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• X-47B Heads to Sea • Navy Bids Farewell to Enterprise • Grampaw Pettibone Grumpy as Ever at 70 W i n t e r 2 0 1 3 t h e F l a g s h i p p u b l i c a t i o n o F n a v a l a v i a t i o n 2 Naval Aviation News 3Winter 2013 Volume 95, No. 1 , Winter 2013 The U.S. Navy’s Oldest Periodical, Established 1917 In This Issue: Features 10 Mad About Safety 70 Years of Grampaw Pettibone 16 X-47B Heads to Sea 18 War Eagles Transition from Orion to Poseidon 20 Navy Bids Farewell to the “Big E” 26 Improving the Human-Machine Interface for Helo Pilots Departments 4 Flightline 6 Grampaw Pettibone 8 Airscoop 30 Professional Reading 32 People–Places–Planes 39 Squadron Spotlight Naval Aviation News is online at www.navalaviationnews.navylive.dodlive.mil Director, Air WArfAre Rear Adm. William Moran, USN eDitor in chief Capt. Patrick Herring, USN eDitoriAl BoArD Cmdr. Kevin Stephens, USN, Naval Air Forces Robert Ghisolfi, Naval Air Systems Command Stanton Coerr, Headquarters, Marine Corps FORCM Garry McClure, USN, Naval Air Forces Atlantic SuBmiSSion GuiDelineS Commands may send news and announcements such as changes of command, awards, rescues, milestones, and other achievements to nannews@navy.mil at any time. Photos of Naval Aviation-oriented activities are always welcome. For longer feature articles, contact the managing editor in advance. Military contributors should forward articles about their commands only after internal security review and with command approval. For more information contact the managing editor at nannews@ navy.mil, by phone at 443-569-5061 or 301-342-5464, or by fax at 301-757-2688. PerSonAl SuBScriPtionS AnD ADDreSS chAnGeS A one-year subscription (four issues) is $23.00 domestic, $32.00 overseas. For online orders go to bookstore.gpo.gov. 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Email at nannews@navy.mil or send mail to Naval Aviation News, Naval Air Systems Command, 47122 Liljencrantz Road, Building 440, Room 24, Patuxent River, MD 20670. Call 301-342-5464. Naval Aviation News (USPS 323-310; ISSN 0028-1417) is published quarterly for the Chief of Naval Operations by the Naval Air Systems Command. Periodicals postage is paid at Leonardtown, MD, and additional mailing offices. The Secretary of the Navy has determined that this publication is necessary in the transaction of business required by law. The use of a name of any specific manufacturer, commercial product, commodity, or service in this publication does not imply endorsement by the Navy. Any opinions herein are those of the authors, and do not necessarily represent the views of Naval Aviation News, the Department of the Navy, or the Department of Defense. Photographs are U.S. Navy unless otherwise credited. Postmaster: Send address changes to Naval Aviation News, Naval Air Systems Command, 47122 Liljencrantz Road, Building 440, Room 24, Patuxent River, MD 20670. Cover: An X-47B Unmanned Combat Air System demonstrator aircraft is transported on an aircraft elevator aboard USS Harry S. Truman (CVN 75) on 11 December 2012. (Photo from Northrop Grumman) This page:ABH3 Andre Nation directs a chock and chain crew away from an MH-65D Dolphin with Coast Guard Squadron 65 on the flight deck of USS Wasp (LHD 1) on 2 November 2012. (Photo by SN Andrew B. Church) Back cover: With the photo of a young sailor pinned to her blouse, a visitor remembers the fire of 1969 aboard USS Enterprise (CVN 65) as she gazes toward the site of the fatal conflagration. See our story on p. 22 about the ceremonies surrounding the deactivation of Enterprise on 30 November-1 December 2012. (Photo by Dave Bradford) 4 Naval Aviation News 5Winter 2013 F l i g h t l i n e By Vice Admiral David H. Buss, Commander, Naval Air Forces meet the Air BoSS I am very proud and humbled to be the Navy’s Air Boss after taking command of Naval Air Forces on a bright sunny morning last October on the flight deck of USS Nimitz (CVN 68). Since taking command, my scan has been focused on two areas critical to the current and future health and contributions of our Naval Aviation force: people and operational readiness. Ensuring the readiness of our naval air forces for worldwide employment by our forward fleet and theater commanders is the bedrock foundation of my “man, train, and equip” mission. It is the most basic, but also the most important, thing we do as naval aviators. Naval Aviation continues to make significant contributions to ongoing operations around the globe. I don’t see that changing any time soon. People are, hands down, my number-one readiness priority. Without the right person with the right skills at the