the maritime environment required extensive planning and coordination from both air and ship teams. In total, this exercise took over three months to coordinate and approximately 8 hours to execute. In order to complete the event, a total of four MK-54 REXTORPs had to be employed – three air-launched and one launched from PSE’s Surface Vessel Torpedo Tube (SVTT). For this exercise, Target Support Vessels (TSV) were unavailable – TSVs or recovery helicopters are always scheduled to recover expended

Venom 507 deploys a MK-54 REXTORP during USS Philippine Sea’s SWATT Exercise

Rotor Review #151 Winter '21

HSM-48 Detachment 4 “Man O’ War" aboard USS Philippine Sea (CG 58)

conducted concurrently with Tactical Flight Quarters in order to make recovery time more efficient.

With the limitation of one torpedo in the water per recovery, Venom 507 orbited and waited for the RIB Team to complete the recovery alongside PSE. The aircrew then fired the second REXTORP. This flow of events allowed for maximum efficiency between torpedo drop and recovery times. Due to a last minute change in the ship’s schedule, PSE shot their torpedo third, while Venom 507 was shut down on deck (uploading the final torpedo). After the recovery of PSE’s REXTORP, Venom 507 launched and fired the last weapon without incident. All REXTORPs were successfully deployed and recovered during the eight hour operation.

The Man O’ War’s maintenance and ordnance team, along with PSE’s crew, flawlessly executed the banding, staging, and upload of the MK-54 REXTORPs. Venom 507 was initially loaded with two torpedoes to minimize loading times and delays on deck. After the first scheduled Flight Quarters and the launch of VENOM 507, the RHIB Team deployed and positioned themselves at a safe distance from the drop area. The first weapons release was a success. Venom 507 circled back and marked-on-top of the expended REXTORP, deployed a MK-58 Smoke to assist the RIB Crew with visually acquiring, and conned the RIB Crew in via the radio on a maritime frequency. While the REXTORP was being recovered, Venom 507 landed, crew swapped, and re-launched.

Meticulous planning and careful execution allowed for all members of the Air Detachment and the Crew of the USS Philippine Sea to safely and efficiently meet their predeployment requirements. Although this type of exercise is atypical, I feel that it should become more common. Ships and embarked Air Detachments will not only gain experience, but also employ torpedoes in a manner that is tactically relevant. We should train like we fight!

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Deployed! Now What? BATARG 2020 What a Sea Combat Detachment Is, and What It Can Be By LCDR Tim Washburn, USN

here is no arguing about the churn surrounding the near-term future of HSC, but it must be mentioned that HSC involvement within the ARG/MEU structure is not going anywhere anytime soon. Historically, this has been but a small percentage of the overall HSC work product, but it is currently somewhat of a blank canvas with room to grow in several directions and an opportunity to employ our aircraft and aircrew in manner toward which the community has been training for almost twenty years. The three-aircraft Sea Combat Detachment is here to stay, whether on a LHD or CVN, but this is not a contraction of our capabilities. Rather, the detachment concept, as proven by the recent gator deployments, still highlights the core pillars and wide flexibility that our aircraft and crew bring to the battlespace.

December, 2019 saw the Tribesmen beginning their journey with the BATARG and commencing their Atlantic transit after a short week of DLQs for ACE pilots to reestablish their currency. By the end of the month, the typical deployment irony hit the BATARG head-on. The death of General Suleimani saw the BATARG essentially trash its deployment plans and head directly for the Suez Canal. Come midJanuary of 2020, the BATARG was firmly established in C5F kicking off its first SUSTEX in Aqaba, Jordan. The Tribesmen conducted actual Degraded Visual Environment (DVE) training (which is tough to come by in a HSCWL squadron) via FARP operations where MH-60s took fuel from USMC fuel trucks. Late January and into February saw HSC-28.4 utilized in more traditional roles escorting the ARG/MEU through the BAM and SOH putting a USN big-deck group into the Arabian Gulf for the first time since the death of Soleimani. February saw some of the unique challenges that Sea Combat Detachments will face on an ARG/MEU. Live-fire currency can be accomplished with overwater ranges, but there is no getting around DVE/UPL (Unprepared Landing) currency. ACE pilots have similar currency requirements, but force laydown often works against HSC. The UH-1Y has shorter fuel legs, but will likely operate from the LPD, which will push geographically closer to UPL ranges. The LHD will carry the V-22 and H-53 aircraft, which have much longer fuel legs than the MH-60S, so the LHD may not be willing to push close enough for MH-60S to reach the UPL ranges unless there are other objectives. Leveraging these opportunities and becoming familiar with Camp Buehring in Kuwait and Al Udeid AFB in Qatar, how to operate there, and how to fuel there, kept our currency green for the duration of our time.

BATARG 2020 July 2020 saw the HSC-28.4 “Tribesmen” complete a 7-month deployment embarked on the USS Bataan (LHD5) in support of Amphibious Squadron 8 and the USMC 26th MEU. The three aircraft and 55 personnel executed over 1,450 flight hours across more than 450 sorties spanning three AORs. The deployment encompassed the trying times following the death of Iranian General Soleimani and incredibly challenging times surrounding the COVID-19 outbreak, and follow-on pandemic. Throughout it all, the Tribesmen continued operations in some of the world’s most contested waters, conducting the entire gamut of HSC mission sets – from Night Plane Guard to Joint Close Air Support Training. This deployment started like any other 21st century deployment, with a compact and crowded work-up schedule. However, unlike many other work-up cycles, the ARG/MEU pre-deployment training plan is where HSC not only perfects through practice, but also builds and harnesses relationships within the ARG/MEU organization. The Expeditionary Operations Training Group (EOTG) is a loose USMC equivalent to the CSG-4/15, and they embraced HSC participation. HSC-28.4 used the USMC EOTG-based exercises, including MRF HVBSS School, Aerial Sniper course, and Realistic Urban Training to showcase the HSC ability to perform HVBSS, CAST, CAS, Aerial Sniper, and DA. Working within the USMC training construct helped HSC build trust and confidence with the Maritime Raid Force, MEU S-3, and the MEU Air Operations Officer - trust and confidence that paid enormous dividends once on deployment.

53 and 60S on deck

Rotor Review #151 Winter '21

USS Hershel “Woody” Williams (ESB 4)

The Curious Case of the ESB - HSC-28 Det 1 By LT Christian Amelia, USN

s the Navy continues to modernize its surface fleet and employ existing platforms across new mission sets, it is critical to evaluate the manner in which Naval Aviation assets can integrate to form an effective naval fighting force. It is with this ideal that the HSC-28 Detachment One “Ghostriders,” primarily stationed in Naples, Italy in support of the USS Mount Whitney (LCC-20), went aboard the USS Hershel “Woody” Williams (ESB-4) on a first-of-its-kind deployment.

For the rest of the deployment we worked our way down the West African Coast to the Gulf of Guinea, an area which is sure to see an increased Navy presence in the future. The Gulf of Guinea has quickly become one of the most piracy-prone areas in the world. During the transit, our detachment and ESB-4 completed multiple SAR exercises, ship maneuvers, and communication and radar exercises with coastal African nations’ coast guards and militaries, laying the groundwork for future integration with our partners in the region. The communication and radar exercises were of supreme importance as they will allow the Gulf of Guinea nations to work in a more cohesive manner to identify and track suspected pirates, suspicious maritime traffic, and illegal, unreported, and unregulated (IUU) fishing. COVID was of course a limiting factor in our ability to complete more complex exercises with these nations. In the future, the ESB and aviation assets embarked could certainly perform high level training with the very competent militaries of the area.

The Expeditionary Sea Base (ESB) is an interesting platform, both visually and conceptually. With a large openair mission deck, flight deck, and super-structures both fore and aft, it is surely a vessel to admire. Not to be outdone by its fascinating visual appearance, the ESB’s concept of operations and technology highlight the high-end fighting capability that will be crucial for continued maritime success in the future. Primarily developed for Special Operations support and Airborne Mine Countermeasures, the ESB could potentially be the premier platform for the MH-60S to employ all of its various mission sets and capabilities, to include the MQ8B/C.

In all, the first MH-60S deployment aboard the Hershel “Woody” Williams was an experience rich with lessons learned. At its core, the capabilities of the ESB should greatly pique the interest of the MH-60 Community. HSC-28.1 spent 79 days embarked, flew 127.5 hours in support of operations with various US SOF elements, Morocco, Senegal, Ivory Coast, and Ghana. The “Ghostriders” performed three MEDEVACs - one of them life-saving - and flew two dissimilar formation flights with an Italian NH-90 and a Spanish SH-60B, all while maintaining a 98% sortie completion rate with a single aircraft. The ESB will need to continue to develop and define their role within the overarching goals of the National Defense Strategy and HSC-28.1 has proven that the MH-60 should be right alongside it for the creation of the roadmap.

After a successful onload, our detachment departed Naples for Souda Bay, Greece where the ship embarked a SEAL Team, Special Boat Team, and Air Force 352nd SOW CV-22s to prove the interoperability of these various entities aboard the ESB. For the next two weeks, our detachment successfully integrated with all of the embarked units, employing TTPs we regularly practice in training. We completed day and night CASEVAC hoists from Combat Craft Assault (CCAs), sniper shoot evolutions, fastrope insertions to the flight deck of the ESB, and sniper overwatch for a simulated Helicopter Visit, Board, Search, and Seizure (HVBSS).

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Deployed! Now What? Wild, Wonderful, West Virginia By LT Garrett Webster, USN

An MH-60S Sea Hawk attached to Helicopter Sea Combat Squadron (HSC) 9 lands at the rally point during a combat search and rescue training exercise. Photo by MC2 Michael B Zingaro, USN.

elicopter Sea Combat Squadron Nine (HSC-9), based in Norfolk, VA, recently completed a detachment to Charleston, WV to conduct training and evaluate the region for its potential as a recurring training location for future Naval Aviation squadrons. Operating out of the Capital Jet Center and Air National Guard Base at Yeager Airfield (KCRW), HSC-9 was able to develop elaborate and realistic training scenarios for Personnel Recovery and Special Operations Direct Action missions to complete more than 60 pilot and aircrew Air Combat Training Continuum events, enabling 11 pilot and aircrewman level upgrades in just eight days of flying. In short, the detachment was a huge success.

The challenging terrain is complemented by the lower altitude West Virginia provides compared to the higher elevations in Fallon. This permits significantly larger power margins for the aircraft, granting crews a much wider handling envelope within which to operate. Additionally, the proximity to the Hampton Roads area allows squadrons relatively easy access to their home base in the event that extra resources are required, such as flying out an additional aircraft or aircrew. The proximity to home also lends potential to integrate with other air and ground platforms for the development of integrated tactical scenarios. These concepts offer a solid foundation with which to build relationships between local squadrons and even expand to joint operations to include Air Force assets locally based in Charleston.

Operating in West Virginia allowed aircrew to gain valuable experience in mountain flying, many for the first time, without making the extremely long and resource intensive trip to Fallon, NV for the typical Air Wing Large Force Exercises. Due to the mountainous terrain, the surrounding area is extremely rural, with only sporadic small towns dotting the countryside. The crews were able to take full advantage of the terrain and work to expand their abilities in the challenging environment by flying nap of the earth through winding river valleys and constantly varying terrain. In addition to the general terrain, HSC-9 was granted access to several abandoned coal and mineral mines to serve as training areas. A large part of the squadronâ&#x20AC;&#x2122;s mission was to survey these training areas for their usefulness to future squadron detachments. The out-of-service mines offer a virtual playground of pinnacle landings, degraded visual environment, one and two-wheel landings, and complex terrain, forcing the crews to conduct landing zone evaluations on the fly in order to safely land their aircraft. These new and multifarious conditions create excellent training opportunities for aircrews to fly and expand their capabilities in order to better handle the potential contingencies of a real-life mission. Rotor Review #151 Winter '21

MH-60S from HSC-5 conduct inland water rescue training with the West Virginia National Guard Swift Water Rescue Team. Photo credit: West Virginia National Guard photo by Edwin L. "Bo" Wriston. Copyright: West Virginia National Guard

Helo Squadron Joins West Virginia National Guard for River Rescue, Survival Training in Mountains From Commander, Naval Air Force Atlantic Public Affairs

"Having this type of opportunity to work with our Navy partners helps to prove and validate the operational capabilities of our swift-water rescue team while working in a joint environment, just as we would be doing should we be tasked to deploy to a disaster area,” said Hatfield. “It's a win-win for everyone and a model we hope to carry forward."

.elicopter Sea Combat Squadron (HSC) 5 is training with the West Virginia National Guard in multi-day water survival and rescue in the Appalachian Mountains through Oct. 30. The squadron, known as the “World Famous Nightdippers,” is based at Naval Station Norfolk, Virginia. HSC-5 pilots and aircrew are training for Special Operations missions, close air support, and personnel recovery, including inland river rescue and combat search and rescue integration. First responders from the West Virginia National Guard are sharing their water rescue knowledge and experiences with Navy pilots and aircrew from HSC-5.

This type of training befits the squadron’s mission to “Rescue, Protect, and Deliver." HSC-5 is training in the same location as HSC-9, the “Tridents." HSC-9 conducted unit-level training in late September but did not have an opportunity to train with elements of the West Virginia National Guard.

HSC-5 Commanding Officer, CDR Chandra Newman, discussed the value of the training for all involved. “Search and Rescue is a core mission for HSC, so any chance to enhance and hone our skills in the Fleet is valuable training for all hands,” said Newman, who added that the HSC-5 detachment will be focusing on tactical readiness for pilot and aircrew advanced qualifications. “The training ground in West Virginia provides opportunity not readily available in the local Hampton Roads area," she said. "The close proximity of the operating areas from Yeager Airport make an efficient use of the resources for dedicated time in the terminal area in an environment best suited to meet our training needs." CDR Tom Van Hoozer, HSC-5 executive officer, discussed the benefits of training with service partners. “Our squadron brings years of experience gained from conducting high-water rescues and open ocean rescues to this training and we look forward to learning from our West Virginia National Guard counterparts,” said Van Hoozer. The West Virginia National Guard's director of Joint Operations agreed. "We are truly excited to get to operate with the U.S. Navy and HSC-5 to conduct this level of joint forces training," said Col. Walter "Wally" Hatfield. This this type of training provides Navy pilots and aircrew a unique opportunity to work in an inland riverine environment, he added.

The training area provides HSC squadrons access to over 25,000 acres, covering areas that include former coal mines, as well as mountains and rivers. Capt. Nathan Ballou, commander of Carrier Air Wing (CVW) 7, discussed the inherent benefit of training with interservice partners. “There is a great deal of interoperability and information exchanges that our forces can gain from training together in this type of environment, and the support received from the West Virginia National Guard has been outstanding,” said Ballou, who visited the training area to see firsthand the quality and benefit gained from joint engagements. “In addition to the integration with other services, during this detachment the Nightdippers will execute unit level training on 90 different evolutions gaining currency, qualifications and proficiency for their aircrew and maintainers that increase the mission effectiveness and readiness of the entire Air Wing.” Many of the skills learned in this training are transferable to other mission areas such as Defense Support of Civilian Authorities (DSCA), Humanitarian Assistance / Disaster Recovery (HA/DR), Maritime Interdiction Operations (MIO), and Non-Combatant Evacuation Operation (NEO). “The intent of this training is to produce experienced and qualified aircrews ready to meet all mission areas assigned to HSC and increase the greater force lethality for combat operations or humanitarian needs worldwide,” said Newman.

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Deployed! Now What? Lessons Learned

By CDR Michael Short, USN

eployed. Now what? Time to take the opportunity to learn a few things about yourself, those around you, and the Navy. In 1998, I was the most junior of three Aircrewmen on HSL-51 Detachment 3, embarked on USS Thach (FFG 43). It was a two SH-60B det and being the only Forward Deployed HSL squadron we had a very fluid schedule. For my first underway I was sent down with the maintainers the day before the fly on. I helped them stow their gear and get the hangars ready for the birds to arrive early the next morning. As I was heading to get the Det's Operations Office set up, the maintainers redirected me to liberty call. I knew the birds were not recovering until 1000 the next morning. I would have plenty of time to set up the computers and printers and get Opoerations Office up and running. Yes, in the late 90s we had to bring all our own IT setup. I had never been out with this group of maintainers and wanted to fit in and be part of the group. Plus, I had heard all the stories of a night out on the Honch and how it was a right of passage for any young Sailor. Like most AWs I did not hold back. In fact, there are a few things I remember about that night.

First Lesson: Life is worth remembering. Being too drunk leads to holes in time!

I woke up in my rack. Not sure of the time. I just wanted the room to stop spinning! I got up and made my way up to the operations office. Small office between and above both hangars. I was able to get the computers and printers out, but that was about it before the room would not stop spinning. I had to get some air. Just aft of the office was a hatch that led to the weather deck. I found myself wandering up that ladder well to the outside. Fresh air!! I wandered aft to where there was a life jacket locker just before the aft Phalanx. There was a small walkway in between the locker and the one-armed bandit. I laid down and passed out face down on the nonskid. I woke up the next morning when I heard the 1MC call away Flight Quarters! Half my face looked like hamburger and the other half just hurt! I rushed down to berthing and quickly got cleaned up! Next to nothing had been put away in the operations office. I rushed back up stairs to start working on getting it put together. By then one bird had recovered and they were folding it. Being FDNF, we did not have Week One Work Ups, (WOWU) requirements because we never stood down and the crews were all current from DLQ periods and only a few weeks since the last underway. The middle crewmen, AW2 Darrin Droll, came up to the shop to find me frantically trying to set things up. He stood there and Rotor Review #151 Winter '21

USS McInerney ( FFG 8) .and the ARM Cuauhtemoc, the Mexican sail training ship

laughed. I think he knew that when AW1 Jim Toler landed that I was in for a world of hurt! Oh, and I was! AW2 helped me finish the set up and he started working on the next dayâ&#x20AC;&#x2122;s airplan by the time AW1 arrived. Well AW1 Toler could smell the booze on me. Being a man of few words, he told me to go get my PT gear on and meet him out on the flight deck.

Second Lesson: What interest's my Boss, fascinates me!

AW1 Toler was also one of my SAR School Instructors. He was one of those individuals who could PT longer, harder and with more intensity than anyone else! In the shop, I learned so much from him and learned that he enjoyed every aspect of being a Sailor. From the hard PT to the hard drinking, I learned that neither ever should get in the way of the other! That fateful morning he PTâ&#x20AC;&#x2122;d me till every drop of booze and had been sweated out of me or I had thrown it up.

Third Lesson: A lesson learned through pain will stay with you for your entire life!

I still talk to AW1 Toler to this day and I attribute much of who I am to him. I could have been put on report. I guess I should have been put on report. He took care of me and showed me that making a mistake was ok, but you will have to pay the price for the mistake. That time it was a lesson in pain. Next time, it would be a report chit and the end of my career. Fast forward to April of 2008, I am part of HSL-44 Detachment Eight as the Det Operations Officer, embarked on USS McInerney (FFG 8) heading to the Eastern Pacific to support the war on Counter Narco Terrorism. I was one of three second pilots (H2Ps) on the det. I was the most senior H2P and I had also been a prior crewman in the 60B.

We sat down for our first mock HAC Board and all three of us realized how much we did not know about what it took to be an aircraft commander. I had been an H2P in the command for almost a year at this point and I had relied on prior knowledge to get me by. Nick Rongers, Matt Berthold, and I developed a plan and together we got each other smart. Aircraft wise, I helped them and book smarts they helped me. Together, we collectively became the strongest 2Ps and aced the HAC process upon return. More importantly we became friends.

direction of the most amazing country kitchen. We had the crew day, so we took our time. After lunch we returned to the airport. The front had passed, and the weather turned CAVU. We completed the event and everyone slept in their beds that night. Pushing it could have resulted in loss of aircraft and crew.

Fourth Lesson: Cooperate to Graduate! Work together and build a strong team!

