HSL 42 - Det 7

ThHelicopters embarked on the USS Gettysburg were:-

163248 HN/435 SH-60B
163908 HN/436 SH-60B

Helicopter Anti-Submarine squadron Light 42 is based at Mayport FL. The unit includes 60 officers and 240 enlisted personnel with 15 SH-60B aircraft assigned to 10 permanent independent detachments.

The squadron's mission is to train, deploy, and support combat-ready LAMPS MK III detachments providing a multi-mission Air Warfare capability to surface combatants. When deployed, to detect, classify, and target an enemy and, when called upon, to place a weapon on target, on time, every time! The squadron also prepares and develops junior personnel to take charge of the future Navy and to ensure the highest possible quality of life for all hands. "Everybody succeeds, personally and professionally!"

HSL-42 detachments meet fleet operational requirements in the Atlantic, Caribbean, Mediterranean, and Middle East regions of the world, using the SH-60B "Seahawk", the world's finest, most advanced helicopter, to extend the Surface Warfare (SUW) and Undersea Warfare (USW) capabilities of the parent ship. LAMPS MK III helicopters utilize a lethal mix of MK-46 or MK-50 homing torpedoes, Penguin or Hellfire missiles, M-60D or GAU-16 machine guns, sonobuoys, chaff and other ordnance to ensure mission success.

In addition to the primary missions of SUW and ASW, the "Seahawk" performs secondary missions of Search and Rescue (SAR), Communications Relay (COMREL), Vertical Replenishment (VERTREP) and Medical Evacuation (MEDEVAC).

Exploiting the advanced technology utilized on the Seahawk, the "PROUD WARRIORS" of HSL-42 have supported a variety of operations around the world, including 5,300 flight hours in direct support of Operations Desert Shield and Desert Storm; Maritime Interdiction Force (MIF) operations in support of UN sanctions against Iraq, the former Republic of Yugoslavia and the Republic of Haiti; Counter Drug Operations; Space Shuttle Support Operations; and a multitude of missions in support of Battle Group Operations.

HSL-42 has distinguished itself as a front-runner in Naval Aviation by winning numerous awards and citations. These distinctions include four awards of the Prestigious Battle "E" (1987, 1988, 1992, and 1993), a Navy Unit Commendation, a Meritorious Unit Commendation, a Coast Guard Unit Commendation, seven CNO Safety Awards (1987, 1988, 1992,1993, 1994, 1995 and 1998), five awards of the Isbell Trophy for ASW Excellence (1987, 1989, 1990, 1997 and 1998), the 1996 "Golden Anchor" Award for excellence in retention and the 1997 Golden Wrench award for excellence in aircraft maintenance. These awards, earned while flying over 109,000 consecutive mishap free flight hours, reflect the professionalism and dedication of the Officers and Sailors of HSL-42.

Crew Bios of our escorts on the day

LT Christian Beard
Age: 27
Home Town: Houston, TX
Time in Service: 4 Year
Prior Commands:

Aviation Schools Command
VT-28
HT-8
HSL-40
HSL-42
 

Aviation Schools Command: Dec 01-March 02
VT-3: March 02-September 02
HT-8: December 02-June 03
HSL-40: July 03-March 04
HSL-42: April 04-Present
 

USS Constellation CV-64 from OCT 1999- APRIL 2001 Naval Aircrew School Rescue Swimmer School Aviation Weapons Systems Operator A School
HSL-40
HSL-42

The Ticonderoga class (Baseline 3) cruiser USS Gettysburg was ordered on 8th January 1986, built by the Bath Iron works she was commissioned on 22nd June 1991. The ships role is to prevent the deployment of enemy weapons against friendly forces by destroying enemy missiles, aircraft, submarines and surface ships. Second, to conduct offensive actions against the enemy through the employment of long range anti-ship and land attack missiles.

With a crew of 387, and employing the latest AEGIS system the ship is due to serve for a lot more years to come. the Navy is constantly upgrading the ships in a modernisation program which will ensure they still meet theatre needs

RAST system:- Information - Some US Navy notes for explanation

The air vehicle portion of the RAST system comprises a control panel, a main probe assembly, and a tail probe assembly. RAST is capable of:

1.  Assisting the pilot in landing the helicopter on the flight deck

2.  Securing the helicopter to the deck

3.  Straightening the helicopter to a laterally centered position

4.  Traversing the helicopter into and out of the hangar

Control Panel Indicators.