right time in the right job, whether it’s in the cockpit, on the flight deck, or in the line shack, there is no operational readiness. Budgeteers may note that people are expensive, but I say they are priceless. Our people are the most adaptable, agile, versatile, and irreplaceable element of military power. Our Sailors and their families are remarkably resilient and never cease to amaze us with their dedication and selfless commitment to shipmate, Navy, and nation. But leaders must stay “tuned in” to their troops. We owe our Naval Aviation force the greatest clarity and predictability we can provide in a very uncertain and unpredictable world. I am dedicated to listening to what our people have to say first, and then providing straight talk in response that is to the point and timely. Ready-for-tasking aircraft and aircraft carriers are my next priority. Without combat-ready, safe-to-operate aircraft, Naval Aviation is neither relevant nor effective. Without carriers that can launch and recover aircraft at will and when required, there is no survivable sea base. Ready carriers and their embarked air wings, as well as our expeditionary ship-based and shore-based squadrons, are squadrons are, and will remain, necessary for naval influence and power projection around the globe. I had the great fortune to speak (briefly) at Enterprise’s (CVN 65) inactivation ceremony in Norfolk in December, where many thousands came out that day to bid “Big E” farewell. It was a sad though proud day, with many current and former shipmates of all ages reflecting about their time aboard that mighty ship. Think about it: a nuclear-powered aircraft carrier was as combat effective and relevant in world events during its final combat cruise in support of operations in Afghanistan in 2012 as it was in its first cruise during the Cuban Missile Crisis 50 years before. That’s staying power—and a heck of a return on our investment! We must, and will, properly maintain and operate our carrier force to maximize operational availability while ensuring each carrier reaches its 50- year service life expectancy as “Big E” did. I’m proud that Naval Aviation is on the verge of introducing new capabilities and concepts that will sustain U.S. maritime superiority into the future. There are three key elements— capability, wholeness, and capacity—that together form the framework for how we will advance Naval Aviation through the next decade and beyond. First and foremost, we will sustain our capability superiority. Naval Aviation is built to deliver core capabilities and unparalleled naval power that provide sea control and influence where and when needed, around the globe. We now find ourselves in a world where the proliferation of information and weapon technologies has enabled potential state and nonstate adversaries to close the technological and warfighting advantages we have enjoyed. Our ability to maintain that advantage relies largely on sustaining our technological edge and taking an evolutionary approach in improving platforms and payloads. Integration of unmanned and remotely piloted systems across Naval Aviation is a key step in that direction. Second, we must ensure wholeness in Naval Aviation. To me, wholeness is the opposite of hollowness. To keep the force whole, we’ll make targeted investments to address gaps in capabilities that provide the greatest returns on investments. “Business as usual” in the current resource environment places wholeness at risk. Responsibly managing the resources available to organize, man, train, and equip Naval Aviation across its full range of missions will be essential. Third, we will maintain sufficient capacity to meet the demand for our Naval Aviation forces from our forward operational commanders. Range, speed, persistence, and flexibility are the foundation of Naval Aviation’s ability to fight and win the nation’s wars and contribute to a range of other missions through presence, deterrence, sea control, and power projection. As our nation “re-balances” to the Asia-Pacific region and adjusts presence requirements, the demand for these capabilities will only increase, which will challenge our capacity to meet that demand. The good news, though, is that job security for Naval Aviation looks bright. I grew up as an A-6 Intruder bombardier/navigator in a community where the credo was “Fuzed Bombs on Target First Pass—No Excuses!” I’ve resurrected that battle cry and asked Naval Aviators everywhere to commit to it as our strategic imperative across all communities. Sure, the missions are difficult and our would-be adversaries are as cunning as ever. We will never have as many spare parts or as much