I know it sounds clichĂŠ, but experience is the true teacher. I am sure there will be people that will disagree with me about this, but you learn more through failure then you do trying to impress your boss or your Commanding Officer. Use your tools at hand to mitigate risk and trust in your training to execute. Also, you are a product of your environment! Excellence will result in success. So, like Skipper Bick says: Work Hard, Follow the Rules, Communicate, and Take Care of Each Other!

Its 2011, I am an HT Instructor returning from a weekend CCX from Nashville to NAS Whiting Field. Jared Slabicki was the IP in the other aircraft. It was wintertime and it was cold. We had looked at the weather and a cold front was moving through the area. Instead of doing the long route back to Whiting, we chose the short direct route to get home. We had saved the VFR Nav and Night Flight for the return trip. About an hour out of Nashville, we encountered a strange layer that was pushing us lower. As a section, we both decided to turn around and head back to Nashville. Unfortunately, upon turning around, we noticed we were socked in by weather. We contacted FSS looking to get an IFR pickup and head back legally. But looking at the outside air temperature gauge, we both noticed that we were close to icing conditions and taking a two bladed helicopter anywhere near icing was not a good idea. We hit the nearest button on the GPS and found an airport. We landed and got some gas. FBO was kind enough to point us in the

Fifth Lesson: Have an out. Never fall in love with a plan! Lesson attributed to Heat (1995)

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Deployed! Now What? Obstacles and Challenges on IKE

By AWS1 (NAC/AW) Thomas C. Joyce, USN - HSC-7

ll deployments come with their fair share of obstacles and challenges that are usually felt throughout various levels of the chain of command. More often than not, transitioning from a dynamic work up cycle where squadrons focus on training production and readiness, to deployment where commands focus on sustainment, is felt as just that. Once finally on deployment, it is often asked “where do we go from here” or “what do we do now?" This is something that troubles both commanders and aircrew in a training pipeline alike. The reality is, each and every aspect of a deployment will have a different answer to the effects of syllabus and career progression, and it takes an all hands effort to find ways to overcome these challenges. For Naval Aircrewmen, outside of flying the mission, our job mostly revolves around training, both on the ground and in the aircraft, balancing multiple syllabi. While shore side at home guard, we have the flexibility to tailor each flight schedule to fulfill the training we need to ensure syllabus progression. However, underway that’s not always possible as we need to meet the mission of the operational commanders and Navy first. In my experience with deployment and overcoming obstacles, some are more difficult than others, and our last deployment was no exception. My command, HSC-7, is a CVW helicopter squadron outfitted with eight MH-60S aircraft, split between a supply detachment aboard the USNS Robert E. Peary and the USS Dwight D Eisenhower. Like most commands, we strive to reach readiness requirements in work ups and plan ahead for unique training opportunities while underway. This generally consists of maximizing Unit Level Training (ULT) opportunities in the maritime environment and capturing overland requirements, while operating in Joint training exercises or during Terrain Flight (TERF) landing requalification flights. We would soon find out on deployment that our plan would not come to fruition. Enter the COVID -19 Pandemic. Faced with a laundry list of unknowns, command leadership quickly realized they had an uphill battle ahead. Our original plan for deployment was to operate in 6th Fleet AOR, participating in multiple Joint training exercises, and swapping out our supply detachment aircrew halfway through deployment to help spread training opportunities and experience while operating on both the carrier and supply ship. Unfortunately, COVID-19 precautions limited these options. The command was not able to participate in the Rotor Review #151 Winter '21

planned Joint training exercises, the USNS aircrew were not allowed to swap out and we shifted operations to the 5th Fleet AOR. Additionally, the command was not able to receive prospective gains onboard, leaving leadership to manage a 13% manning deficit on the carrier, while maintaining a full flight schedule filled with operational tasking. This forced yet another challenge to manage, establishing a home guard beach detachment and the training progression for new Pilots and Aircrewmen not able to travel out to the ship. Maintenance would also feel the strain with the supply chain hit hard by COVID, struggling to keep up with aircraft maintenance requirements, limiting ULT training opportunities due to lack of aircraft availability. On board the mighty IKE, the command would regroup and work through the challenges. Problems were met with solutions and training was back underway frontloading most academic prerequisites and ground lab evolutions, getting as far ahead as possible. Interactive Course Ware (ICWs), Learning Objective Reviews (LORs) and Labs built

the baseline knowledge required for execution of flight evaluations. The primary focus quickly became training in the maritime environment and flight events with Air Wing support would allow for realistic training and forced integration of VFA and HSM squadrons, helping build readiness and syllabus progression across the Wing. The Utility Aircrewman Syllabus was another critical training area where we saw success Through both operational and training missions, we executed every flavor of PMC and SAR mission sets, leaving the shop 100% flight card complete in the Utility Aircrewman syllabus. Unfortunately, COVID-19 limitation continued throughout deployment and there was never any opportunity to fly overland to accomplish this portion of the training syllabus or the ability to maintain overland readiness requirements.

(and anyone thatâ&#x20AC;&#x2122;s deployed before knows that these methods of communication are not always the most reliable while underway). Then, trying to coordinate times for groups, or specific personnel to be available for a call, or a teleconference was an obstacle in itself, all this being done while meeting operational mission requirements. Once again, the detachment would rise to the occasion and complete all Crew Served Weapons Qualifications for its six aircrew, account for all ground training requirements, and progress all Aircrewman in their Utility Syllabus. After a long 206 consecutive days at sea, we would return to home port successful in accomplishing our mission. Even though all training goals were not met, the squadron excelled in taking advantage of every opportunity to complete training. This wasnâ&#x20AC;&#x2122;t always in a traditional manner or straightforward, but when forced to adapt and overcome, every flyer stepped up to maintain training standards, and help offset the training required to be accomplished upon return to home port in order to turnaround and deploy five months later. As stated, each deployment comes with its own set of challenges and we always go into it with a plan. The real challenge is how you overcome adversity and find a way to succeed. As a community we stress the ability to be flexible and to adapt to what is happening. This last deployment definitely put that to the test.

However, opportunities on the USNS did not come as easy. What seemed like an easy task, completing the necessary training and flight events turned out to be much more difficult when isolated from support. Working through limited opportunities to conduct night flights and training sorties, flight card progression was minimal. Additionally, the detachment had to find ways around not being able to physically interact with anyone outside the current ship you were assigned This came in the form of emails, teleconferences, phone calls, and waivers as needed

Pulling Chocks If you are transitioning from Active Duty, then NHA would like to acknowledge your service in a section of Rotor Review which we call "Pulling Chocks." We would like to capture what you did in the Navy and let your shipmates know what your next adventure will be. Please send us an email at rotorreview@navalhelicopterassn.org and we will go from there. . Pictures you want to share are welcome and encouraged.

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Deployed! Now What? Aaaaalways Ready! Exercises, Testing, and Training for Future AMCM Success By LT Richly Babauta, USN

SC-28 continues to hone its Airborne Mine Countermeasures (AMCM) mission set by participating in Mine Warfare Exercises (MIWEXs), Test and Evaluations, and proof of concept operations. As the operational HSC AMCM Squadron of the East Coast, the squadron’s AMCM recent and future travels display the importance, as well as globalization, of the Mine Warfare (MIW) mission set. A multitude of exercises, test events, and training opportunities have provided useful feedback for the Fleet and program offices, while also creating valuable training opportunities in the production of qualified AMCM aircrews. Naval mines are widely proliferated. They have a proven lethality track record and a low price tag. While up against roughly 3,000 Soviet-laid mines in and around Wonsan Harbor during the Korean War, Rear Admiral Allan E. Smith said, “We have lost control Naval Aircrewman (Helicopter) 1st Class Ben Chellew, left, and Naval Aircrewman of the seas to a nation without a navy...” The (Helicopter) 2nd Class Meriah Romo, assigned to the "Ghost Riders" of Helicopter naval mine threat cannot be ignored, and will Sea Combat Squadron (HSC) 28, conduct a Search and Rescue exercise onboard continue to mandate that MIW remains a an MH-60S Sea Hawk, Dec. 12, 2020. U.S. Navy photo by Mass Communication Specialist 2nd Class Austin Ingram, USN. focal point in large scale exercises and training events for years to come. Further development of future MCM systems as well as tactical integration with submarine warfare as enablers for amphibious operations, current systems will be the key to success in combating this and those are two highly technical and advanced forms of threat. warfighting that have really embraced available technology and autonomy to achieve what they need to achieve.” During a recent combined Helicopter Advanced Readiness Program (HARP) held in Key West, HSC-28 worked During the Mine Warfare Readiness and Effectiveness alongside HM-14, HM-15, MCMDIV 31, HSCWSL, and Measurement (MIREM) sorties flown in the Chesapeake HSCWSP to prosecute simulated minefields in a scenario- Bay this year, HSC-28 compiled information using both the driven capacity. The AMCM assets were given scenarios ALMDS and AMNS Systems. The overall goal of the program drawn from real-world instances of choke points and shipping is to measure realistic performance data and proficiency of lanes targeted by enemy mine layers. The HARP event was systems, sensors, and personnel while in a simulated, training a critical chance for HSC crews to learn lessons from the environment. The teams involved were able to recreate sensor HM Community and draw from their corporate knowledge. tracking issues previously experienced in previous exercises. Last year, HSC-28 had the invaluable opportunity to work This sort of testing provided useful data for engineers and with multiple nations during BALTOPS 2019 to accomplish future tactics publications. similar real-world scenarios. Although the waters in the Baltic Sea were vastly different from those of Key West, HSC-28 While embarked on the USS Hershel “Woody” Williams, successfully employed the Airborne Mine Neutralization (ESB 4), HSC-28 conducted AMCM fit tests for both System (AMNS) to identify and pass World War II era ALMDS and AMNS to further prove its operational autonomy historical mines to a participating Norwegian EOD Team for underway. For the already AMCM-minded Lewis B. Puller subsequent detonation. The AMCM Detachment collected class vessel, the detachment only solidified the concept of data to develop efficient Unit Level Tactics for Airborne hosting an MH-60S AMCM Detachment onboard. Integrated LASER Mine Detection System (ALMDS) pod employment exercises with MH-53Es, EOD Teams, and unmanned assets in smaller OPAREAs over the littoral environment. The U.K.’s will be a critical next step to proving the effectiveness of Royal Navy Rear Admiral Andrew Burns spoke, regarding deployments aboard the Lewis B. Puller Class ESB. the exercise, “I would cite mine countermeasures and antiRotor Review #151 Winter '21

Looking ahead to 2021, HSC-28 will participate in a multitude of AMCM events and exercises. In Panama City, FL, HSC-28 will work alongside the Unmanned Surface Vessel (USV) Team in a critical step to deploying the MCM mission package on the Littoral Combat Ship (LCS). Data from this side-by-side comparison will aid Combatant Commanders in fine tuning their asset utilization in the maritime battlespace. After Panama City, HSC-28 will return to Key West for an integrated HM/HSC Community AMCM HARP. The Dragon Whales look to build upon the success of the previous, integrated HARP and further develop combined tactics and TTPs. In April, the squadron will comb the New York Harbor together with the US Coast Guard, the New York Police Department, Navy MH-53s, and Navy EOD as part of Exercise Vigilant Shield. The exercise will be a first for the HSC Community to employ its AMCM package in support of a national security contingency. The introduction in New York Harbor should only be the beginning. In June,

the squadron will participate in the 50th anniversary of BALTOPS with plans to employ ALMDS, AMNS as well as integrate with EOD forces during the multinational exercise. As the operational MH-60S AMCM Squadron on the East Coast, the Dragon Whales welcome the opportunity to further integrate with other MCM assets. With the first LCS MCM deployments on the horizon, integrated training opportunities are imperative to the success of the mission package. As with our previous ESB embarkation, AMCM exercises involving the LCS mission package and land based or vessel of opportunity (VOO) based HM and EOD detachments would provide valuable data for TTP development. Whether it is ashore or afloat, detachments away from “home guard” have always provided crucial training to any squadron. Benjamin Lipsom said, “You can’t expect to win if you don’t know why you lose.” The squadron looks forward to implementing previous lessons learned and innovating with new tactics in each of its upcoming AMCM Detachments.

Whidbey Island SAR Conducts Two Missions in Four Days By Thomas Mills, Public Affairs Deputy NAS Whidbey Island

Search and Rescue (SAR) team from Naval Air Station (NAS) Whidbey Island rescued a hiker who had fallen in the Nisqually River the afternoon of Sunday, November 8, and conducted a medical evacuation (MEDEVAC) from Friday Harbor on San Juan Island in the early morning hours of Wednesday, November 11, 2020. The SAR team responded to another call to rescue a male hiker Sunday from the southern side of Mt. Rainier on the Nisqually River at approximately 4,500 feet MH-60S Sea Hawk helicopter from Naval Air Station (NAS) Whidbey Island. elevation. The crew encountered Photo by Petty Officer 2nd Class Marc Cuenca, USN heavy cloud cover from 4,000-7,000 feet, but were able to make it to the river 4 miles downstream from the patient's location. The SAR crew pushed up the river and found the ground rescue crew about 300-400 feet below the clouds. Lost snowshoer Michael Knapinski was found unconscious after a freezing night in the park. Once airlifted to a hospital, his heart stopped beating, but doctors refused to give up until Knapinski finally opened his eyes. The crew lowered two SAR crewmembers via hoist to the patient. The SAR team then hoisted the patient aboard the SAR helicopter and transported him to Harborview Medical Center in Seattle. At about 4:10 a.m. Wednesday Nov. 11, 2020, the SAR team launched to pick up a 79-year-old male from Friday Harbor Airport. After a short flight, the SAR team landed and performed a 30-minute transfer of the patient onto the helicopter. By 5:15 a.m., they landed at St. Joseph Hospital in Bellingham where they transferred the patient to higher care. Naval Air Station Whidbey Island SAR has conducted 51 total missions throughout Washington State this year, including 37 rescues, four searches and ten medical evacuations. 41

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Easyrider 30, Urgent SAR Required!

By LCDR Adam “NOFORN” Rollins, USN How an MH-60R crossed Central America to rescue 19 trapped Hondurans as a Category 5 Hurricane was hours from making landfall

s a new Officer-In-Charge (OIC) checking into HSM-37, I felt I had finally made it. For my entire career my family and I had wanted to be stationed in Hawaii, and I was lucky enough to be sent to the “Easyriders” of HSM-37 as a new Department Head. Within a few days of checking in, I learned that I would be taking Detachment 7 on deployment to the 4th Fleet AOR onboard USS William P. Lawrence (DDG 110) for a six-month counter-drug mission in the Caribbean Sea. With port calls every 10 days at a slew of exotic locales, this was going to be an epic deployment! WRONG. For this deployment, port calls were yet another casualty of the dreaded Coronavirus pandemic of 2020.

Single-Engine Cruise Capabilities for a UH-60L. Our route started in the lower left corner at the Gulf of Fonseca, and transited north to La Mesa.

Although we were disappointed we would not be allowed to leave the ship, we were still motivated to deploy when we learned we would be embarking a United States Coast Guard Law Enforcement Detachment (LEDET) and Precision Marksman-Airborne (PM-A) for the counterdrug mission. However, in the back of my mind, I knew we would be in Central America through the fall, which meant hurricane season. While we trained for the Airborne Use-of-Force (AUF) mission off of Kauai, I mentioned to our aircrews that humanitarian aid/disaster relief (HA/DR) missions were a very real possibility on this deployment, and to pack accordingly. Little did I know how true this statement would become.

By this time, our ship had already transited south through the Panama Canal, and was under TACON to the Joint Interagency Task Force-South (JIATF-S) and USCG District 11. However, just as we cleared the canal, we were informed that we were proceeding north along Central America’s Pacific Coast, and were directed to prepare our aircraft for humanitarian assistance. While it was still unclear exactly where we were going, we had about 36 hours to ready our aircraft and conduct mission planning. Finally, on Nov 11th, we were assigned a MODLOC on the EASTPAC side of Honduras, Nicaragua, and El Salvador in the vicinity of the Gulf of Fonseca. Joint Task Force-Bravo was requesting that our Detachment augment two U.S. Army UH-60L Blackhawks that were operating in the vast San Pedro Sula region of northwestern Honduras and flying around-theclock HADR and Search and Rescue missions.

Fast forward three months and 740 kilos of cocaine later, our detachment was pierside at Naval Station Guantanamo Bay in a “Liberty Haven,” drinking warm beer and swatting mosquitoes. Our Detachment Maintenance Officer, LT Austin Stack, came up to me and said, “Ya know Boss, there’s a pretty big storm heading towards Central America. They say it’s supposed to dump a lot of rain. Do you think we will be tasked for HADR ops?” With all my wisdom as a supersalty OIC, I said “No way. The storm doesn’t look that bad, and besides, we’re heading to EASTPAC anyway for more AUF missions.” Again…WRONG!

After a quick look at the charts available on our ship, it became immediately clear that this was not going to be an ordinary HADR mission. Between us and San Pedro Sula stood not just one, but two major mountain ranges with peaks over 9,000 feet tall. To make matters worse, all we had for mission planning was a low-altitude enroute chart and a terrain relief map of Central America. Luckily, a few of us had Fore Flight on our tablets and smartphones, which proved to be invaluable in the coming days. We immediately started planning a low-level route that could take us through both ranges, which led us to our next obstacle: fuel availability.

Hurricane Eta hit the Yucatan Peninsula on Nov 3rd, 2020 with torrential rainfall, causing landslides and destroying critical infrastructure such as bridges and powerlines, and killing at least 178 people in Central America. Eta hit with such force that even after weakening in Central America, it had enough strength left to deposit manatees on people’s front yards in Florida (seriously…it happened!).

Rotor Review #151 Winter '21

Our route from EASTPAC to San Pedro Sula was roughly 380 miles round trip. Even with auxiliary fuel tanks, our time on-station would have been minimal. Just as we were considering options for fuel in Honduras, we learned of an

vibe of the onset of retreating blade stall at just 94 KIAS and bank angles of only five degrees. A contact at the 1-228 Aviation Regiment sent us a performance map of Honduras, indicating where it was possible to maintain single-engine cruise capability for a UH-60L weighing 22,000 pounds. Unfortunately for us, nowhere along our route was it possible to maintain level flight on one engine. We returned to the ship convinced that the actual HADR portion of our mission was going to be the easy part. It was the round-trip low-level route each way through Honduras that was going to be the real challenge. We knew we would need to bring our most professional flying to the table if we were going to assist anyone, or else we would be the ones needing assistance.

Army unit at Soto Cano Air Base in Central Honduras. After only a few calls on the ship’s POTS line, the U.S. Army’s 612th Aviation Support Battalion was willing to set up a hot FARP for us at the halfway point, and another at a landing zone near the operating area called LZ Rivas. Now we were back in business. On the first day of the operation, I flew with LT Austin Stack on a HAC/HAC flight as a proof-of-concept to see if it was even possible for us to operate out of EASTPAC, and to see if both FARPs would be available, compatible, and reliable for us. We launched off of the ship, and a little over 3 hours later landed at LZ Rivas—a CAL next to a Honduran Military Barracks—where we were able to take on hot fuel. While the route itself was straightforward enough, we identified a number of significant challenges.

The second day of the operation went off without a hitch. LT Stack flew with LTJG Mike Franklin and AWR2 Bruce Estaya, and they were able to successfully navigate the mountain passes and deliver 8,800 pounds of relief aid to 17 unprepared CAL sites across northern Honduras. They returned to the ship exhausted after a long day of flying, but ecstatic that they were able to accomplish the mission.

Our ability to establish and maintain communications with any air traffic agency proved to be extremely difficult. We had to be up around 8,500 feet MSL to establish communications with the ADIZ controllers in order to enter

On Nov 14th, we launched in Easyrider 30 with myself, LT Matthew Faber, AWR2 Sultan Sullins, and AWR2 Isaac Lynn as our ship steamed west at 27 knots to meet a Chilean supply ship for a Replenishment at Sea (RAS) 80 miles from our planned takeoff location and 130nm from the Honduran coastline. We launched at 0820L and transited through the mountains to LZ Rivas, landing just before 1100L. With 2,000 pounds of fuel in the tanks, I requested 1,700 pounds of aid on the common radio frequency as we touched down in the LZ. “Easyrider 30, Urgent SAR is required” was the response from the LZ Operations Officer. He notified us that all aid drops were being suspended, and that all aircraft were being re-tasked for SAR. There were an estimated 90 people stranded on a dirt levee in the Choloma region of San Pedro Sula and our aircraft, along with two UH-60L’s from the Talons of the 1-228 and Witch Doctors of the 2-228 Aviation Regiments, were tasked with their rescue. Before departing, the OpsO warned us that the FARP was collapsing at 1400L to evacuate since Hurricane Iota was less than 24 hours from making landfall, but that they would hold the hot pump team for us until we checked out with them.

"Blackhawk pilots had just rescued the local air traffic controllers from the roof of the airport a few days prior to our arrival, so there were no ATC services in that portion of the country. " Honduran airspace. There was a very real communication barrier, as most of these controllers as well as local approach controllers had no idea a U.S. Navy warship was right off of their coast launching its helicopters into their airspace, even though we had flight plans filed with APACS clearance. We had to constantly juggle the high-altitude requirements of maintaining communications with the performance and weather factors associated with operating at those altitudes. Furthermore, as we checked into San Pedro Sula, we were told by one of the Blackhawk pilots that they had just rescued the local air traffic controllers from the roof of the airport a few days prior to our arrival, so there were no ATC services in that portion of the country. On top of all this, our EGIs kept losing GPS signal as we entered the steep terrain of the valley.

We were passed the MGRS location of the levee system and departed the LZ after both UH-60Ls were clear. As we closed the search location, Witch Doctor and Talon departed to the north to begin SAR operations on the northern section of the levee system. We proceeded at best speed to the MGRS grid while rigging the cabin for rescue. We descended to 200 feet AGL, and while passing directly overhead, saw no sign of any survivors or life. LT Faber and I actually requested confirmation for the grid location from Witch Doctor, since there seemed to be no survivors in sight. Suddenly, looking down through the canopy of palm fronds, we saw a person running through water towards the levee. As we circled the

The second challenge and the most obvious was the mountain weather. The ceilings, visibility, and winds through both mountain passes were highly unpredictable, with extremely limited forecasting available. We were able to check METARs and TAFs at Soto Cano Air Base, but we would have to rely on commercial online weather resources to fill in the gaps in our go/no-go decision making. Lastly, our most significant challenge was aircraft performance. While crossing over portions of the mountain passes, our density altitude was regularly reading over 11,500’ on the NAV table. We were already feeling the familiar 4-per

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MGRS point, more and more people began to flood onto the top of the levee and began frantically waving at us. Only after getting eyes on-scene could we really assess what we were dealing with on the ground. The portion of the levee that we were flying over was made of dirt piled about 30 feet high and about a mile long. Across the top of the levee was a dirt clearing that was being used as a road, about 8 feet across. The levee was oriented north/ south, with a steep drop off on the west side and flood water on the east side approximately 10 feet from the top of the leveeâ&#x20AC;&#x2122;s crest. About a quarter of a mile south of our location, the levee was already compromised, with floodwater draining into a swelling river system. Three quarters of a mile north of our MGRS grid, the road atop the levee was submerged by floodwater as well, preventing the Hondurans from self-evacuating.

and told us to deliver them to the remaining groups of people on the levee system.

We departed the stadium and flew directly back to our original landing site. By this time the next group of survivors was lined up and ready to go. We landed again on top of the levee, with the aircraft in a hard left lean about 7-8 degrees left wing down. I elected to keep partial power on the aircraft to prevent further settling or sliding off of the levee. AWR2 Sullins and AWR2 Lynn both jumped out again, and carried the water and aid to a nearby dropoff point. The next group into the aircraft was an elderly couple and a young family of three. Once they were in the aircraft, fear, relief, or uncertainty of what was We circled the area three times and Easyrider 30 in Choloma Futbol Stadium about to happen overcame discussed our options for rescue. It after dropping off survivors. them and tears were shed by was possible to lower the basket and all. We departed the levee an aircrewman, but with the number a second time, and within of people needing rescue, the fuel it would consume to stay in four minutes were back on approach to Choloma Stadium. a HOGE would be too high. As we continued to circle, the After repeating the process of survivors getting out, politicians survivors on the levee moved to a dirt road that intersected taking pictures, and loading up with aid, we departed again to the top of the levee. This left a space about as wide as our return to the levee. On our third and final approach to the main mounts and a clearing where we could land the aircraft. levee, two families were prepared to evacuate. After completing our SWEEP checks, we determined a 180 degree pedal turn was necessary over the landing sight, or else Emotions were running high for the survivors as the wives, all of the survivors would have to walk underneath the tail children, and grandparents tearfully said goodbye to their rotor to get into the cabin. We made our approach and set husbands, fathers, and brothers atop the levee. We decided to the aircraft down on top of the levee, and AWR2 Sullins and take as many as we could on the last load, and loaded nine surAWR2 Lynn reported the ground was holding. Immediately, vivors in the cabin. We thought we had room for at least three our AWâ&#x20AC;&#x2122;s sprang into action and ran towards the survivors to more survivors, but the remaining male survivors on the levee begin loading the aircraft. refused to leave. AWR2 Sullins tried to reason with them, and told them they needed to leave now because we were not First into the aircraft was a family of five, who were coming back due to our fuel state. They said they were going only carrying a single plastic grocery bag each of personal to try to hike out tomorrow now that the women, children, belongings. As soon as they were in the cabin they began and elderly were safely evacuated. Our AWs returned to the asking for water, since up to this point they had not received aircraft, where they kicked out the last of any food and water any aid. The next group of survivors was about 200 yards before closing the cabin door. We left the levee for the last from our location, so we decided to lift and depart since we time, and within minutes were safe on deck at Choloma. would be back in only minutes. We pulled max power and were making 150 knots across the ground as we sped towards After leaving Choloma Stadium, we proceeded to LZ Rivas Choloma Futbol Stadium, which was acting as the drop off for a final hot pump before returning home since we had about point for all survivors. We landed in the stadium and were 300 pounds of fuel until our bingo. As we touched down at immediately met by Honduran Police, first responders, and the LZ, the Air Operations Officer ran out to us with the final local city officials. There was also a significant media presence, mission of the day. An elderly woman needed a MEDEVAC, and the local politicians were definitely using this opportunity and he was asking if we had the fuel to support. We knew we to stage photos. As we prepared to leave, local police began could, but looking to the south the developing thunderheads loading 45kg bags of food and bottled water into the aircraft over the mountains gave us pause. We plotted the coordinates

Rotor Review #151 Winter '21

of the pickup points and realized we could make the trip in about 12 minutes from takeoff to landing. We gave him the thumbs us, pulled power, and flew at max speed to an LZ near the MEDEVAC. Again, our AWs exited the aircraft and carefully placed the elderly woman in the cabin. We departed, and a few minutes later landed at the field hospital next to LZ Rivas for patient drop off as well as one more hot pump. We topped off our tanks at 4,500 pounds, and pulled every percent of torque we could get out of Easyrider 30 to clear the 100 foot tall trees surrounding the LZ. We immediately turned towards the mountain valley we used to enter San Pedro Sula and climbed to 8,000 feet MSL. Within minutes it was clear that we were not going to be able to leave the way we came. Towering dark AWR2 Sullins clears the right side of Easyrider 30 as it lifts off from cumulus clouds lined the valley, with visibility atop a levee with survivors onboard. less than 2-3 miles and rain. At the last minute, we diverted east towards a mountain pass with less aggressive looking weather. However, at this point we were off our route Nicaraguan border, we were able to establish Hawklink and and had to revert to tried and true low-level navigation using confirm that they were ready to recover us. We transited pilotage, dead reckoning, and a tactical pilotage chart (TPC). the remaining distance and landed uneventfully onboard at If you were to tell me that the MH-60R’s advanced EGI’s 1530L. would be useless I would have said you’re crazy. But here we To say we were relieved to be back on deck was another were, without GPS, crossing deeper into central Honduras on an unknown and uncharted route. To say every crew member understatement. The total round-trip mileage flown from our was giving one-hundred percent of their focus and energy was ship to the rescue location and back was nearly 750nm miles an understatement. Eventually we were able to cross under throughout the course of 7.2 hours in the air; the majority the weather, climb up to reestablish our GPS position, and of which was through high-altitude mountainous terrain with no single-engine cruise capability and significantly degraded establish communications with Soto Cano Approach. communication and navigation coverage. It was only through At this point, we had no idea where our ship was; we just detailed pre-mission planning, constant time-critical ORM knew we had a location and a time where our Captain assured assessments, mission adaptability, and a highly-focused crew of us they would be. We had planned numerous bingos after Aviators and Aircrewman were we able to pull off this successful leaving LZ Rivas: back to Rivas, back to Soto Cano, to our rescue. Additionally, the professionalism and generosity of ship, and to an emergency fuel divert at a field called CSL the men and women of Joint Task Force Bravo, as well as the Comalapa in El Salvador. However, not knowing our ship’s 1-228 and 2-228 Aviation Regiments were incredible. They exact position for fuel planning was extremely unnerving. seamlessly integrated us into their operation, and were highly In what seemed like divine intervention, just as we were cognizant of our fuel requirements (all Blackhawks gave us discussing turning back to Soto Cano, a U.S. Navy P-8— fuel priority at the FARPs whenever we needed it). I could callsign OMN—overflew us in the valley. They were able not have been more proud of our Detachment, our crew, and to relay our ship’s position via Link 16, and while we were our aircraft for stepping up to the challenge and I know 19 relieved to know their location, we were shocked to find they Hondurans who will be forever grateful. were still over 200 miles away from our current position! Of course, as Murphy’s Law attests, whatever can go wrong will go wrong, and the RAS had been delayed nearly two hours. To complicate matters they had also been on a southwesterly PIM, heading away from our operating area. We immediately recalculated our fuel numbers, and determined that we still had enough fuel to continue to the ship. However, not all was lost. USS William P. Lawrence was now closing us at over 30 knots, and as soon as we went feet wet near the Honduran/

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Deployed! Now What? 15 Days Underway… Now What? By LT Matt Guerin, USN

perational deployments demand intense planning, detailed coordination, and complex problem solving. I learned invaluable lessons in these areas as a Helicopter Second Pilot (H2P) assigned to HSC-21 Det 1 onboard the USS Boxer (LHD 4). Those lessons undoubtedly shaped who I’ve become as an Aircraft Commander and an officer. However, my greatest and least expected challenge to date arose during a series of short detachments with HSC-21 Det 3 onboard the USS Manchester (LCS 14). The Littoral Combat Ship (LCS) mine countermeasures (MCM) underway periods were the first of their kind. In addition to challenging me personally, they challenged the HSC community to grow into its new mine hunting and neutralization role. While short in comparison to my time aboard USS Boxer, the time aboard LCS 14 proved to be my most rewarding experience as a qualified Airborne Mine Countermeasures (AMCM) pilot. Det 3’s mission was to embark an MH-60S with its full suite of AMCM gear in support of RIMPAC SOCAL. It was the first time HSC embarked AMCM gear onboard the LCS as a part of an exercise. This posed a new set of challenges, as HSC-21 has historically sent detachments out on LHDs. Accustomed to this standard battle rhythm of detachments, LCS embarkation would require innovative thinking and flexibility in order to successfully utilize our systems. I initially struggled with this challenge, as LCS manning is approximately half of a standard LHD deployment model. With only four pilots, each of us had to take on more responsibility in order to succeed. Onboard an LHD, flight operations were routine and thoroughly planned through daily Air Planning Boards, where all players would come together to develop a flight plan. Onboard LCS, we were solely responsible for developing flight plans that would achieve specific exercise goals. Without a dedicated Air Department, we had to continuously account for not only our own detachment’s workload, but also the ship’s personnel who were also taking on multiple roles and responsibilities in support of flight operations. We overcame these unique challenges and were able to successfully embark in July 2020. Our first exercise would put our Airborne Mine Neutralization System (AMNS) to the test. The AMNS System provides a capability to neutralize moored and bottom mines through the use of either the MK 65 inert training neutralizer or the MK 64 live neutralizer. Prior to our embarkation aboard LCS 14, our crews had only employed the MK 65 against a training mine field off of the coast of Imperial beach, CA. Rotor Review #151 Winter '21

HSC-21 searching for training mines off the coast of Imperial Beach, CA. Photo Credit: Captain Mike Beard, RSC Captain.

For this exercise however, we would utilize the MK 64 live neutralizer against mines deployed into the waters off of San Clemente Island by B-52s and F/A-18s. The exercise, titled “Live Fire,” ended up being a rehearsal of the actual planned event. Due to the COVID-19 pandemic, the live mines that were intended to be dropped were replaced with inert mines. The first day of the exercise involved a B-52 dropping a single bottom mine into the range. Shortly after the drop, Teledyne acquired the mine using side scan sonar technology. The location of the mine was passed to us and we quickly developed a mission plan and launched to neutralize the mine. With our OIC in command of the aircraft, I positioned myself on the bridge in order to listen in on the communications between the aircraft and the ship. The aircraft quickly reported on scene and that they had released a neutralizer to search for the mine. While the crew had not employed a MK 64, they were the most experienced group we had - I expected them to reacquire and neutralize the mine quickly. However, after roughly 25 minutes the crew reported that they were unable to find the mine at its last reported location and that they were returning back to the ship. At this point, the attention of the bridge, including the ship’s captain, turned to me for answers. I expressed to them that if there was a mine at the reported position, then our crew would have found it - there must have been some sort of mistake. I felt as though we had failed our first test. It was frustrating to know that we couldn’t find the mine given the considerable amount of time we had spent training with AMCM systems. We later determined that the location of the mine passed to us contained an error and thus we had not searched the correct area. I felt relieved knowing that our inability to locate the mine was not due to our lack of skill or knowledge.

During the next day of the exercise, three more mines were dropped for us to neutralize. With accurate locations passed to us, I knew we would be successful this time around. I was scheduled to fly with my OIC and our most experienced aircrewman. We were able to successfully locate and neutralize four mines in under an hour. This event also marked a new milestone in the AMCM Community as it was the first time the MK 64 neutralizer had been employed from a helicopter organic to LCS. The achievement was a direct result of the countless maintenance man hours required to provide a reliable AMNS-equipped aircraft as well as the skill of our crews to expertly employ the AMNS equipment in a new environment.

sent to Naval Surface Warfare Center, Panama City Division for further evaluation and improvement to the systems. Data is key to improving our equipmentâ&#x20AC;&#x2122;s capabilities and these systems continue to mature through iterative feedback. It was satisfying to know that the work we did would pay off down the road. As the summer drew to an end, Det 3 returned to the squadron with pride in the fact that we had proved ourselves capable of operating as a part of the MCM package. Being the first to achieve key milestones in the AMCM community was a great honor for all involved with AMCM at HSC-21, and the squadron shared the experience of our success. Our efforts helped pave the way for two successful Helicopter Advanced Readiness Program (HARP) events that were completed this fall as a part of the 2021 deployment work-up cycle. HSC-21 will deploy two detachments aboard LCS MCM ships (USS Tulsa and USS Charleston) in the spring of 2021. As for me, I felt a great sense of fulfillment having had the opportunity to be a part of this successful detachment. Although I may not have the opportunity to operationally deploy with an AMCM detachment during the remainder of my time as a Blackjack, being one of only a few pilots to gain this experience left me feeling grateful for the summer spent with DET 3. My deployment as a part of the Amphibious Readiness Group shaped who I am as a HAC today but my 15 days underway on LCS shaped who I will become as a member of the AMCM Community. These exercises catalyzed my passion for the AMCM mission and I will carry the lessons learned with me wherever I go next.

Only two weeks later, Det 3 set back out on LCS 14 in order to prove that we were equally as capable in employing our Airborne Laser Mine Detection System (ALMDS) equipment. Our mission was to search a section of the ocean for near surface mines that were laid there only a few days prior. This would be done in coordination with the Unmanned Influence Sweep System (UISS) that is a part of the LCS MCM package and utilized to detect various mine threats. Shortly after the start of the exercise, the equipment utilized to move UISS into the water experienced a hydraulic malfunction, rendering it incapable of performing. Thus, the success or failure of the exercise fell on our ability to complete the mission. Over the next four days, our detachment was able to locate four of the shallowest mines. Unfortunately, the system was not able to locate the deeper six mines, likely due to water clarity. All of the data collected from our systems was

HSC-21 Detachment Three prepares to execute AMNS operations while embarked on LCS-14 (USS Manchester), July 2020. Photo Credit: AMC Mahran, Det Three LCPO. 47

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Features Visiting the USS Gerald R. Ford and the C-2 to CMV-22B Transition By Dr. Robbin F. Laird

visited the USS Gerald R. Ford this past October and wrote a report on the carrier and its new capabilities to change its workflow. With its new workflow, not only do sortie generation rates go up, but the flexibility to deliver diverse combat packages into the extended battlespace is enhanced as well.

the HMS Illustrious was the first non-U.S. ship on which an Osprey was to land. I certainly learned first-hand that an Osprey can land on a wide range of warships, and saw in the Bold Alligator exercise that an Osprey can even land on a T-AKE ship. I remember that take-off and landing well. Frankly, I did not notice the shift from rotorcraft to airplane mode, but when we saw HMS Illustrious in the water and approached to land, the shift was very noticeable.

Then in November, I flew to the ship with selected media to have a chance to observe the carrier doing cyclic operations. Two thirds of the air wing was onboard for the training. We flew to and from the carrier in the C-2 and experienced the advanced arresting gear on landing and the electronic magnetic launch system on take-off. Compared to the Nimitz Class, the lift from the carrier and the impact was very different, quicker and smoother with EMALs.

It is clear that a C-2 is not an Osprey. Whatever platform to platform comparison one might wish to make, there is one strategic impact which the CMV-22B and its MV-22 brethren brings to the fleet which a C-2 cannot. It is the ability to crossdeck supply and to provide for capabilities to move high value cargo around the distributed fleet, seen as pieces on the blue water expeditionary chessboard.

But with the Ford and its forward located island, there is significant deck space now available on the carrier deck where additional air combat assets can park, be resupplied and go. Thinking about the CMV-22B, one can easily see it fitting into the ops cycle of the deck differently and being moved rapidly to a point to disembark cargo or personnel and to get refueled near the island, or perhaps in the unique in-deck refueling stations. And the CMV-22B will be able to launch rapidly from the deck, not having to rely on the normal carrier launch cycle. It will be able to land at night, keeping the combat supply rhythm on pace with the capabilities of the new carrier.

Recently, the CNO has underscored the crucial importance of logistics support for a distributed Fleet. This is how the CNO put it: â&#x20AC;&#x153;Our logistics enterprise and strategic sealift capacity are vital to a dynamic Joint Force operating forward in support of national interests.â&#x20AC;? Recently, I visited the Military Sealift Command where clearly, they are addressing the challenges raised by the CNO. Notably, the head of MSC is a former carrier Admiral, which suggests how the Navy is focusing on the importance of MSC for the operational viability of the Fleet.

My first landing at sea in an Osprey was in 2007, when we flew to the British warship, the HMS Illustrious. In 2007, Rotor Review #151 Winter '21

But MSC is not enough to meet the challenge. The logistical challenge needs to be met by the logistical enterprise writ large. This means that as the Fleet distributes across the maritime maneuver space and prepares to execute its offensive and defensive capabilities, a logistics enterprise has to function at full tilt to provide the equipment and supplies needed for operational effectiveness. In the land wars, FedEx and commercial shipping could provide inputs to the landbased depots. This is hardly the support model facing high tempo combat operations, where the supply chains themselves are key targets by our adversaries. If you distribute the force, then the question becomes not simply how you supply the Fleet from external assets, but it also means that the Fleet can shape ways to cross support as well, notably with high value supplies which a combat force might need.