flight time as we’d like. But our greatest strength in Naval Aviation, our real tactical advantage, is the ability to get the job done right the first time. Fly, Fight, Win! ABE3 Justin Bryan and ABEAN Matthew Fulks clear the launching area as an F/A-18C Hornet with the VFA-97 Warhawks launches from USS John C. Stennis (CVN 74) on 11 December 2012. (Photo by MC2 Kenneth Abbate) 6 Naval Aviation News 7Winter 2013 g r a m paw p e t t i b o n e Illustrations by the DAnGlinG creW chief During a familiarization training flight, a senior H-53 helicopter air crew member, flying as crew chief, attempted to perform an unauthorized and unbriefed stunt. With only a quick discussion with one of the two other enlisted air crew members on the flight, the crew chief strapped into a gunner’s belt and eased himself backwards off the aircraft’s ramp into the windstream, while holding on to the back of the ramp. After taking a few pictures with her cell phone, one of the crew members walked forward, looked at the pictures, and placed the phone in her helmet bag. Upon returning, she noted that the crew chief appeared to be struggling, so she went aft to help. Still unaware of what the crew chief was doing, the co-pilot noticed legs hanging below the aircraft in his mine countermeasures mirror. The co-pilot pointed this out to the helicopter aircraft commander (HAC), who asked the crew if all was well. The reply was that everything was fine. By this point, both of the other two air crew members were working frantically to help the crew chief back into the helicopter. Realizing the situation was rapidly getting out of hand, one of the air crew members made a frantic call on the intercom system (ICS) for the pilots to slow down and descend. The co-pilot, who was at the controls, immediately began to slow and started a rapid descent with the intention of leveling in a hover at 20 feet above the water, a plan he failed to verbalize. With the aircraft passing through 175 feet with a rate of descent of 1,000 feet per minute, the HAC made a verbal power call and instructed the co-pilot to arrest his rate of descent. As the aircraft slowed, the crew chief turned blue, lost his grip on the ramp, and subsequently appeared to lose consciousness. With the aircraft moving forward slowly at approximately 130 feet, the crew chief slipped completely from the gunner’s belt and fell to the water. The crew chief ’s body was recovered several hours later. Post-flight investigation revealed the crew chief and several other squadron air crew members had discussed the stunt prior to the flight with no one voicing concern. The pilots were not aware of what the crew chief was attempting. Grampaw Pettibone says: Jumpin’ Jehosephat! This kind of thing just steams my shorts! There ain’t no place in our brand of aviation whatsoever for that kind of tomfoolery. The only thing worse than that crew chief senselessly putting himself in harm’s way was the fact that his shipmates let him do it! The amount of crew coordination breakdowns on this one are enough to make ol’ Gramp’s head spin. No one told the pilots what was going on, and when the pilots first realized something fishy was afoot and asked, they were told all was well. Then the crew member trying to help the crew chief made an ICS call to the pilots to get that machine on the deck—the first sensible thing anyone did—but still didn’t communicate what was going on. The copilot who was drivin’ the beast had a plan to get down, but didn’t say anything to the HAC, and spooked him with his rate of descent. So here are my questions, kids, and I hope you are already formulatin’ the same ones in your noggins. Why didn’t anyone tell the crew chief he was settin’ himself up for some problems? And when things started goin’ south, why didn’t that crew member say something to the pilots right away? And how about the biggest question of all—where was the dang-blasted leadership? Senseless waste, kids, that’s all it is. Senseless! So let me settle myself down and let’s learn from this one, ’cause that is the ONLY good thing to come out of this tragedy. If you think someone is fixing to do something that needlessly puts themselves or others in a bad place, you HAVE to do something to stop it. Have the moral courage to say “This is wrong.” That’s what Uncle Sam expects from all his Sailors and Marines, and durnit, that’s the right thing to do! Now you kids get back to work. Gramps is gonna meander down to the south 40 and see if my winter wheat is coming up yet. Gramps from Yesteryear... fAtAl ViSion Three F/A-18 Hornets launched from the NAS on an air combat maneuvering training flight with an “opponent” section