Notably, the Fleet will face the WINCHESTER problem. Running out of weapons during engagements with a highvolume weaponized adversary is clearly a challenge either with regards to the Pacific or the North Atlantic. While the MSC will focus on bulk cargo and tanker support, weapons as a high value supply need to be moved rapidly to the platform which needs those weapons the most. Frankly, air lift is the only credible means to do so. And for the Navy, increasing the current Program of Record and buying more CMV-22Bs is the obvious answer.

With the coming of the CMV-22B to the fFeet, the focus has been upon the C-2 being replaced by the new asset to do carrier support. But there is no reason, that an Osprey cannot do cross fleet support, by air transporting WITHIN the Fleet of critical supplies. This then raises questions about the numbers of such assets the fleet will need .

Photo Credits

C-2 onboard the USS Gerald R. Ford, November 11, 2020. Photo credit: Robbin Laird MV-22 onboard the HMS Illustrious, 2007. Photo credit: Robbin Laird On Feb. 9, 2012, an MV-22 Osprey assigned to the Fighting Griffins of Marine Medium Tiltrotor Squadron (VMM) 266 makes a historic first landing aboard the Military Sealift Command dry cargo and ammunition ship USNS Robert E. Peary (T-AKE 5). The Osprey landed aboard Robert E. Peary while conducting an experimental resupply of Marines during Exercise Bold Alligator 2012. U.S. Navy photo by LTJG Michael Sheehan, USN.

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Features USCGC Stone Underway for First Patrol, Operation Southern Cross   Newest national security cutter stretches operational reach USCG Press Release

he crew of the USCGC Stone (WMSL 758) departed from Pascagoula, Mississippi, Tuesday, just ahead of Christmas, for a multi-month deployment to the South Atlantic countering illegal, unregulated, and unreported fishing while strengthening relationships for maritime sovereignty and security throughout the region. The brand new Legend Class national security cutter, one of the U.S. Coast Guard’s flagships, will provide a presence and support national security objectives throughout the Atlantic. This patrol is the cutter’s initial shakedown cruise following its delivery in November.

Flight crew members from U.S. Coast Guard Aviation Training Center Mobile maintain and inspect their MH-60 Jayhawk helicopter on the USCGC Stone (WMSL 758) off Florida on Dec. 27, 2020. U.S. Coast Guard photo by Petty

This the service’s first patrol to South America in recent memory, engaging partners including Guyana, Brazil, Uruguay, Argentina, and Portugal. The cutter also embarked an observer from the Portuguese Navy for the operation’s duration.

Officer 3rd Class John Hightower, USCG.

nation. Only by working together can we protect livelihoods, ensure ports remain economically productive, and support a sustainable fisheries industry. Stone's patrol demonstrates our commitment to the established rules-based order while addressing IUU fishing wherever a Coast Guard cutter is deployed."

Operation Southern Cross is conducted in conjunction with U.S. Southern Command, charged with managing operations in Central and South America by working collaboratively to ensure the Western Hemisphere is secure, free, and prosperous.

CAPT Adam Morrison, Commanding Officer of USCGC Stone (WMSL 758) added, “I am very proud of the professional men and women I serve alongside. It is no easy feat to assemble a crew and ready a cutter for sea – but this crew has had to perform this difficult task while observing protective measures associated with the Coronavirus-19 pandemic. The crew and I look forward to this historic first voyage, as Stone begins a storied career of service to this nation. While balancing training and qualification requirements, Stone’s crew will engage with partner nations in South America in a like-minded pursuit to curb illegal fishing tactics.”

In September 2020, the Coast Guard released the Illegal, Unregulated, and Unreported Fishing Strategic Outlook, which reaffirms our commitment to global maritime security, regional stability, and economic prosperity. VADM Steven Poulin, Commander of U.S. Coast Guard Atlantic Area said, "The U.S. Coast Guard is committed to the protection of living marine resources. IUU fishing threatens the health of fish stocks and adversely impacts those who follow global norms and national laws. This is a global issue, and IUU is a problem too big for any one

The ship’s namesake is U.S. Coast Guard CDR Elmer “Archie” Fowler Stone. On April 10, 1917, he became the Coast Guard’s first aviator upon graduating from flight training at Pensacola, Florida. In 1919, Stone was one of two pilots to successfully make a transatlantic flight in a U.S. Navy seaplane, NC4, which landed in Portugal.

Commanding Officer of the USCGC Stone (WMSL 758), CAPT Adam Morrison, oversees a Coast Guard helicopter's sheltering in the Stone’s hangar off the coast of Florida. U.S. Coast Guard photo by Petty Officer 3rd Class John Hightower

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National Security Cutters (NSC) are 418 feet (127 meters) long with a 54-foot beam and displace 4,500 tons with a full load. They have a top speed of 28 knots, a range of 12,000 miles, an endurance of 60 days, and a crew of around 120.

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Features Training the Way We Fight: How Basic Phase Postures HSC Detachments for Success By LT Rob Swain, USN

alfway through the 2018 Iwo Jima Amphibious Ready Group (ARG)/26th Marine Expeditionary Unit (MEU) Deployment, the VMM-162 Reinforced Air Combat Element (ACE) and Helicopter Sea Combat Squadron 28 Detachment 4 furnished the confirmation brief for a combat rehearsal with Task Force 111 in support of Commander, Joint Special Operations Task Force, East Africa/Arabian Peninsula. The mission fragged HSC-28.4 to provide rotary wing escort with precision-guided hellfire and unguided rockets for the MV-22B Assault Flight Lead and embarked Quick Reaction Reconnaissance Force. When the Commander, Task Force 51/5th Marine Expeditionary Brigade arrived at the force laydown slide of the confirmation brief, the Commanding General pointedly asked the MEU Commander, “is your HSC Detachment qualified to fly this mission?” Without pausing or deferring to the Sea Combat Detachment Officer in Charge, the MEU Commander responded, “HSC-28 has been working side by side with my Marines since the beginning of the Pre-Deployment Training Program, I have full confidence in their capability.” That was all the General needed to hear to confirm the plan and benefit from the force-multiplying capability of the MH-60S. This advocacy came from a deliberate and synergized approach to HSC and MEU deployment preparation beginning well before advanced phase training.

begins to reorganize and align with the agile requirements of an all-expeditionary force, innovation in training and readiness must accompany the community’s new, focused direction. Over the past year, informed by the OFRP, and Commander Naval Air Forces Training and Readiness, HSCWSP leveraged HARP to network with surface and aviation subject matter experts (SMEs) across the Fleet, educate partner service warfighters to HSC capabilities, and host partial and full mission profile training events for Navy and joint units. The primary mission areas of HSC - Surface Warfare (SUW), Combat Support Operations to include maritime special operations (MARSOF) and personnel recovery (PR), and Airborne Mine Countermeasures (AMCM), require synchronized movement between all supporting units to achieve combatant commander’s desired effects in theaters around the globe. Early integration of HSC Sea Combat Detachments with Navy and joint tactical units in basic phase training establishes a trajectory for deployed HSC operational success. The mission of Naval Aviation training is “to prepare tactically and technically skilled aircrew to win a war.” Over the past two decades, asymmetrical warfare fought in the Middle East allowed for operational units to hone their TTPs autonomously. The Great Power Competition, however, necessitates a networked and synergized combat approach across all warfare areas. The sobering reminder that in the high-end fight, our military will “fall to their training, not rise to the occasion” reinforces the importance of basic phase in developing the foundational skills for sustained operational readiness. Collaborative training of assets who will ultimately deploy and fight together requires communication and relationship-building well before the formal work-up cycle. To advance HSC’s contribution to this dialogue, HSCWSP began inviting subject matter experts from across the Fleet to speak during the HARP academic phase of training.

The modern security environment demands an agile, flexible joint force readily available to the combatant commanders. To achieve military advantage over our adversaries, joint doctrine and strategy highlights the necessity of combined arms, or, “operational art through the integration of joint capabilities in all domains.” The National Military Strategy emphasizes the need for this synergized military to be able to meet the challenges of Great Power Competition (GPC) and other security threats across the globe. While the Global Force Management Allocation Plan outlines joint requirements for the full range of military operations, it is in training where dissimilar military units develop the tactics, techniques, procedures (TTPs), and relationships to “fight above their weight class” in the high-end fight. Helicopter Sea Combat Weapons School Pacific (HSCWSP) has advanced the movement towards this synergized approach to training with joint partners through HARP.

During HSC HARP periods over the last year, SMEs from the Surface and Mine Warfare Development Center (SMWDC), Littoral Combat Ship (LCS), Landing Helicopter Dock (LHD) Air Department, Helicopter Marine Light Attack (HMLA) Squadrons, USMC AllDomain Reconnaissance Team (ADRT), Marine Aviation Training Support Squadron (MATSS), Explosive Ordnance Disposal Mobile Units (EODMU), Marine Countermeasures Squadron (MCMRON), Tactical Air Control Squadron (VTC), Amphibious Squadron (CPR), and Third Fleet (C3F) briefed their TTPs, operations, and capabilities to deploying expeditionary HSC Squadrons. More importantly, HARP initiated the conversation for how these units and staffs can support and be supported by MH-60S Sea Combat

The Basic Phase Helicopter Advanced Readiness Program (HARP) of the Optimized Fleet Response Plan (OFRP) establishes foundational tactical skills for HSC Detachments. These skills enable follow-on Sea Combat Detachment integration with the joint force and the force-multiplying benefits of manned and unmanned full-spectrum rotary wing warfare in the maritime domain. As the HSC Community

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HSCWSP prepares the expeditionary Sea Combat Detachments for follow-on Blue/Green integration in NonCombatant Evacuation Operations during HSC-21.1 HARP. Photo by P/C: MC2 Colby Mothershead, USMC

Detachments in the primary mission areas of rotary wing naval aviation. HSCWSP expanded HARP academics from merely the review of Seawolf Manual Rotary-Wing TTPs into a forum for warfighters to brainstorm how to best align their efforts and bridge capability gaps with the common goal to “win a war.” The genesis of this new model came from deployed detachment vignettes and the identified importance of establishing officer in tactical command (OTC) trust prior to advanced phase training. Defined in the OFRP, basic phase focuses on “development of unit core capabilities and skills…units and staff that have completed the basic phase are ready for more complex integrated or advanced training events.” To provide OTCs with the confidence to validate HSC participation in joint training and operational missions demands trust from all intermediary commanders. Rather than standing by for integrated phase to hone TTPs with external units during full mission profiles and establish trust, HSCWSP has capitalized on fostering relationships earlier in the OFRP. Integrated basic phase training in HARP provides more robust “partial task” events and operational exposure to external assets in the “crawl” stage for HSC Squadrons. Over the past year, HSCWSP facilitated training with USAF A-10s and MQ-9s executing surface warfare and maritime interdiction operations, USMC UH-1 and AH-1 attack aircraft providing rotary wing escort to MH-60S for personnel recovery, non-combatant evacuation operations, and Humanitarian Aid/Disaster Relief Training, Fleet Synthetic Training – Aviation surface warfare events with MH-60R and F/A-18E/Fs, Mine Countermeasures 53

(MCM) Squadron Staff and EOD expeditionary MCM engagement during MCM training, and multiple training periods supported by U.S. Coast Guard Maritime Security Response Team (MSRT) and USMC ADRT Assaulters for Airborne Use of Force (AUF) and Helicopter, Visit, Board, Search, and Seizure (HVBSS). Across all mission sets outlined in the HSC Requirement of Capabilities/Projected Operational Environment (ROC/POE), HSCWSP facilitated opportunities for collaborative, joint training framed by the challenges of GPC. While HSC has historically provided overland and overwater support across the full range of military operations, Great Power Competition acutely focuses on the challenges of the maritime environment. Therefore, the primary missions of SUW and AMCM have garnered specific basic phase focus. In the maritime domain, the MH-60S brings unparalleled flexibility and capability for close-in ship defense. During high-profile and high-risk restricted water transit events, the HSC Community provides critical situational awareness and layered defense for Navy Composite Warfare Commanders regarding the common operational picture surrounding restricted-maneuvering warships. Since outfitting the MH-60S with the Armed Helicopter Weapon System in 2011, the HSC Community has refined TTPs for air operations in support of maritime surface warfare (AOMSW). By championing HSC’s understanding of combat operations in the maritime domain, HSC Wing Pacific has increased readiness for the Fleet and joint partners through the application of HARP. www.navalhelicopterassn.org

Features MH-60S helicopters embarked on amphibious and aircapable ships provide critical capability to littoral operations. Aligning with Commandant of the Marine Corps guidance to transition the USMC “force in readiness” from the desert to the littorals and blue water operations, HSCWSP actively engaged with Marine Corps WTIs from all USMC air platforms to educate Marine Aviation in how the Navy trains to high value unit (HVU) ship defense. HSCWSP leverages USMC Exercise Trident Storm to conduct integrated ASUW training for By inviting Marine HSC-21 with HSM-71 and HMLA-169. Photo by P/C Sgt. Charnelle Smith, USMC Corps Squadrons to participate in HARP squadron moving from maintenance to sustainment phase events and providing Seahawk WTI support to instruct in solidarity, squadrons will maintain an elevated operational SUW training in Marine attack helicopter simulators at tempo obligated by multiple detachments operating in Camp Pendleton, HSCWSP continues to foster the blue/ various OFRP phases simultaneously. The nature of an allgreen relationship and synchronize efforts in Defense of the expeditionary Navy helicopter force model invites the risk Amphibious Task Force. of Fleet leadership continuously tasking HSC Squadrons with short-turn operational tasking throughout basic phase. Another critical element of the HSC reorganization Expeditionary HSC Squadrons in HARP have had to pause involves the burgeoning mission and requirements of airborne or forgo training for Fire Fighting, Humanitarian Aid/ mine countermeasures (AMCM). Naval Air Forces intends Disaster Relief, Defense Support of Civil Authorities, Carrier to stand down all Helicopter Mine Countermeasures (HM) Qualification periods, and aviation logistics support for nonSquadrons and sundown the MH-53E Sea Dragon within OFRP surface exercises. Messaging the importance of HARP, the next five years. To avoid a dangerous void in AMCM respecting the need for a structured basic phase, sourcing knowledge across the Naval Aviation Enterprise, HSCWSP operational tasking by squadrons outside of basic phase, and has engaged closely with HSC Weapons School Atlantic and resourcing the Weapons School appropriately to continue the HM MCM SMEs. The fostering of cross-coast MCM providing a strong, foundational tactical baseline will ensure support by HSCWSP has prepared HSC Wing Pacific to continued deployed Sea Combat Detachment success. adequately source the first Aviation Detachments trained to deploy with LCS MCM Mission Packages. The AMCM By leveraging the instructional format of HARP to expose qualified WTIs at HSCWSP also established relationships deploying HSC Squadrons to the TTPs of partner units and with the MCM Command and Control Staff at MCMRON staffs they will deploy alongside, HSCWSP is breaking the Three, Seven, and the MCM SMEs at SMWDC. This ensured cycle of expeditionary detachments having to “reinvent the the MCM training provided to MCM AVDETs sourced by wheel.” No longer do the Sea Combat Detachments have HSC-21 aligned with TTPs practiced by the rest of the Mine to broadcast their capabilities for the first time in the OFRP Warfare Community. advanced phase or on deployment. Through a networked approach to basic phase academics, by initiating the capabilities Establishing the relationships to leverage the MH-60S as and limitations dialogue earlier in the OFRP, and through a force multiplier in Navy and Joint operations necessitates robust partial-task training with joint assets, HSCWSP has coordinating effort at all echelons. Air Wing of the Future established a curriculum allowing squadrons and supporting and the restructuring of the HSC Community compels a assets to train the way they’ll fight. fluid and innovative approach by HSC Wing Leadership to the linear design of the OFRP. Rather than the whole Rotor Review #151 Winter '21

First Female Nuclear Carrier CO Will Command USS Abraham Lincoln

By Gidget Fuentes, Originally published in USNI News https://news.usni.org/2020/12/23/first-female-nuclear-carrier-co-will-command-uss-abraham-lincoln

CAPT Amy N. Bauernschmidt, the Commanding Officer of USS San Diego (LPD 22), met with Master Chief Petty Officer of the Navy Russel Smith during MCPON’s visit to the ship. Bauernschmidt and Smith discussed a range of topics including talent management and critical elements of crew readiness, such as sleep cycles and circadian rhythms. U.S. Navy photo by Mass Communication Specialist 1st Class Woody S. Paschall.

Assigned to the “Wolfpack” of Helicopter Anti-Submarine Squadron Light (HSL) 45, an SH-60 squadron at North Island Naval Air Station, Calif., she deployed with the destroyer USS John Young (DD 973) and supported maritime interdiction operations in the northern Arabian Gulf. She served as an instructor pilot and quality assurance officer with the “Seahawks” of HSL-41, a Fleet Replacement Squadron based at North Island.

APT Amy Bauernschmidt, a veteran pilot, will take the helm of the Nimitz Class USS Abraham Lincoln (CVN-72), becoming the first woman to command an aircraft carrier, the Navy announced Wednesday. Bauernschmidt will take command of Lincoln this summer after she completes nuclear power, aviation and leadership training the Navy requires of officers assigned to command its 11-ship fleet of aircraft carriers, according to the service.

In other squadron tours, she deployed aboard the aircraft carrier USS Kitty Hawk (CV 63) while serving with the “Warlords” of HSL-51 in Atsugi, Japan. She served as the executive officer with the “Spartans” of Helicopter Maritime Strike Squadron 70 including a deployment aboard USS George H. W. Bush (CVN-77) in support of Operation Enduring Freedom, before taking command of the squadron June 2011. During those assignments, HSM-70 received the 2011 Admiral Jimmy Thach and Captain Arnold J. Isbell awards for tactical innovation and excellence and the 2012 Battle “E” Efficiency award.

“I am incredibly honored and humbled to be selected,” Bauernschmidt said in a Navy news release. “I love leading Sailors and I take that responsibility extremely seriously.” Bauernschmidt, a 1994 U.S. Naval Academy graduate, was the first woman selected by the major command screening board, Task and Purpose reported Dec. 7. She had already marked another CVN first for female officers, according to the Navy: She was the first woman to serve as executive officer during her September 2016 to January 2019 tour aboard Lincoln. She’s most recently commanded the amphibious warship USS San Diego (LPD22). She left the ship in October.

Other assignments included aide-de-camp to Commander, Carrier Strike Group 7, deployed aboard USS John C. Stennis (CVN-74); action officer executive assistant to the Director, Joint Staff/J6 at the Pentagon; and senior military advisor to the Office of Global Women’s Issues for the U.S. State Department.

Bauernschmidt’s 1994 USNA graduating class was the first whose women were allowed to serve aboard combatant ships and aircraft. A native of Milwaukee, Wisc., she earned her naval aviator wings in 1996, according to her biography. She has tallied more than 3,000 flight hours in naval aircraft.

Earlier this year, Lincoln returned home after an extended deployment following a 2019 homeport change and operations in four geographic regions: U.S. 6th Fleet, U.S. 5th Fleet, U.S. 7th Fleet and U.S. 3rd Fleet. 55

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The Beginning of a Good Thing; U.S. Naval Aviation Embraces HSM Pilots in a New Generation of Rotary Capability and Integration By LT Cassandra Vann, USN

n the 12th of December I (LT Vann) had the pleasure of speaking with CAPT Matthew “Hondo” Barr and CAPT Ross “JR” Drenning, the first and second MH-60R pilots, respectively, who have been selected as Carrier Air Warfare Commanders in the Fleet. As the Navy fought a hard battle on the gridiron on a television in the other room, both CAPT Barr (HONDO) and CAPT Drenning (JR) gave me a few precious minutes of their time to reflect on what this means for the Rotary Community and Naval Aviation in the Fleet. I asked them a few questions to shed insight on their experience, perspective, and reflections on this moment in time.

come together and do something that's pretty complex and quite frankly, dangerous." CAPT Barr emphasized how he has learned more intimately “...the challenges of the other communities that I wasn't involved with previously...the dynamics the commodores have to deal with." Vann - (For JR) What are you most looking forward to and what do expect to be your greatest challenge? What was the one thing you wanted to change/improve or one thing you thought worked especially well when you were under a CAG? JR - Our second ever selected CAG from the Romeo community emphasized his excitement for "...getting back out to an air wing and back...to that team." As a pilot who was on the first helicopter integrated deployment in the current CVW construct, he has been along for the evolution of the Bravo to Romeo and the expanded application of the HSM MH-60R in the Carrier Strike Group. He shares his favorite sea story: "The most proud moment I had as a CO out there was watching a LTJG briefing a VFA CO on how to do SCAR in the AG…and they didn't let [ordnance] off their aircraft without a Romeo on scene." CAPT Drenning reflected on how, "We [the Romeo] bring a different perspective [to] future missions, [to] future conflicts, [and] pivoting to future warfare."

Vann - What is your favorite part of being CAG, (For Hondo) and is it what you expected based your experience as DCAG/a Skipper? What is one big difference that pleasantly surprised you? HONDO - "Watching the mission get planned and executed--front to back--where everyone is in the room.” He highlighted how the current missions of today are complex in nature - even the fundamentals such as the execution of the flight schedule require the cohesion of many squadrons on both macro and individual levels that are staggering when quantified. "It's pretty eye watering to see the team

The Rear Admiral Tomaszeski Squadron Commanding Officer Leadership Award was awarded to (then)CDR Ross Drenning, USN, Commander Officer HSM-73 at the 2018 NHA Symposium . In this image, CAPT Drenning stands next to RADM Bill Shannon,USN (Ret.),Col. Paul Croisetiere, USMC (Ret.) and RADM Tomaszeski. USN. (Ret.).

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HONDO - CAPT Barr emphasized his role to step back.He was shown this courtesy by his CAGs and he said that it made all of the difference. He reflected, "I'm not there leading their troops….I'll do the leadership amongst the CAG Staff and amongst the Skippers…" He spoke on the effect of Air Boss, a three-star admiral, "Watching people with the humility to not just blurt out an answer. If you're a three star and you just blurt out an answer, that's it, the decision is made, it's over. No one is ever going to talk again about it." He then added, "thats just how important patience in leadership is."

HONDO - CAPT Barr emphasized, "It's really about lethality in combat and how to get everything going in that direction. EW (Electronic Warfare), that's a huge deal, people are still kinda in their own cockpits, now we have to spread that out amongst cockpits between the E-2, of course the Growler, and the Romeo is extremely important." He concluded that “I still don't think we are speaking the same language and I think we have a way to go" Vann - What do you feel the future holds for the Romeo in the strike group during your time as CAG? (question asked of both Hondo and JR)

After speaking with both gentlemen for over 40 minutes, their passion and focus on their craft are still evident as they speak about the possibilities of the air wing, the scope of the Romeo and just how incredible the next generation of warfighting and warfighters are.

HONDO - CAPT Barr highlighted how he is now an “air wing guy,” vice just a Romeo or Bravo guy. Not to disassociate with the community he grew from, but rather to highlight that it is now his role to support many squadrons as a representative for their needs as an aviator and a warfare commander. CAPT Barr gave an insight that we can all apply: "You have to be humble enough to ask….People absolutely want to share what they know with you."

HONDO - "You have to make sure it's never about you. If it becomes about you, I think you're doing something wrong. This is about lethality in combat at the end of day and it should not involve [just] one person, that's a weak link and we don't need that."

JR - Not yet in the role, CAPT Drenning emphasized what will guide his mindset as he steps into the role; "You can be the smartest person in the room on something but if you can't lead, no one cares. And the reason CAG Barr is in the seat is because he's an incredible leader."

As we concluded our interview with these thoughtful and intentional leaders, the theme of their leadership, crafted by their upbringing in the HSM Community is “Lethality in Combat Coupled by Humility.” This is the leadership they received and the tenets they look to pass down. JR spoke to the future of CAGs, as well as the future of the leaders from HSM - "We're not the last two…there's a really bright future ahead of the next group of Romeo pilots."

Vann - How did your CAGs you have served with, or other leaders, provide you mentorship for this role? What is the trait you try to emulate from your predecessors? (both JR and Hondo)

CAPT Matthew Barr (standing at the podium) relieved CAPT Robert Gentry during CVW 1's change of command ceremony at NAS, Oceana on July 24, 2020. 57

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Features U.S. Coast Guard Air Station Humboldt Bay MH-65 Crew Receives Award for Heroism during Wildfire

AMT3 Cook (l), LTJG Ownbey, AST1 McGinnis, and LCDR Schramel after their ceremony.

n 6 August, the Coast Guard recognized two SAR helicopter crewmembers with the nation's highest award for heroism in aviation for their role in a high-stakes rescue during the 2019 California wildfire season. Aircraft Commander LCDR Derek Schramel (Aviator 4226), and Rescue Swimmer AST1 Graham McGinnis, received the Distinguished Flying Cross, the same award first granted to pioneering aviator Charles Lindbergh. Their crewmates, Copilot LTJG Adam Ownbey (Aviator 4804), and SAR Aircrewman, AMT3 Tyler Cook, received the Air Medal, a military award for heroic or meritorious service in flight. The medals were in recognition of their role in rescuing two injured firefighters who were unable to evacuate from a burning mountainside in California's remote Trinity Alps Wilderness. On the night of September 5, 2019, the U. S. Forest Service asked for the Coast Guard’s assistance with the rescue of two injured firefighters. The men had been struck by a "car-battery-sized rock" on a steep hillside and had sustained serious injuries, according to a USFS after-action report. One of the men sustained a broken and twisted femur, and the second had head lacerations and neck injuries. Both had to be moved by stretcher to keep ahead of the fire, and the condition of the patient with the broken femur began to deteriorate.

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Sector Humboldt Bay accepted a request for assistance from the USFS and dispatched LCDR Schramel's helicopter crew. When they arrived on scene, they found the victims were located within 10 yards of the fire line in a clearing that the fire crew had cut in the forest to allow for an extraction. After assessing the scene and making some adjustments, the helicopter crew approached the extraction zone and made a high-altitude, tree-top hoist from 240 feet, near its maximum hoist range. The crew took both patients aboard and delivered them safely for treatment. “It was just the best example of what we aspire to in naval aviation, in Coast Guard rescuing and in lifesaving operations,” said RADM Brian Penoyer, CCGD11."This aircrew did all this in the worst conceivable conditions that you can imagine." Reprinted with permission from the Fall 2020 issue of PTEROGRAM, (SitRep 3/20), the official publication of The Ancient Order of the Pterodactyl which perpetuates recognition of USCG aviation history and its personnel. https://aoptero.org/

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Features New Naval Introductory Flight Evaluation Program Provides Modern Foundation for Flight Training By Anne Owens, Chief of Naval Air Training Public Affairs

he first 33 students graduated from the Navy’s new Naval Introductory Flight Evaluation (NIFE) program aboard Naval Air Station (NAS) Pensacola, October 14, 2020. NIFE, launched in September, combines and replaces the Aviation Preflight Indoctrination (API) and Introductory Flight Screening (IFS) Programs, which have been in place for decades. NIFE is the first step in the undergraduate aviation-training pipeline for every student naval aviator and student naval flight officer in the Navy, Marine Corps, and Coast Guard.

ENS Jacob Rozelle, a student naval aviator, does an aircraft pre-flight inspection Nov. 6 before a training flight as part of the Naval Introductory Flight Evaluation, or NIFE, Program.

It is designed to provide students with fundamental aviation knowledge, introduce military procedural-based training and performance standards, provide aeronautical adaptability screening, decrease attrition later in the training pipelines, and improve overall student performance during Primary Flight Training. Naval Aviation Schools Command (NASC) facilitates the 8 1/2–week program, delivering students to Chief of Naval Air Training (CNATRA) for their first flight experience in Navy aircraft. While students will still get their first flight hours in civil aircraft with mostly civilian flight instructors, NIFE introduces students to military procedures earlier than ever before. NIFE also incorporates military flight instructors (MFIs), who provide flight instruction, serve as mentors, and oversee students’ progress throughout the program. This allows MFIs to manage students’ expectations of Primary training requirements, provide assistance to underperformers earlier, and lay the foundation of students’ military aviation knowledge so they feel confident moving through the pipeline. Working with MFI mentors and applying appropriate study techniques early on is expected to reduce the number of initial progress checks, ready room UNSATs, and reduce academic failure overall. “The restructuring of NIFE is a major step forward in CNATRA’s vision for the Naval Aviation Enterprise,” said NIFE Director Cmdr. Mark Yates. “Students are briefing, pre-flighting, and executing procedures in flight just like they would in Primary, Advanced, and the Fleet. When NIFE students arrive in Primary, they will be very comfortable with how to prepare and execute sorties. We have essentially moved the learning curve to the left with expectations of higher performance in Primary.” NIFE is divided into two parts: ground school and flight. The first is what was formerly known as API. It covers the gamut from physiology and water survival to aerodynamics, weather, and engineering. The program includes five academic exams as well. Students then progress to the flight phase where they review Primary-styled course material, conduct briefings, aircraft pre-fight inspections, and execute airborne procedures just as they would in Primary Flight Training and beyond. Instruction has a greater focus on Navy Air Training and Operating Procedures Standardization (NATOPS) and relies less on commercialoff-the-shelf (COTS) flight training programs. The goal is to develop a more confident and successful flight student throughout the remainder of training.

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increasing competency for the officer beginning Primary. This permits opportunity to train to a more challenging Primary, Advanced, and FRS Phase. We are training for victory in the high-end fight - each level of training becomes more sophisticated from year to year. The demands on skill sets and required competencies continue to increase based on the threat we train to as directed in the National Military Strategy.”

The aeronautical adaptability-screening portion allows the earlier application of Naval Aviation processes to identify active and passive airsickness. Students who are unable to achieve success due to physical considerations will know earlier to pursue alternate career choices, reducing Primary attrition and instances of airsickness. “NIFE represents a generation leap in preparing students for success in Primary,” CNATRA Assistant Chief of Staff for Training, CAPT Steven Hnatt said. “The program will shift skill set development to the left, reducing time to train and

Coast Guard Training Turns Real When Vessel Bursts into Flames Off Alabama; 4 Rescued By Mark Price

U.S. Coast Guard helicopter training exercise turned into a real life rescue during the night of December 14, 2020 when a nearby fishing vessel burst into flames off the Alabama coast, according to the U.S. Coast Guard.

Photos show that rescuers reached the boat in darkness as flames were spreading from bow to stern. “Two Coast Guard Aviation Training Center Mobile MH65 Dolphin Helicopter aircrews were conducting training flights nearby and diverted to respond (to) the distress,” the Coast Guard said. “One of the helicopters lowered a rescue swimmer and life raft, and all four people aboard the vessel abandoned ship into the raft.”

The fishing trawler was fully engulfed in flames when four people were rescued from the deck, video shows. The crew members were listed in stable condition after being taken to shore, the Coast Guard said in a news release. Their names were not released.

A Coast Guard rescue boat was then sent to pick up the four and take them to waiting EMS crews for medical treatment. The cause of the fire is under investigation, officials said.

Coast Guard watchstanders learned around 6:45 p.m that a commercial fishing vessel named the Alexandria Pearl was on fire half a mile south of Fort Morgan, according to the news release. The area is in the Gulf of Mexico, just south of Mobile, Alabama.

The U.S. Coast Guard rescued four people on December 14, 2020 from a burning vessel near Fort Morgan, Alabama. US Coast Guard Photo.

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Features Making Tough Calls in the Virtual Environment By Ed Gillcrist, CEO-The Shackleton Group Used with permission from Fast Company. Original article may be read here: https://www.fastcompany.com/90580788/the-3-steps-to-making-toughdecisions-bold-advice-from-an-ex-marine-officer

Things to Accept

rom the cockpit of a Marine helicopter landing at night on the pitching and rolling deck of a carrier, to the seeming quiet of a boardroom subtly coaxing a new leader toward a preferred course of action, it has become increasingly clear to me how difficult it is for leaders to make tough decisions. After some soul-searching and tapping into the experience of leaders I admire and respect, I have identified some key things that simply helped me get better at it. As a CEO, and a former U.S. Marine Corps Officer and pilot, I’ve worked with military leaders, civilian executives, and my own employees and Marines to help guide them through the challenging and sometimes even perilous waters of tough decision-making. As pilots we used to say emergency procedures were written in the blood of those who went before. I share my lessons learned in that same spirit.

It’s an obligation: Recognize that you have a fundamental obligation to deal with and resolve hard decisions. The minute you accepted the mantle of leadership, you accepted the authority and responsibility for all decisions associated with that position. You can’t hope it disappears: The issue creating your hard choice will not resolve itself. When faced with a diagnosis of cancer, a patient may choose to either fight or ignore the diagnosis and effects. Ignoring it will not make cancer disappear . . . eventually, it will grow and consume them. When leaders don’t want to be saddled with the outcome, their indecision has the same effect on an organization. It, too, can consume the organization and paralyze growth, effectiveness, innovation, and morale.

Too often leaders abandon their responsibility and choose not to act on a tough decision because they don’t want to be saddled with either the decision or the outcome. They act in their own interest rather than tackling the more difficult task of doing what’s right for the organization. Nothing relieves the leader of the responsibility to make difficult decisions. Good leaders will recognize this despite all its associated challenges; they have the responsibility and obligation to exercise their authority judiciously and decisively and to make the tough calls.

It takes moral courage: That’s one reason it’s called a tough choice. It’s not easy doing something that will adversely impact an individual’s career, or telling the boss something they don’t want to hear, etc. Taking all that into consideration will often times require you to summon the moral courage to, as Karel Montor once said, make the “hard right, rather than the easy wrong” decision. You’ll get better at it: Although there are some types of decisions that might never get easier, learning from hard experiences will make you better at making hard choices the next time around.

Based on extensive research and experience, Jacob More points out in his course Decision Making Under Stress that in stressful times (as when making tough calls) we are not at our best when it comes to making decisions. The level of stress that we experience is obviously relative to influencing factors such as our personality, experiences, and circumstances. More demonstrates the importance of applying definitive action steps in a well-thought-out plan to reduce Recovery Time (that period of time between the onset of anxiety and the point at which we are back to a relatively normal state). Understanding the stress of making difficult decisions and having a plan to deal with it changes everything. My experience over the past 40 years has shown me that introducing logic and rationale to these situations in the form of a plan not only helps reduce my recovery time, but also improves the decisions and the comfort level and frequency at which I am willing to make them.

Things to Consider

What makes it tough? Consider what it is about a particular choice or decision in general that makes it so hard for you. Knowing and understanding yourself becomes a critical factor in how and why you make decisions, and why some are tougher for you than for others. Figure this out, deal with it, and learn from it! Know the environment and influencing factors: Understand the environment in which the decision is being made and identify the influencing factors. Try to understand the urgency, the circumstances, the culture, and the expectations of those involved. All of these should ultimately influence your decision. You should also master navigating the organizational system in which you lead. Too often leaders use the excuse that the system is too complex or that they are too busy doing their real job to take the system on as well. The inevitable result when leaders let this happen is that the problem becomes someone else’s to deal with, ultimately impacting the entire organization.

Difficulty making tough calls is a mindset and a cultural phenomenon common to most organizations. Whether you are face to face or in the increasingly demanding space of virtual leadership, here are three perspectives to help you devise a plan for dealing with difficult decisions: Things to Accept, Things to Consider, and Things to Do. Rotor Review #151 Winter '21

Photo:by U.S. Marine Corps photo by Lance Cpl. Zachary Zephir, USMC

Don’t confuse decisiveness with making rapid decisions. Decisiveness is about knowing how much time you have and using it effectively. John Cleese, in his speech on creativity, suggests that leaders who don’t take the time they are given are being lazy by making an immediate decision simply to get it over with. Weigh and balance if a decision is required, when it is required, and then, what the decision will be.

You’re not the Lone Ranger: Become rapidly familiar with the capabilities and resources at your disposal. Tough choices are hard enough without compounding them by rejecting helpful options. Knowing other leaders to reach out to and when to ask for help can make all the difference in the outcome of a tough call. What’s the impact? Understand how and who the decision is going to affect, both individually and organizationally. How will it affect things such as careers, achieving or falling short of organizational objectives, cost, time, systems, etc.? You must know and understand the impact that any course of action you take is going to have, or go find out what the impact of a tough decision is going to be. To better understand the impact of a particular decision, put yourself in the shoes of the affected party and try to see it from their perspective.

Although all of these are relevant regardless of the circumstances, it’s worth addressing an additional consideration when leading and making decisions in today’s virtual environment. The potentially impersonal nature of virtual distancing may embolden some to make tough calls more comfortably, and they may feel like the virtual environment is actually helping them get better at it. We cannot let that virtual separation and emboldened spirit make us callous or cavalier, particularly when difficult decisions affect people. Virtual leadership requires recognizing the difference between making the tough call because it’s a responsibility, and being a “telephone tough guy” just because the circumstances seem to permit it. Let us never lose sight of the personal impact our decisions can have, especially when virtually distanced.

Things to Do

Don’t panic: By its very definition, a tough choice implies an increased level of difficulty, dilemma, and anxiety. The greater the anxiety, the less effective your decision-making will likely be until you start feeling normal again. The key is compressing your recovery time by recognizing that it exists, reducing the anxiety when possible, and never letting it escalate to panic.

In short, be decisive, be committed, and act . . . make the tough call! Own it and be confident in it once you’ve made it. Don’t be afraid to stand your ground and make your case. Those decisions may be challenged, and sometimes you will even make the wrong decision, but don’t let that dissuade you from the things you need to accept, consider, and ultimately do in order to make tough calls when required.

Clearly identify the issue: Before acting, a good leader will pause to get clarity on the challenge that requires a decision. When you don’t clearly define the problem, you risk focusing on ancillary issues that may disguise the real problem. Be precise before you act, and it will help you gauge the real magnitude of the problem and decision you are faced with.

About the Author

Weigh and balance: Now that you have identified and considered some key perspectives, weigh and balance all the critical factors before selecting a course of action. Timing your decision may be the most important consideration. Ask yourself if you need to make this decision right now.

As the chief executive of the Colorado-based business consultancy Shackleton Group, Ed Gillcrist relies on over 30 years of organizational development and leadership experience as well as that of a Marine officer and aviator to help organizations develop and lead more adaptable and effective teams. 63

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Features The Navy Needs a Retention Strategy By Lieutenants Sam Calaway and John Bice, USN

Originally published in December 2020 Proceedings Vol. 146/12/1,414 https://www.usni.org/magazines/ proceedings/2020/december/navy-needs-retention-strategy and used with permission.

Figure 1: Talent management portal of the Navy (right) and the other of the Army (left).

again under only 45 percent and 55 percent of their previous department heads and commanding officers, respectively.2

he Navy has several programs and incentives for officer retention: the Career Intermission Program, Fleet Scholars Education Program, Targeted Reentry Program, and Low-Residency Graduate Education Program, to name a few. However, a web of disparate programs that tries to entice officers to stay is not a retention strategy.

Unit level leadership lays the foundation for retaining talent. The Army, for example, has determined that battalion command—equivalent to the first at-sea command tour—is the fulcrum around which the entire service turns. To ensure a more comprehensive selection process, it created the Battalion Commander’s Assessment Program (BCAP). The five-day program at Fort Knox seeks to expand on previous evaluations and rankings by sending candidates through a battery of tests, from physical to psychological. On graduation, battalion commander candidate rankings are reordered, taking course performance into consideration. This ensures that command selection of candidates with “good paper” is not preordained.3

Building on “Sailor 2025,” the Naval Personnel Command’s personnel management program for both officers and enlisted, and lessons learned from the Army’s Talent Management Task Force, we outline an attempt at streamlining, updating, and prioritizing the Navy’s officer talent management efforts into a compelling retention strategy. This strategy has three pillars: leadership development and selection, entrusted innovation, and detailing/assessment modernization, all of which must be promoted on a coherent and modern marketing platform that makes the strategy stick.