consisting of an F-14 Tomcat and an F-4 Phantom. The Hornets proceeded separately to the working area. The Hornet flight leader began a left turn to establish a southerly intercept heading, with number two on his left wing and number three on the right. A moment later, number two (the section leader) called. “Let’s come right,” to reverse the section to the right, accomplish a 270-degree turn, and establish an eight- to 10-mile trail position on the division leader. Number three said, “OK,” and maneuvered his aircraft from a right-wing position to cross above and to the left of number two in the turn. Passing through a southeasterly heading, the section leader called, “Three not visual.” (The last time the section leader had visually sighted number three was at commencement of the division leader’s left turn.) The section leader next said, “Two’s at 22,000.” “Roger,” acknowledged the unseen number three. The section leader reported his position “on the western side of the ridge.” “Looking,” said number three. The section leader said he was “nine miles in trail [of the flight leader].” Number three transmitted, “Roger.” At this point, three left his position 2,000 feet above and to the left of the section leader in a descent, southward. After a few more seconds, number three collided with the section leader, nose section to tail section. There was heavy damage to number three’s nose section and to the aft underside and nozzle area of the section leader. Altitude was about 22,000 feet at impact. The pilot of number three was subjected to direct exhaust blast from the section leader’s engine and sustained fatal injuries when cockpit integrity was breached. The aircraft crashed one minute after the midair collision. The section leader’s Hornet was marginally controllable, the aft portion of the engines and airframe damaged. He headed for a divert airfield. The situation worsened as other systems failed to operate properly. The flight leader joined on him and saw flames, approximately the length of the F/A-18, emanating from the left engine area, and reported the same to the pilot. Shortly, the section leader was unable to maintain altitude or airspeed. He realized he could not reach the divert field and prepared for ejection. He radioed the divert field about his intentions but received no response. He successfully ejected just above 4,000 feet. Parachute descent was normal and the pilot was ambulatory after landing. Search-and-rescue procedures were initiated and the pilot communicated with the flight leader circling overhead, using the PRC-90 emergency radio. Ground parties arrived as helicopter assistance was en route. The pilot was taken to a nearby hospital. He suffered minor injuries. Grampaw Pettibone says: Gol dang it, this is a heartbreaker! Troops, you just gotta maintain safe separation distance, ’specially when you’re movin’ those high-tech machines around out there. Havin’ the best equipment in the universe won’t help if you drop your guard even for an instant. The basic rules of safety don’t change. We don’t know why the pilot descended through the section leader’s altitude. Maybe he misunderstood the geographic position call. Whatever, ’pears he got a couple of thousand feet above and maybe even ahead of the other Hornet in the turn and couldn’t see him. He made some adjustments, came down at a good clip, and then slammed into the section leader’s tail—with tragic results. The decision to descend, without seeing the other aircraft, was critical. Remember that…and keep your distance… PLEASE! (Originally published in September-October 1991) 8 Naval Aviation News 9Winter 2013 a i r s c o o p By Colin E. Babb mArineS AWArDeD Air meDAlS for reScue Three Marines with the VMM-266 Fighting Griffins were awarded the Air Medal with combat distinguishing devices on 7 January 2013 for their part in the rescue of a downed U.S. Air Force pilot during Operation Odyssey Dawn in 2011. Capt. Erik Kolle, Staff Sgt. David Potter, and Sgt. Daniel Howington flew their MV-22B, attached to the 26th Marine Expeditionary Unit (MEU) and USS Kearsarge (LHD 3), into harm’s way on the Libyan coast on the night of 22 March 2011 to rescue the crew of a downed F-15E that had crashed outside of Benghazi. The three Marines ended up retrieving the downed aircraft’s pilot (the other crewman was rescued separately). “I’m proud, but any of our flight crews or any Marine flight crews are capable of doing what we accomplished,” said Kolle after the presentation of the medals at MCAS New River, N.C. “We just happened to be the Marines on the flight schedule. It’s more a validation of how we train in the Marine Corps and with the MV-22