The long-term effects of the BCAP on the leadership cadre of the Army are as yet undetermined, but it should raise the bar for this career milestone. Adopting such a program in the Navy has the potential to pay huge dividends in not only the short-term performance of commands, but also the long-term training, mentorship, and retention of junior officers.

Leadership Development and Selection In the opening statement of his confirmation hearing, now Secretary of the Navy Kenneth Braithwaite offered a scathing rebuke of the Navy’s “failure of leadership,” citing recent media headlines.1 Based on the research of Lieutenant Daniel Stefanus at the Office of the Chief of Naval Personnel, many junior officers would agree this is an issue. According to Stefanus’ 2019 survey, junior officers would choose to serve Rotor Review #151 Winter '21

Entrusted Innovation Junior officers want to influence the future of the Navy they will lead. Building off the research of Lieutenant Stefanus, we believe the “Audacious Team” concept he proposes will create innovative opportunities for junior officers to make a difference.4

The platform would be an information resource that expands the reach of the detailer and the situational awareness of the officer. Detailers could reduce their correspondence burden by having an interactive FAQ section, a place to publish community briefs and board results, and a platform to publicize success stories, not only in detailing, but also for their communities. Officers would have easy access to a record of all correspondence, could see how job selections historically affect board competitiveness, and could use a scheduling function to talk to/meet with the detailer. There could even be a LinkedIn-type function that connects an interested officer with the current billet holder to learn more about the position.

Audacious Teams are internal consulting teams staffed by members across various communities to research and advise on matters such as talent management. Members would be handselected by their respective communities, in coordination with the Bureau of Personnel, to serve following their first shore tour. Selection criteria would be based on individual expertise, demonstrated problem-solving acumen, and ability to work in cross-organizational teams. But instead of focusing solely on retention solutions—though that likely would be the first team—these groups could be given “wicked” problems (e.g., the 355-ship Navy, Air Wing of the Future, etc.). Rapid testing of hypotheses would be an integral part of the program.5

The Jetstream platform also could help reform the performance assessment system. For example, this single system could connect to and show results of all performance records: awards, fitness reports, self-assessments/resumes, 360 review data, etc. By having all performance indicators available, gaining commands would have a more complete picture of prospective candidates. For community briefs, there could be more nuance on the individual paths of command selectees versus the simple percentages of billets held by those selected, providing evidence of success beyond the “golden path” narrative. For example, in aviation, a career progression from production tour to department head to joint tour could be detailed per command selectee, instead of stating only that 75 percent of commanding officers selected participated in Tours with Industry.

As an incentive to recruit the best and brightest from the Fleet, the tour should be tied to a master’s degree earned concurrently with the assignment and paid for by the military—not through the graduate education voucher program or GI Bill but perhaps concurrent with Fleet Scholars Education or Low-Residency Graduate Education Programs. Fitness reports for these individuals must be signed by an admiral, and the billet must be briefed at boards as highly competitive versus “off-track.”

Storytelling Two screenshots (Figure 1)—one of the talent management portal of the Navy and the other of the Army—show the Navy’s lack of prioritization, effort, and evocative storytelling in the fight for officer talent.

In addition to Audacious Teams, junior officers must be allowed wide autonomy to innovate at the deckplate level. The common perception among junior officers is that the Navy is burdened with bureaucratic processes, leaving many top performers frustrated with their inability to effect change. Leaders at all levels must allow junior officers to find creative ways to increase efficiency, safety, and mission accomplishment. In the current global market, agile and adaptive companies are best poised to survive. In the same way, the Navy must become an agile force led by creative thinkers who are allowed to test bold and unconventional ideas. Reinforcing critical thinking skills from Audacious Teams to the deckplate also would promote sound decision-making—a much needed aptitude—through collaboration with senior action officers and decision makers.6

On the Naval Personnel Command’s website, you will find the talent management page through a small hyperlink; a “Sailor 2025” pamphlet that has not been updated since 2017; and a smattering of other resources scattered across the site. In contrast, the Army’s talent management resources include a dedicated web portal, articles, podcasts, and videos from as recent as May 2020—a centralized hub from which to tell its story. Most important, the layout of the Army’s website conveys which programs are of primary importance to its talent management strategy: the BCAP, the new Colonel Command Assessment Program, and Army Talent Alignment Process. Two are focused on leadership selection and the other on the assignment process—all other efforts are subservient to these two priorities.

Detailing/Assessment Modernization The Navy should adopt the Jetstream platform, a detailing marketplace developed by the explosive ordnance disposal community similar to MyNavy Assign for enlisted personnel and the Army Talent Alignment Process. The Navy needs such a marketplace to enhance transparency and trust in the officer detailing process. Jetstream is ready to be implemented across the Fleet—and should be without delay.7

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Features The Navy needs a dedicated officer talent retention website to more effectively project its retention strategy and primary lines of effort and, ultimately, tell a better story. This platform would complement Jetstream— which could be accessed from the site—as both a forum to showcase success outside the detailing relationship and a resource for gathering realtime feedback. If commanding officers wanted to discuss talent retention with their wardrooms, they would have a repository of programs and statistics, as well as testimonials on current and future policy from which to draw. Junior officers would have Secretary of the Navy Kenneth Braithwaite a place to give honest critiques of those options and strategies, not just for the commanding officer’s benefit, but also the entire Navy. A Compelling Strategy The Navy cannot afford to subject its retention success to market cycles. The above recommendations are all relatively low-cost endeavors for the current fiscal environment. Their complementary qualities have the potential to have a multiplying effect on retention in creating a compelling retention strategy.

Notes 1. Phil Stewart and Idress Ali, “U.S. Navy Suffering from ‘Failure in Leadership,’ Says Nominee to Lead It,” Reuters, 7 May 2020 www.reuters.com/article/us-usa-navy/u-s-navy-suffering-from-failure-in-leadership-says-nominee-to-lead-it-idUSKBN22J2AD. 2. LT Daniel Stefanus, USN, “Retaining More High-Performing Aviation, Sub, and SWO Talent,” MyNavy HR Feeder Board, 18 February 2020. 3. Army Talent Management Task Force, “Army Announces New Battalion Commander Selection Program,” 6 November 2019, www.army.mil/standto/archive_2019-12-06/. 4. LT Daniel Stefanus, USN, “Beyond Golden Handcuffs,” OPNAV N1 report, 29 April 2020. 5. Jon Kolko, “Wicked Problems: Problems Worth Solving,” Austin Center for Design, 6 March 2012, www.google.com/ url?q=https://ssir.org/books/excerpts/entry/wicked_problems_problems_worth_solving. 6. CAPT George Galdorisi, USN (Ret.), “Warfighting Demands Better Decisions,” U.S Naval Institute Proceedings 146, no. 6 (June 2020), and William Williamson III, “From Battleship to Chess,” U.S Naval Institute Proceedings 146, no. 7 (July 2020). 7. LT Nicholas Stoner and CDR Alex Campbell, USN, “The Navy Is Strangling Its Most Promising Talent Management Initiatives,” USNI Blog, 20 August 2019, https://blog.usni.org/ posts/2019/08/20/the-navy-is-strangling-its-most-promising-talent-management-initiatives.

Rotor Review #151 Winter '21

NHA Photo Contest Honorable Mention "MH-65C Dolphin from Coast Guard Air Station San Francisco flying near the Golden Gate Bridge" Photo by Matt Udkow

NHA Photo Contest Honorable Mention "Hellfire Launch from SH-60 Bravo Squadron ES-10" Photo by Ryan Brennan.

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Awfully Slow Warfare ASW is tough. It is tougher if you are stupid. It is IMPOSSIBLE if you are stupid and don’t know it.

Unused Buoy Launcher Slots? By LCDR Tom Phillips, USN (Ret.)

e Romeos are few – too few. Any professional, who soberly confronts the challenges of protecting a CVN from a submarine threat for an extended period of time has to admit the fact that we have limited resources for a VERY difficult job. One of those limited resources is sonobuoys. We have a heavy, pneumatically fired, externally loaded launcher with a weight limit which prevents us from fully loading even our lightest search buoys, DIFARs. The left-hand extended pylon, when installed, blocks the two bottom rows of the launcher. So, for the sake of being able to quickly load a very short-range missile designed for a small surface craft not likely to be anywhere near the carrier most of the time, especially during most submarine threat situations, we forsake 40% of launcher slots and expendable search stores. As a result, we can only load 15 buoys. That is unconscionable. To be ready to deal with a very low probability danger to a carrier in a restricted threat area where we are not likely to be operating in high tension or actual combat conditions, we give up 40% of a major tactical sensor against a much higher danger threat to us wherever we operate. Stupid is as stupid does. The Romeo sonobuoy launcher (identical to its predecessor in the Bravo) is and has always been STUPID. It unnecessarily limits stores capacity and tactical options for poor reasons. When designed into the SH-60B, it was the perpetuation of the externally-loaded, side-shooting sonobuoy launcher which was a make-do backfit addition to a UH-2C logistics helo turned into the LAMPS Mk-I. It had to be that way for the SH-2 as the fuel tanks were below the cabin and prevented a better solution. Then, the designers created the SH-60B LAMPS Mk-III, which they saw as a better LAMPS Mk-I, using little imagination. Were there other arguments for the side-shooting, externally-loaded pneumatic monstrosity? Perhaps, but we MUST NOT allow this monstrosity of an idea to continue to yet ANOTHER ASW helicopter. We actually have a pretty poor history when it comes to sonobuoy launching from any of our helicopters. Helicopters first started dropping sonobuoys in about 1972, Althoughon sonobuoys may have been dropped from the HSS-1 (SH-34) or even earlier ASW helicopters. HS-6 had experimented internally with methods to deploy sonobuoys from it’s big helicopters while the first LAMPS Mk-I FRS, HSL-31 was standing up.

Rotor Review #151 Winter '21

SH-2D LAMPS Mk-I The LAMPS Mk-1 had a fifteen-slot, externally-loaded, side-shooting, CAD-fired, sonobuoy launcher. The CAD is an explosive charge which ejects the contents of the sonobuoy launch tube. Life and depth of the buoys had to be selected before loading, and with only 15, that was a serious tactical restriction. SH-3A/SH-3D Equipped with only a dipping sonar, the standard Fleet HS helos began to experiment with sonobuoys. Visiting the boneyard at Davis-Monthan AFB, sonobuoy relay equipment was scavenged from recently retired S-2 Trackers (predecessor to the new, almost-there, S-3A Viking - 1974), and fitted to a flat sheet, with vibration absorbing feet, for installation in the cabin. This rig was called a MASH rack. The question then became how to deploy the sonobuoys. At first, the buoys, stripped from their SLCs, were affixed to two borrowed PMBRs (multiple bomb racks), affixed to the two aft weapon stations (there were four in the early H-3; the forward two

were reserved for torpedoes). A PMBR could hold three sonobuoys. A jury rig for sure, the sonobuoy fins were held folded by two semicircular metal bands, which hinged at one end and were held closed at the other by the bomb rack J-hook. When commanded from the cockpit, the J-hook retracted, the sonobuoy fell away, the bands flew open, the fins deployed, and the buoy went about its business successfully. All good, but only six buoys. After a while, the idea of simply throwing them out the cabin door was shown to be as reliable, reduced weight, always a critical consideration, and no more six-buoy limit. It was not unknown for an SH-3 of the seventies and eighties to carry 40 buoys, held in a honeycomb of cut-down dark grey shipping containers where the fins were held closed by the container, all strapped to the cabin wall. All could be set (life, depth) before being TOSSED OUT THE DOOR; a significant tactical advantage in both numbers and spur-of-the-moment tactical selectability.

old SDC with its limits. The gravity launcher was down from 12 to 6, and a carousel to carry 8 more. Buoys could not be dropped directly from the carousel, but had to be hand-moved from carousel to gravity launcher. A more creative system was clearly available but still no imagination, apparently. So down from 24-40 buoys to 14. Fortunately, it was still able to reset buoy life and depth as the TACSIT suggested. One of the two crewmen had to slide his seat forward to transfer the buoy. The seat was designed to do this instead of having the AW unstrap and do it.

SH-3H By the time the HOTEL model H-3 came along (initially with radar, ESM, chaff, onboard sonobuoy processing called the SDC, MAD, and, of course, the iconic dipper, twelve gravity chutes had been installed at the rear of the cabin, reducing the need for an AW to go “spit” the buoys (until the twelve chutes needed refilling: load was normally 24, but more could be carried if the TACSIT indicated. Refer back to 40 noted above, if the mission required). Each chute could be selected and activated from the cockpit, including jettison. If a different life and/or depth was required by the tactical situation, that option was still there for an AW to go back and reset. Worth the trouble for timely tactical optimization.

MH-60R A combination in theory of the SH-60B and the SH-60F, there was no improvement to the tactical flexibility of the sonobuoy launcher of the SH-60B with the development of the Romeo. The Romeo was the opportunity to design a better launcher than either the Foxtrot or the Bravo had, save weight, simplify systems, improve tactical flexibility, increase buoy capacity, deconflict the launcher and the extended pylon. Again, we blew the opportunity.

SH-60B LAMPS Mk-III Next came the big improvement over the Mk-I. The launcher was no longer CAD-fired, to no one’s regret, and it had 25 slots, although the physical design prevented a full 25 search stores from being loaded due to a weight restriction of the launcher (the legs were too spindly, I once heard). Pneumatic, still externally-loaded, still side-fired, and carrying a weight penalty compared to just about ANY alternative launching system you could have dreamed up. While the LAMPS Mk-I required side-firing because of fuel tanks below the SH-2 cabin, no such restriction required side-firing for the Bravo, but it got it anyway: a better H-2 with little imagination or vision? Still tactical flexibility restricted because the passive buoy settings, life and depth, had to be made before loading.

We are already thinking about a replacement for the Romeo. Open your mind, grab a paper napkin, and sketch a sonobuoy launcher concept which fits YOUR Tactical needs, desires, and wishes. Think out of the box, be unbound by the same handcuffs. Don’t wait for some fool to write a specification which does not reflect YOUR needs. They have compromised your tactical needs four times before, so do you expect better this time? Make CLEAR the Needs of the FLEET…… NOW. Do NOT assume “someone” is doing it for you. Make some noise. Who will step up? Perhaps we can get it right this time.

SH-60F Replacement to the SH-3, in an attempt to be compatible with the design of the SH-60B for a theoretical commonality of parts, etc. the SH-60F was a step backwards in many respects. MAD? Gone. Half the sonobuoy receivers of the H-3. Same

NGASAEB (Never Give a Submarine an Even Break)

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True Story That Recce Was a Riot. This Stuff Just Kills Me

By LCDR Tom Phillips, USN (Ret.) As if combat wasn’t dangerous enough, Vietnam offered myriad ways to get killed without the enemy laying a glove on you. Some ways involved friendlies, like "friendly" Vietnamese, some involved your own friends, even your own det mates and squadron mates, and some involved other Americans whose names you never learned.

aylight patrolling down in Bac Lieu Province along the southern coast of the Mekong Delta always proved interesting. Most of the "land" bordering the coast was mangrove swamp, second growth underbrush, and a complex network of small rivers, creeks, and a few canals. The VC down there didn’t want to come out and fight. If caught in that water wonderland, they would be virtually immobile except in sampans. Clearly not a good way to run away from armed helicopters. As a result, they were very reluctant to fight down in that region. It was their laager area. They would establish carefully camouflaged enclaves of hootches adjacent to waterways so they could be mobile. The hootches would always appear to be abandoned, and the VC would NOT aggressively defend them. They would hunker down in bunkers, and lay low if we caught them at home, until we tired, or ran out of fuel or ammunition, and went away. When we found hootches that might be inhabited by bad guys, we would sometimes have to encourage them to come out and fight so we could take care of them. One favorite method was to make a low level run past the area along the creek or canal and shoot M-79 grenade launcher 40mm rounds of CS into the area to smoke them out. Now CS, chemical smoke, is industrial strength riot control tear gas. Military Industrial Strength. After all, we weren’t dealing with a bunch of wimps. This stuff would bring tears (vomit, mucus, and who knows what) to a marble statue. No problem shooting the grenade launcher because we flew with the pilot doors removed to save weight, and to give us a field of fire for a variety of hand held weapons used by the pilots. When the CS went off in an area, it would hug the ground, penetrate the bunkers and flush the enemy. You can assume the rest. How bad was this stuff? I found out one fine day as we made a pass at about ten feet above the canal so we could see under the canopy of the trees covering a little group of huts near the bank. I was in the left seat because it was my day to be there even though I was the Fire Team Leader (FTL). As we flashed by the opening in the trees and bushes, I pointed the shotgunlike M-79 out the copilot’s door, aimed across the chest, with the stock held sideways. The muzzle velocity of the M-79 was so slow, that you could watch the round fly along with you and finally drop to the ground, like throwing something sideways out of a speeding car. You had to lead the target area a lot, when flying perpendicular to it at over 100 knots. For some, the skill for this was acquired when throwing beer cans at mailboxes from a speeding car. I pulled the trigger and nothing happened. Dud. Not unknown, although not as common as duds in .50 cal ammo. No problem, break down the breech-loading M-79, pull out Rotor Review #151 Winter '21

the round, toss it conveniently out the door into the canal, reload and get ready for another pass. Repeated passes were not advisable, but a second pass if nothing was fired on the first was considered acceptable risk. When I flipped the lever and broke open the breech, there was an audible "pop" and the casing flew out the breech, past the pilot’s head, and out the pilot’s door. My eyes immediately teared up and I was blinded. My nose evacuated, my throat convulsed, and I started to gag. Through my panic I could hear the whop of the rotors, the scream of the engine, and feel the lurch and yaw of the helicopter as the pilot jerked in a handful of collective and pulled back on the stick. We yawed because the pilot couldn’t see the ball for his tears. He wasn’t exactly caressing the flight controls either. I could hear machine gun fire. Not ours. Somebody else. The strong stench of vomit hit me from behind and I immediately added my breakfast to the offering from the crew. I threw the grenade launcher out the door and fumbled for the flight controls to help my copilot, gave that up to give

attention to my burning, stinging eyes. A quick wipe got me vision in one eye and I grabbed for the controls.

copilot and laughed. He had vomit dribble on his chin and down his front. His cheeks were streaked and wet, and he was wiping his chest with a flight glove, which he then threw out the door. He looked over at me and laughed back in relief and release, his mouth forming the mask of tragedy rather than mirth.

"You got it! You got it!" yelled my copilot. "I got it! I got it!" I gagged back between wrenching dry heaves. "What the hell happened?" yelled a crewman. "Back me up! back me up!" I yelled. Squinting, I could see that we were up above the trees, altitude unknown since I couldn’t focus on the gauges. Wind was whipping in my door so I stepped on the rudder in that direction. Eyes were clearing. But the fresh smell of vomit hit me again. More dry heaves. "God!"

I climbed out of the kill zone, as my wing man called. "Nine Eight, Nine Three, what’d you see down there? Man you popped out of that canal like a cork. Recommend you either climb or get on the deck before somebody opens up on you in the kill zone, over." "Roger, coming up. Join on me. We’re RTB." "What about the target? We opened up when you bolted. Did you take fire? I didn’t see any muzzle flashes."

"Four hundred feet and climbing, Nr at 96 per cent. Forty knots. Oh God! (Ralf, Gag) Whew, Gasp... O.K. we’re O.K. What happened?"

"I’ll tell you when we’re RTB, Nine Three." "Wow it stinks back here, Mr. P." observed one gunner unnecessarily. "Yeah but not as much as those ripe body bags we had to haul last month." added the other gunner.

"I think the CS misfired when I opened the breech. Everybody O.K. back there?" "We’ll live, Sir, but what a mess! Looks like the club after the last farewell party." Man, I’m not feeling so pretty good, Daddy. I’ve got to go potty."

Not as much as ripe body bags, for sure. But considering the last few moments, it’s good to smell vomit when you think back on it. Good to smell the vomit. Jeez, will we ever run out of new and original ways to try to kill ourselves? Can’t we just leave that to the VC?

"Yeah, smells like it too. I think the gas is gone, but the puke is potent!" My eyes were finally clearing. I looked over at my

NHA Photo Contest Honorable Mention "H-2 on Yankee Station" Photo by CDR John Ball, USN (Ret.) 71

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Off Duty Always

Movie Review by LCDR Chip Lancaster, USN (Ret.)

ecently I was standing out in front of my house at midnight when a Firehawk flew overhead at about 100 AGL. The firebomber was circling for a water drop on the burning house at the top of the hill. The drop was successful and local fire crews responded quickly to stop the fire-front that had advanced up the hillside pushed by 30 knot Santa Ana winds to engulf the unfortunate dwelling. It was a firsthand encounter with wildfire danger which was becoming all too familiar. This encounter serves as a pointer to my next movie review, a story of aerial firefighters and one of my favorite aviation films, Always by Steven Spielberg. We meet Pete, hotshot fire bomber pilot, running low on fuel and having to dead stick his Douglas A-26 Invader after both radial engines die from fuel starvation. Pete, played by Richard Dreyfuss (American Graffiti, Jaws) is madly in love with Dorinda, played by Holly Hunter (Raising Arizona, O Brother Where Art Thou). Dorinda is also a pilot and the air controller for an air attack base somewhere in the northwest woods during fire season in the 1960’s. Pete has a tendency to push it to the limit and beyond and Dorinda is sure his number is up. They finally agree that Pete will stop active bombing to take a pilot training position. Fate intervenes and he gets called up for an emergency drop mission at first light the next day. Pete and his best friend Al, played by John Goodman (The Big Lebowski, Atomic Blonde, The Connors), take off in separate bombers for the drop. It’s a harrowing mission during which Pete saves Al’s life but gets killed in the process.

This movie uses real aircraft, in particular the Douglas A-26 (WWII, Korea, Bay of Pigs and Vietnam) and the Consolidated PBY Catalina (WWII) as well as a cast of a half a dozen or more other vintage fixed-wing aircraft and two helicopters (Bell 206, UH-1B). All of the aerial action is fixed-wing with no CGI or digital special effects and shot on location in Montana and Washington State. The cockpits, engines, props and airframes are all the real thing; you can smell the oil and smoke as the Pratt & Whitney R-1830 and 2800 radials fire up. The firefighting scenes, in the air and on the ground, are especially realistic; you can feel the heat and smell the smoke. All of the action and non-action is surrounded by a great sound track orchestrated by John Williams (Star Wars, Jurassic Park, Harry Potter). Always is a remake of the 1943 film A Guy named Joe, a movie well worth a look from director Victor Fleming with Spencer Tracy, Irene Dunne and Van Johnson.

Pete finds himself strolling through a charred forest to come upon an angel, played by Audrey Hepburn (Roman Holiday, Breakfast at Tiffany’s, My Fair Lady) who informs Pete that he’s no longer among the living. She tells him that he has a new mission as a prospective angel. He must stay on earth and be an inspiration to a struggling young pilot. His new ward is clown pilot (you have to see it to believe it) Ted, played by Brad Johnson (Flight of the Intruder, Left Behind) who is a mishap prone klutz.

Although Always suffers a little from a somewhat weak ending, up to the last few frames it is a great aviation and firefighting film. Besides, who can pass up an evening with multi-award winners like Spielberg, Williams, Dreyfuss, Hunter and Goodman. It is also noteworthy mentioning that this was Audrey Hepburn’s last film.

Pete manages to get Ted hired by Al who is now running a fire pilot training school. Ted is a hard case who, in spite of Pete’s back seat encouragement, can’t help screwing up and getting expelled from Al’s school. Ted flies off in his piper cub only to return fired up and determined to get his air attack ticket following an other-worldly encounter which leads to a special comm-link between Pete and Ted. Ted returns to Al’s school where he sort of crashes into Dorinda’s cottage. Sparks ignite, in more ways than one, between Dorinda and Ted, Ted and Al and all around, and about Pete and a new fire season. Things get hot and heavy for the remainder of the movie, but that’s for you to see how it resolves.

Rotor Review #151 Winter '21

The best way to see this movie is on a big screen (the bigger, the better) with surround-sound or at least some major woofers for the vibes. So grab your popcorn, some paper towels and drink of choice and settle in for an enjoyable experience. I give Always two thumbs up. You won’t be disappointed.

The Battle for the Falklands

by Max Hastings and Simon Jenkins Reviewed by Captain Nolan Vihlen, USMC he Battle for the Falklands chronicles a seemingly anachronistic colonial conflict set in an age dominated by competition between nuclear-armed states. Max Hastings and Simon Jenkins describe how the national pride of grossly unprepared governments enabled a gradual political momentum which ultimately led to war over a cluster of islands in the South Atlantic. The conflict was defined by inadequate coordination between British national and military strategy, an overreliance on technology, and the unique challenges of a war fought half a world away. Ultimately, these lessons are relevant to the increasingly tangible threat of future conflict between near-peer adversaries.

Throughout this work, Hastings and Jenkins detail the mismanaged coordination between British national and military strategy. In the years leading up to the crisis, domestic difficulties had dominated the attention of Margaret Thatcher’s administration to such a point that the Foreign Office was only capable of conducting a poor imitation of Victorianera gunboat diplomacy. Whether it was launching the Royal Navy without clear instructions or demanding the seizure of politically motivated objectives, half measures characterized British actions. Moreover, it was clear that financial austerity had impacted Whitehall’s confidence in its ability to leverage force to secure British interests. This led to an overreliance on military technology to project power 8,000 miles away, while attempting to attain air superiority with the minimal aircraft available. In the spring of 1982, the British military no longer exercised the seemingly global omnipresence it had enjoyed a century earlier. Both authors show how civilian and military leadership adapted to this diminished role and designed a force dependent on cooperation with NATO to face the Soviet threat. As a result, the British military invested heavily in niche equipment including technologically advanced – but untested – naval air defense systems. When political pressure compelled the task force to depart its staging area for the Falklands without meeting the previously agreed condition of air superiority, the fleet experienced a pronounced lack of adequate air defense redundancy. Unfortunately for the sailors aboard the six vessels sunk during the conflict, the limitations of Sea Dart and Sea Wolf missiles were realized too late. It was difficult to anticipate the effects of this technological overreliance, but the additional challenges faced may well serve to educate participants in future engagements.

By releasing this book immediately following the war, the authors provide unmatched insight into many of the principal participants. British forces encountered multiple challenges inherent in a campaign emphasizing force protection and the extreme long-range movement of troops and supplies. Both of these factors present increasingly relevant lessons for potential conflicts as contemporary states engage in expanded great power competition. Current anti-access and area denial threats will require the long-range aerial refueling and vertically lifted artillery conducted in the Falklands but adversaries will not repeat the limited Exocet missile inventory that spared the Royal Navy further loses. While the British were able to rapidly adapt to the challenges presented, it would pay dividends for future combatants to more effectively prepare for potential territorial antagonisms. The Battle for the Falklands is an indispensable resource for understanding why Britain staked its national reputation on a marginally habitable parcel of land far from home. Britain prevailed despite the amateurish coordination between national and military strategy, a disastrous reliance on untested technology, and the challenges of a hostile environment. In the post-imperial world, England still expected, “that every man will do his duty,” and as jubilant crowds thronged Trafalgar Square, it was clear that superior training, discipline, and professionalism allowed her forces to carry out Nelson’s famous directive.

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Steel Beach by Jeff Lee Manthos

Reviewed by LCDR Chip Lancaster, USN (Ret.)

“I

was thrashing the water with the bulky fins held tightly in my hands, dragging them through the water like broken oars. I swallowed water like a shower drain as the towel in my teeth held my jaw open enough to siphon off water as I gasped for air.” Jeff Lee Manthos leads the reader through four years of his Navy career with descriptive writing, making it a pleasure to read his book, Steel Beach. It’s little wonder that his book was recognized for a literary arts award in his home state of Oregon. Manthos, “Thos” as he’s called by his shipmates, takes us on an adventure from before his enlistment to his return to civilian life at the University of Colorado. With his characteristic descriptive style, his story progresses from 1972 to 1976 through trials and tribulations of training, aircraft carrier deployment, sub hunting, logistic support, SARs and MEDEVACs. He involves the reader in depth and personally with every aspect of his experience. You get a firsthand view of what it’s like being in a big helicopter at sea. He vividly describes the SH-3D Sea King from the cockpit to the rescue station in action ranging from exhilaration to boredom to sheer terror. Thos’ adventure ranges from personal relationships to squadron and shipboard life to missions to liberty. He takes us half-way around the world from Imperial Beach to the Persian Gulf hitting Hawaii, the Philippines, Hong Kong, Singapore and Bander Abbas by way of the South China Sea, Malacca Straights and Indian Ocean. Operationally he takes us sub hunting with the latest SONAR equipment to rescues and MEDEVACs as well as mundane logistic support and lots of time in Starboard D. At sea, he takes us through all of the nooks and crannies of two aircraft carriers from flight deck nonskid to thumping steaming catapults to berthing and the mess decks to a sanctuary fan room. “We were surrounded by water, 5500 of us crammed into steel tunnels and caves with nowhere to go.” His liberty takes us from IB tattoo parlors to taking a Guerro taxi from the Sky Club to the Spanish Gate, to a jeepney ride down Magsaysay Boulevard for Christmas Eve in Olongapo, to Hong Kong’s Star Ferry and China Fleet Club, all well lubricated with San Miguel. Thos is an avid reader who appreciates history. His writing adds historical perspective to the places he visits from the Philippines to Vietnam to Hong Kong. In addition to his descriptive style, he adds characterization to shipmates along with descriptive names like Zipper, Clyde Dog and Cowboy. Along with operational flights, shipboard life and liberty excursions ,we’re treated to vivid looks at SERE School, JEST and crossing the line as well as a sobering take on the end of H-3 number 66, the most photographed H-3 in history, which was in Thos’ squadron. If you are interested in the Navy of the 1970’s or were there, Steel Beach is a great read which will take you back to another time. You can check it out in the NHA Library or get your own copy from book sources or the author himself. You won’t be disappointed.

NHA, NHAHS, and NHASF Are your organization! Keep it going. Keep us current. Update your profile. www.navalhelicopterassn.org Rotor Review #151 Winter '21

Radio Check In this iteration of Radio Check, we asked to hear about the deployment experiences of our readers. Operational deployments demand that units and individuals confront constant challenges, solve complex problems, and face hardships that many others would have a hard time understanding. They also present us with incredible opportunities for growth and learning, both collectively and personally. What has been your most challenging deployment? What has been your most rewarding one? Tell us about the obstacles you’ve faced and lessons you’ve learned while serving at the proverbial the “tip of the spear.” From CAPT Mike “Midds” Middleton, USN (Ret.)

he World Famous Indians of HS-6 deployed on USS Enterprise (CVN-65) 15 Jan 1986 with Battle Group FOXTROT led by RADM J. T. Howe and later RADM Paul David Miller, on what was to be a “normal” WESTPAC Cruise. That didn’t happen. After port visits to Subic & Karachi, Pakistan, things were heating up in the Med with Libya and Muammar Gaddafi. The USS Enterprise was ordered to the MED and became the first Nuclear Carrier to transit the Suez Canal. Battle Group FOXTROT joined Operation El Dorado Canyon and “The Line of Death” ops against the Libyan Navy. The Indians deployed a detachment on USS Truxtun (CGN-35) 50NM off the Libyan coast for 30 days with warshot torpedoes and M-16s to combat Gaddafi’s diesel sub threat. When no threat materialized, the Indians were forced to redeploy to the beaches of Toulon France and onward to Perth Australia, for well deserved “Leave and Liberty”, a long, long way from from Karachi! WESTPAC ‘86 turned out to be anything but “normal” for the Indians and the men of Battle Group FOXTROT!

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From CDR Matt “Trash” Persiani,USN, OPNAV N98

fter almost a 20 year career in naval aviation I have been on my fair share of deployments whether it be part of an Air Wing or flying Direct Action missions with HSC-84 in Iraq. But my most challenging and rewarding deployments were the deployments I watched from afar. As the CO of an Expeditionary HSC Squadron (HSC-22 Sea Knights), I was responsible for the training, readiness and deployment of detachments all over the world. Being a career HS (CVN) pilot I could not fathom sending my team to sea and waving from the sea wall as they sailed over the horizon. As a CO, I did it four times. The CO has to put tremendous amount of trust and faith into that LCDR OIC (Officer in Charge) who is most likely leading at sea for the first time. Trust me, it is hard to put your career in that OIC’s hands. Trusting they are executing your commander’s intent to get the mission done safely with your team thousands of miles away was challenging. Of course, you expect them to make mistakes but how far are you willing to let them go knowing you are ultimately responsible for their actions and the detachment’s success? I told every one of my OICs they will have an opportunity to do something I never did, and that was lead my own team of warriors and aircraft at sea. As an Air Wing HS pilot, I never deployed as an OIC. I always deployed with a squadron. My CO and XO were never far away. I was, and still am, very jealous of the experience my OICs got on deployment. I might not have been on the ships but there was not a day or night that went by that I did not pray for the success and safety of my deployed Officers and Sailors. Hardest deployments of my career. I might not have been physically deployed with my Officers and Sailors but damn if they weren’t the most rewarding deployments of my career. Every week, I looked forward to reading the OIC email update and then bragging about their accomplishments at command quarters and in my Commodore weekly updates. Visiting the team in ports and getting some underway flight time were rewarding. Watching the Chiefs and Sailors hustle and showing a pride of accomplishment that can only be seen underway was huge. Hanging out with JOPA in port and seeing how the nuggets walked with a cockier strut after finally getting some salt on their flight suits was memorable. Hearing from the ship Captain about how proud they were of the Sea Knight Team. Watching the OIC lead with new found confidence. Listening to the stories which brought new call signs. And finally watching the Officers and Sailors on the day of their homecoming beaming with pride. Nobody was more proud of the Sea Knight Team than me. For you HSC JOPA out there with the HSC Community on the cusp of reorganizing to an all Expeditionary community, I hope you understand the incredible opportunities that await. There will be more OIC opportunities to lead your own team at sea available under the Expeditionary force structure. Strive to get that OIC title and get that leadership at sea experience I never had. Rotor Review #151 Winter '21

From CAPT Michael Fuqua, USN (Ret.) michael.fuqua@gmail.com 858-382-3297 Challenging:

id a disassociated tour on an old LPH as Mini-Boss/Safety Officer. By the time I reported aboard, it was tired. These ships were single screw, round bottomed, lowest bidder relics of another age. Parts, priority, and expertise were difficult to come by on the waterfront. It was a Safety Officer’s nightmare. I don’t think she ever did pass an Engineering inspection prior to deployment. But we https://navalhelicopterassn.qbstores. went anyway. Just prior to deployment, com/SF20228 we got the word that we were taking an HM squadron instead of the usual load of Marines. The learning curve for the ship USS Iwo Jima (LPH 2) and the squadron was steep! They were great but they had so much equipment to support the mission that the ship was filled to the rafters. Typhoons on deployment caused us to move all their aircraft to the hangar bay and all their “stuff” to the flight deck about 3 times. It was a major evolution. After departure the ship suffered some major breakdowns mostly due to lack of parts. A 3 day stop in Hawaii turned into 2 weeks and a 5 day stop in Subic turned into 5 weeks. Everything was a challenge. The good news was that the ship had a UH-1N that the 6 of us aviators got to fly a lot! The other good news as always were the Sailors. They answered the call! A lot of great shipmates were made on that deployment. Rewarding: Be ready for anything! Left on routine deployment to the Gulf aboard Kitty Hawk in Nov 92. I was CO of HS-4 Black Knights. Uneventful crossing and stop in Singapore. While there, we sent an Air Wing contingent, including my Ops O, on to Bahrain for in-briefs. One day out of Singapore we were diverted to Somalia to support operation Restore Hope. Spent 3 weeks off Mogadishu supporting Marines. We sent a Det forward to an LPD anchored off the coast. Spent very long days hauling everything imaginable around the country and on CSAR standby. Really bad conditions. Christmas Day was memorable in taking Santa to various sites on the beach. My Ops O, who was on the advanced Det to Bahrain, showed up at the airport in Mogadishu. How he got there was a whole other story. One night we get flash message from KH that they’ve been ordered to sortie North to the Gulf and we needed to come back. 2 H-53’s picked up the Det and we flew about 100 miles North to catch the ship loaded with as much as we could carry. Arrived in the Gulf to support Operation Desert Fox. Our two HH-60H’s moved North for CSAR support. Seemed like we were in a world of ad hockery for about 3 months. Normal ops were reacting to the next thing through the door. But at the end, it was a very rewarding deployment. I participated and led more unscripted ops than ever imagined. And as always, the Sailors came through. That is always the story. Next Issue's Radio Check: Professional reading plays an enormous role in our personal development as aviators, service members, leaders, and human beings. It challenges us to expand our perspective outside of what we know and believe, and feeds our decisionmaking, understanding of personalities, and literacy in a variety of professional competencies. What literature has influenced you most in your career and life, and why? There are no limitations on genre, form, or subject matter. Even NATOPS is an acceptable answer. Any type of writing/reading can be influential!

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Change of Command COMHSCWINGLANT

CAPT Ryan Keyes, USN relieved CAPT Shawn Bailey, USN December 11, 2020

VT-2 Doer Birds

CDR Edward W. Ahlstrand, USCG relieved CDR Wesley A. Barnes, USN December 4, 2020

Rotor Review #151 Winter '21

HSM-37 Easy Riders

CDR Matthew L. Martin, USN relieved CDR Daniel M. Martins, USN November 20, 2020

HSC-4 Black knights

HSC-12 Golden Falcons

CDR Thomas Murray, USN relieved CDR Jason Budde, USN December 11, 2020

CDR Justin Ott, USN relieved CDR Ethan Haines USN December 9, 2020

HSCWINGLANT Weapons School Savages

CDR Jared Ott, USN relieved CDR Gregory C. Knutson, USN January 6, 2021 79

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Change of Command SECTOR HUMBOLDT BAY

AIRSTATION NEW ORLEANS

CDR Patrick Dill, USCG relieved CAPT Harper Phillips, USCG April 1, 2020

CAPT Mark E. Hiigel, USCG relieved CAPT Gregory Fuller, USCG April 30, 2020

AIRSTATION SFO PORT ANGELES

AIRSTATION SITKA

CDR Joan Snaith, USCG relieved CAPT(sel) Michael Jackson, USCG June 27, 2020

AIRSTATION SAVANNAH

CDR Brian McLaughlin, USCG relieved CAPT Michael Frawley, USCG July 17, 2020

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CDR Brendan Hilleary, USCG relieved CDR Brian Erickson, USCG April 17, 2020 80

AIRSTATION ELIZABETH CITY

AVIATION TRAINING COMMAND

CAPT William A. Lewin. USCG relieved CAPT Joseph Deer, USCG July 31, 2020

CAPT Christopher Hulser, USCG relieved CAPT William Sasser, USCG June 2, 2020

AIRSTATION JACKSONVILLE (HITRON)

CAPT Gregory A. Matyas relieved CAPT Michael Campbell M<ay 10 ,2020

AIRSTATION DETROIT

CDR Mark Lay, USCG relieved CDR Jared King, USCG August 20, 2020 81

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Change of Command Easyriders' Aerial Change of Command By LTJG Daniel Sullivan, USN HSM-37 Public Affairs

n November 20th, the Easyriders of HSM-37 held a change of command in Hangar 103 on Marine Corps Base Hawaii in Kaneohe Bay. CDR Matthew L. Martin, USN, relieved CDR Daniel M. Martins, USN, as the 37th Commanding Officer of HSM-37 since its establishment in 1975. CDR Allen W. Jacob, USN, assumed the duties of Executive Officer. Colonel Speros C. Koumparakis, Commanding Officer, Marine Corps Base Hawaii, officiated the ceremony.

Easyrider flight for aerial change of command

During his tenure, CDR Martins led the Easyriders by deploying combat-ready detachments in support of operations throughout the 3rd, 4th, 5th, and 7th Fleet Areas of Responsibility. As the only Maritime Strike Helicopter Squadron in the Middle Pacific (MIDPAC) Region, HSM-37 provides a variety of services to MIDPAC based ships, including the detachments that embark them for deployment. These detachments support all Pearl Harbor based Arleigh Burke-class destroyers and Ticonderogaclass cruisers. HSM-37 is the largest operational MH-60R squadron in the U.S. Navy. Detachment missions include anti-submarine warfare, anti-surface warfare, search and rescue, enhanced counter narcotics near South America, and freedom of navigation around the South China Sea.

first tour was with HSL-45, deploying in 5th and 7th Fleet in support of Operations Enduring Freedom and Iraqi Freedom from 2004 to 2007. His second operational sea duty tour was with HSM-71 from May 2008 to 2010 where he played a vital role in the inaugural deployment of the MH-60R, where he was named CHSMWP’s Pilot of the Year. CDR Martin’s first shore tour was at Naval Postgraduate School in Monterey, CA where he earned a Master’s of Science degree in Systems Engineering in 2012 and earned the Wayne E. Meyer Award for Excellence in Systems Engineering. CDR Martin returned to HSM-71 for his Department Head tour, deploying to 5th Fleet during his tenure. Following his Department Head tour, CDR Martin served with Navy Personnel Command in Millington, TN from June 2015 to October 2017. At the completion of his tour, he was selected for the Secretary of the Navy Tours with Industry Program, completing an 11-month fellowship with FedEx. CDR Martin is married to Lori, and they have two sons, Brady and Cooper.

CDR Daniel “DMart” Martins is a 2001 graduate of Boston University’s NROTC Program. CDR Martins began his operational sea tour with the HSL-43 “BattleCats” from 2004 to 2006 in support of 5th and 7th Fleet operations where he was recognized as the Pilot of the Year. He subsequently served at HSM Weapons School Pacific where he was awarded Tactician of the Year in 2009. In his following tour with Carrier Air Wing Nine Staff from 2009-2011, he deployed in support of Operation Enduring Freedom and Operation New Dawn. In October 2011, he served with HSM-77 as part of the maiden deployment aboard the USS George Washington (CVN-73), conducting operations in 7th Fleet where he was awarded an Air Medal for service in Operation Damayan. CDR Martins then served at Joint Force Headquarters, National Capital Region while simultaneously earning a Master of Arts degree from George Mason University. CDR Martins will serve his next assignment at Naval Aviation Warfighting Development Center, Fallon, NV. He will move with his wife, Elizabeth, and two daughters, Malia and Aliana.

CDR Allen “Jed” Jacob graduated from Virginia Tech University’s ROTC Program in 2004. CDR Jacob conducted his first operation sea tour with the HSM-71 “Raptors” from 2008-2011 where he deployed to 7th Fleet. His first shore tour was with HSM-40 from 2011 to 2014 where he held the position of Commander, Naval Air Force, Atlantic, NATOPS Evaluator while concurrently earning a Master’s degree in Business Administration from Arizona State University. CDR Jacob served a second operational sea tour from 2014-2015 deploying with CVW 8 to 5th and 6th Fleet. In 2016, he reported to HSM-73, deploying to 3rd, 5th, and 7th Fleet. While at HSM-73, he was named Officer of the Year and received the 2017 Navy Marine Corps Association Leadership Award. He served a second shore tour as an Aviation Programs Analyst for the Director, Programing Division on the staff of the Deputy Chief of Navy Operations, Integration of Capabilities and Resources from 2018-2020. CDR Jacob is married to Jennifer, and they have two children, Katherine and William.

CDR Matthew “Moto” Martin graduated from the United States Naval Academy in 2002. CDR Martin began his career with two consecutive sea duty tours in San Diego, CA. His Rotor Review #151 Winter '21

VT-2 Doerbirds Changes Hands During Aerial Ceremony By LT Andrew Wills VT-2, USN

DR Edward W. Ahlstrand, U.S. Coast Guard, relieved CDR Wesley A. Barnes, USN, as the 57th Commanding Officer of the “Doerbirds,” Training Squadron Two (VT-2) in a unique ceremony onboard Naval Air Station Whiting Field on Dec. 4. The squadron is one of three fixedwing aircraft training squadrons under Training Air Wing Five. Flying a T-6B Texan aircraft, Barnes handed the reins of the squadron over the aircraft radio to Ahlstrand during the aerial ceremony.

deployment to Navy Support Activity Bahrain shortly after the events of September 11, 2001.

Three T-6B aircraft, one with Ahlstrand, one with Barnes, and one aircraft with the Commodore of Training Air Wing Five (TW-5), Col. Jeffrey Pavelko, the ceremony’s officiating officer, flew in a three-ship formation. During the flight, Ahlstrand stated he was ready to relieve Barnes as Commanding Officer. Barnes then read his order over the airways, “I stand relieved,” and banked his aircraft out of the formation. As their lead officiating officer, Pavelko acknowledged the turnover in the air.

VT-2’s incoming Executive Officer (XO), CDR Joshua Seamount, narrated the change of command event. .

Ahlstrand served his initial aviation tour at Coast Guard Air Station Elizabeth City, N.C., from 2004 to 2008, flying the HC-130H Hercules. While there, he received the Commander Elmer F. Stone Aviation Crew Rescue Award for rescue of the crew of the S.V. Sean Seamour II off Cape Hatteras, N.C. as detailed in the novel, A Storm Too Soon, by Michael J. Tougias (New York: Scribner, 2013).

After landing the aircraft, the officers completed the ceremony outside a hangar on the installation. Pavelko congratulated both officers before a small audience of close family, friends and “Doerbird” instructors. He also presented Barnes with a meritorious service medal for his accomplishments for leading the squadron the past 15 months. Barnes, a Fleet SH-60F/H pilot, assumed command of VT-2 on August 9, 2019. During his time as Commanding Officer, he led the Doerbirds with a standard of excellence that allowed the squadron to fly more than 43,500 flight hours, highlighting the squadron’s safety-first culture that makes them one of the leading squadrons in Naval Air Training Command (CNATRA). His next assignment will be as navigator onboard USS Nimitz (CVN-68) based at Naval Station Bremerton, Wash.

CDR Edward W. Ahlstrand and his family stand in front of the T-6B Texan II training aircraft he flew during the aerial change of command ceremony. Photo by Julie Ziegenhorn, NAS Whiting Field public affairs officer.

Ahlstrand is taking command after having served as Executive Officer. “I’m honored and humbled for the opportunity to lead such a fine group of men and women at VT-2. For almost two years, I’ve been blessed to be part of this outstanding organization, and I look forward to the next 15 months serving as their Commanding Officer,” Ahlstrand commented. A native of Birmingham, Ala., Ahlstrand earned his Bachelor of Arts and Juris Doctor from the University of Alabama. Before attending Navy flight school from 2003 to 2004, Ahlstrand was assigned to Port Security Unit 308 in Gulfport, Miss. from 1999 to 2003, where he served as Communications Officer and completed a six-month

CDR Wes Barnes, outgoing Commanding Officer for the training squadron, VT-2 “Doerbirds,” NAS Whiting Field, and his family stand in front of the T-6B Texan II aircraft he flew during the ceremony. Photo by Julie Ziegenhorn, NAS Whiting Field public affairs officer.

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Engaging Rotors Congratulations to the New Naval Aviators October 23, 2020

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HT-28 Rotor Review #151 Winter '21

Congratulations to the New Naval Aviators November 5, 2020

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Engaging Rotors Congratulations to the New Naval Aviators November 20, 2020

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HT-28 Rotor Review #151 Winter '21

Congratulations to HSM-40 November and December 2020 Fleet Replacement Aircrew Class Graduates

Class 2003 November 20, 2020 From left to right: AWR3 Alex Evanicki, USN (heading to HSM-70), AWR3 Maxwell Jones, USN (HSM-70), AWR3 Luke Stonewall, USN (heading to HSM-79 and Honor Man)

Class 2004 December 18, 2020 From left to right: AWR3 Chase Berner, (heading to HSM-79), AWR3 Tyler Hill, (HSM-72), AWR3 Kolby Herring, (HSM-37), AWR3 Israel Arias, (HSM-37), AWR3 Trevor Cook, (HSM-48), AWR3 Parker Stover, (HSM-70) 87

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Congratulations to HSM-41 Fleet Replacement Aircrew Class Graduates December 18, 2020

From left to right and ongoing squadron: AWR3 Orona, HSM-49; AWR3 Thomas, HSM-77; AWR3 Gaefke, HSM-35; AWR3 Wells HSM-78; AWR3 Cardoza, HSM-71

Rotor Review #151 Winter '21

Didn't get what you wanted for Christmas? If you haven't been NHA's On-line Stuff Store lately consider a quick visit to https://navalhelicopterassn.qbstores.com/SF20228.You can select from a variety of fine quality, brand name embroidered items. Watch for sales and shipping deals.

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Signal Charlie CAPT Dick Catone, USN (Ret.) following a memorial service for a fellow helicopter pilot, is credited with the following statement: “I guess we are all in starboard delta waiting for Signal Charlie.” Starboard Delta is the holding pattern for the airborne Search and Rescue helicopters on the starboard (right) side of the aircraft carrier. They fly at a low altitude so as not to interfere with the fixed-wing aircraft recovery pattern, and only land when the last fixed-wing aircraft is safe on board. When tower calls the helicopter to pass “Charlie” to a landing spot, the crew knows the fixed-wing recovery is complete, all is well, and it is time to come back. Hence, the statement appears appropriate that someday we will receive our own “Signal Charlie” and will be called home for a final landing. Signal Charlie has been created to inform our membership and honor the passing of fellow unrestricted aviators. It is only as good as the information we receive. If you have an obituary or other information that you would like to provide concerning the passing of a shipmate, co-worker, or friend of the community, please contact the NHA National Office at signalcharlie@navalhelicopterassn.org and we will get the word out.

CAPT J. Michael Murphy, USN (Ret.) May 22, 1947 – November 29, 2020

n November 29, 2020 CAPT J. Michael Murphy died peacefully in his home in Camarillo, California in the company of his beloved wife of 50 years. CAPT J. Michael Murphy was raised in Camarillo, California, and attended the California Maritime Academy in Vallejo, California. After graduation in 1968, he sailed in the Merchant Marine as a Third Mate for one year until he was selected for Navy Flight Training where he qualified in helicopters and received his wings as an Unrestricted Naval Aviator. He received his wings on December 28, 1970 at HT-8, NAS Ellyson Field, Pensacola, FL. He was Navy Helicopter Designator Number R-11330. CAPT Murphy’s operational tours included: Station Pilot at NAS Alameda flying the UH-1N and station fixed wing aircraft; Helicopter Combat Support Squadron Three (HC-3) flying the CH-46D and serving as Officer-in-Charge on multiple detachments deployed in the Pacific and Indian Oceans; two tours on the USS New Orleans (LPH-11), first as Assistant Air Boss and then Air Boss and, from 1985 to 1987, CAPT Murphy commanded Helicopter Combat Support Squadron Eleven (HC-11). Throughout his career he attended various schools and colleges, earning additional degrees in Computer Science and International Relations. He was also a graduate of the Naval War College Senior Course. His last Navy tour was in Washington, D.C., on the OPNAV staff. He retired from the Navy in 1992. After his retirement from the Navy, CAPT Murphy (USN Ret.) was hired by Maersk Line, Limited, a ship management company based in Norfolk, Virginia. He commanded five ships for Maersk over a period of 16 years. During his last 10 years with Maersk, he delivered and put into service three newly built LMSRs: USNS Bob Hope, USNS Charlton and USNS Soderman, which he commanded for six years before coming ashore. On January 1, 2008, CAPT Murphy (USN Ret.) came ashore to work in the Washington, DC, office of the American Maritime Officers (AMO) as a government relations representative. CAPT Murphy (USN Ret.) was elected in 2010 and 2014 to four-year terms as National Vice President, Government Relations. He served the professional interests of the seagoing AMO membership on all regulatory matters before the Maritime Administration, the U.S. Coast Guard, Military Sealift Command, the Defense Logistics Agency, the U.S. Agency for International Development and other related federal agencies. CAPT Murphy (USN Ret.) also represented AMO and seafarers worldwide at the International Maritime Organization, the International Labor Organization and International Transport Workers’ Federation for more than a decade. In the 2018 elections He decided not to stand for election. Post election he was hired by the AMO Executive Board to remain in Washington with the new title of Government Liaison, where he continued to work closely with the many government agencies and committees that regulate the maritime industry. He continued that work until his retirement from AMO in December of 2019.

Rotor Review #151 Winter '21

CDR Robert Giffen, USN (Ret.) March 4, 1950 - October 30 2020

ob passed away from cancer on October 30, 2020 at age 69. He got his wings of gold on October 24, 1975. Following his winging, he worked for the Naval Aviation Museum in Pensacola. While with the museum, he was able to follow the Blue Angels on their air show tour operating a museum booth. Later that year, he got orders to fly with the Coast Guard. He was assigned to the Brooklyn Naval Yard but worked at Coast Guard Station Brooklyn. He flew the HH-52 with the Coast Guard as a SAR pilot from 1975 to 1978. He earned five Sikorsky rescue awards for his service with the Coast Guard. In 1978 he was transferred to NAS North Island where he flew CH-46D’s with HC-3 and HC-11. After he left the Navy, Bob worked as a contractor writing lessons to train Navy pilots and aircrew. He was an active Boy Scout leader who guided his three sons to all become Eagle Scouts. He was also a skilled musician who played the banjo and ukulele. He loved bluegrass music and could be found playing with a group at San Diego restaurant venues. Bob is survived by his wife Dotty, their three sons and one granddaughter.

LT Richard Samuel Ruble, Jr., USNR March 6, 1940 - December 10, 2020

T Richard Samuel Ruble, USNR, 80, of Hampden Township, passed away on December 10, 2020. Richard was born March 6, 1940 in Lewistown, PA, the son of the late Richard Samuel Ruble and Mary Adalyn (Dughi) Ruble. He grew up in Lewistown, PA and graduated from Lewistown High School. He subsequently graduated from the United States Naval Academy, June, 1964 and served 6 years in the Navy as a Navy pilot stationed in San Diego. LTJG Ruble received his wings at HT-8, NAAS Ellyson Field, Pensacola, FL, May 12, 1966. He was Navy Helicopter Pilot Designator Number R-8413. He spent two tours of duty during the Vietnam War on Yankee Station flying helicopters off USS Hancock (CVA-19), with HC-1 Det B (Bravo) on search and rescue missions. He joined EDS in 1970 and relocated to the central Pennsylvania area where he has lived with the exception of two years when he worked in Columbia, South Carolina. He worked nearly 35 years in the Information Technology industry during which he managed large systems contracts and assisted companies deal with the massive changes in computer technology that took place in the 80’s and 90’s. Richard was a sponsoring member of the Central Pennsylvania Friends of Jazz and past-President of the Board of Directors of Habitat for Humanity of the Greater Harrisburg Area. Richard is survived by his wife, Sydney Johnston Ruble of Carthage, MS whom he met while he was in flight school and married April 23, 1966 in Pensacola, FL; two daughters; Meredith Logan Ruble and her two children, Sydney Catherine DelBello and James Rocco DelBello; and Mary Cameron Ruble and her husband Jesse Jong-Shik Suh and their daughter Logan Yuri Suh and son, Beckett Joohyung Samuel Suh. Also surviving are his sisters Mary Suzanne Birch of Phoenixville, PA and her children, Andrew, Melissa and Matthew and their spouses and children, and Clara Jane Williams of Gladwyne, PA and her children Jennifer and John and their spouses and children; and an extended family of cousins, grand nieces and nephews as well as numerous Naval Academy classmates, and friends and acquaintances. Interment will be held at the convenience of the family in Indiantown Gap National Cemetery, Annville, PA. Donations may be made to Habitat for Humanity of the Greater Harrisburg Area or Central Pennsylvania Friends of Jazz. Fair Winds and Following Seas LT Ruble!

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LT Rhiannon Ross, USN and ENS Morgan Lynn Garrett, USCG A Navy T-6B Texan II aircraft from VT-2 at Naval Air Station Whiting Field crashed in a residential neighborhood in Foley, Alabama on 23 October, killing two aboard and starting a house fire. The instructor was LT Rhiannon Ross, USN, 30, of Wixom, MI. The Student Naval Aviator was 2019 Coast Guard Academy graduate ENS Morgan Lynn Garrett, 24, of Weddington, NC. The two fatalities are the Navy's first aviation-related deaths in more than a year. The Naval Safety Center announced on 20 October that the Navy and Marine Corps recorded no aviationrelated deaths in fiscal 2020, which ended Sept. 30. May they rest in peace.

LT Rhiannon M. Ross was born in Cadiz, Spain on September 11, 1990 to Ralph and Holly Ross. Growing up in Wixom, Michigan, she attended the University of Michigan and was commissioned as an Ensign in the United States Navy in April 2012. She received her Wings of Gold on March 14, 2014 and joined the ranks of Naval Aviation as Unrestricted Naval Aviator #32343. She lived and flew in Norfolk, VA from 2014-2018 and served on multiple ships with two deployments to Bahrain. She moved to Pensacola in 2018 where she served as one of the most highly regarded flight instructors at NAS Whiting Field, FL. Her family was the most important thing to her She loved being the best big sister to Jacquelyn and Lydia and cherished the relationship they all had, always providing sage wisdom and her amazing perspective on this life. She loved her dog, Gator, and his brother, Louis; always giving them love, cuddles, and treats no matter what was going on. Rhiannon loved the beach, biking, fishing, travel, cooking, wine, dancing, and of course headbanging at rock festivals. She and her husband, Jason, traveled to the Bahamas, Italy, Croatia, Slovenia, Malta, Greece, Dubai, France, Spain, Portugal and Bermuda and she was so excited to serve and live in Japan. Her emotional intelligence and kind way gave her the ability to love and appreciate; to always see the good in everyone she met.

Superintendent RADM Bill Kelly gave the eulogy and said , "Ensign Morgan Lynn Garrett was posthumously promoted to LTJG and made an Honorary Ptero. At the Academy, she served as Regimental Activities Officer and was a middle distance runner on the track and field team. She was a Marine and Environmental Sciences major who made the Athletic Director's and Commandant of Cadet's list every semester. I offer my sincerest condolences to her family, friends, classmates and shipmates ... she left an indelible mark on her classmates and the entire community, and she will be sorely missed by all. She was a beloved member of the Class of 2019, was a leader of Echo Company and the Corps, and was outstanding as the Regimental Activities Officer. … " In a message to her fellow students in April 2019, less than a month before she graduated, Morgan offered them advice to be successful in the service and in life. “Always seek out the next thing you can be doing to improve yourself, the people around you, and your unit as a whole because there is nothing good growing in stagnant water,” she wrote. CGAA sent flowers to LTJG Garrett’s memorial service, led by Vice Commandant and Ancient Albatross ADM Charlie Ray. The service was held on November 4th 2020 at the National Museum of Naval Aviation in Pensacola. CGAA also donated $5K to the Coast Guard Foundation’s disaster relief fund in her memory.

The memorial service was held Wednesday, November 4, 2020 at Oak Lawn Funeral Home, Pensacola, FL 32506. A graveside service followed at Barrancas National Cemetery, Fond memories and expressions of sympathy may be shared at www.oaklawnfunerals.com for the Ross family. Rotor Review #151 Winter '21

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