The RAST control panel is located on the SO console above the RADAR/DISPLAY control panel and provides control and status indication of the system . The cyclic grips have an electrical release button to free the recovery assist (RA) cable from the aircraft. An emergency release (EMER REL) button to shear the main probe messenger cable is located on the cyclic grip. A mechanical emergency release handle, located on the left side of the center console, is used to release the RA cable from the probe in the event of electrical release actuator failure. The MASTER switch is a two-position switch and, when placed in the ON position, supplies power to the control portion of the system. The MAIN PROBE, UP/DOWN switch is a three-position switch, spring loaded to the center. The MESSGR CABLE-UP/ DOWN switch is spring-loaded to the center position.When the switch is placed in the UP position, the messenger cable is reeled into the aircraft, and, when it is placed in the DOWN position, the cable will reel out from the aircraft. The main probe must be extended before the messenger cable can be reeled out, and the messenger cable must be seated in order to retract the main probe.

NoteThe MESSGR CABLE light gives the status of the cable. When it displays IN, the messenger cable is retracted fully into the main probe. When OUT is displayed, the messenger cable is extended. The H’DOWN light gives the status of the RA cable. A LKD indication is displayed when the RA cable from the surface ship is locked into the main probe. The OUT indication is displayed when the RA cable is free of the main probe. The main probe contains a 3-phase, 115 vac, 400 Hz electrically operated hoist, which lowers the probe, reels out the messenger cable, raises the RA cable, and retracts the probe. The hoist is powered by the No. 2 ac primary bus through a circuit breaker marked RAST POWER. This circuit breaker is located on the SO circuit breaker panel. An electrically fired guillotine is provided to shear the messenger cable in an emergency. The guillotine is powered by the No. 2 dc primary bus through a circuit breaker on the ATO circuit breaker panel marked RAST SHEAR. Attached to the probe is a release actuator, used to release the RA cable from the locks in the probe. It is also used to lock the probe in the retracted position. Three switches are mounted on the probe; the probe UP switch, the messenger probe switch, and the H’DOWN LKD switch.

Main Rast Probe.

The airborne provision for the RA system is a fully retractable main probe. It is mounted on the centerline of the aircraft near the center of gravity. In a fully retracted position, it is held in an uplock. From there, it is spring-loaded to a fully extended position for landings into the rapid securing device (RSD). The probe has an electrically powered hoist mounted to its outer housing. The hoist provides the messenger cable, deployed through the center of the probe, to retrieve the surface-ship RA cable. The messenger cable end fitting provides a snap-in connection for the RA cable. After pulling the RA cable into the locked position, the messenger cable is automatically disconnected from the RA cable. The lower end of the extended probe is designed to be captured by the RSD after landing. With the probe secured within the RSD, the helicopter is held against horizontal and/or axial tension loads. A swiveling crenelated ring on the end of the probe is provided for axial loads. The main probe is powered by the No. 2 dc primary bus through a circuit breaker on the SO circuit breaker panel marked RAST PWR.

Note

Landing Transition/Recovery Assist.

The transition from the approach phase to the landing phase begins at approximately one-fourth nm from the ship, with the aircraft at approximately 125 feet and closure rate well under control. The pilot not at the controls should call altitude every 10 feet and advise the pilot of adverse closure rate trends with FAST or SLOW calls. If a waveoff is initiated during the landing phase, the pilot at the controls shall provide obstacle clearance. The pilot not at the controls shall resume a full-instrument scan.

Note:-The RAST control panel MASTER switch is in the ON position and the main probe is locked in the down position as part of the shipboard landing checklist. The pilot should continue down the approach line and position the aircraft slightly inboard of the RSD. The SO will then lower the messenger cable. After allowing some slack to compensate for ship/helicopter movement, the LSO will signal the aircraft to stop lowering. The messenger cable is grounded and attached to the RA cable. On signal from the hookup man, the LSO shall signal the aircraft to raise the messenger. The SO then raises the messenger while the pilot flying maintains a steady hover. When the MESSGR CABLE IN and H’DOWN CABLE LKD indications are present on the RAST control panel, the SO will inform the pilot who will then request hover tension. The LSO will apply hover tension and inform the pilot. The pilot will inform the LSO when he is ready to land. The LSO will give the pilot the necessary corrections to position the aircraft over the RSD. When the deck is steady and the aircraft is over the RSD, the LSO will give the preparatory order LAND NOW, followed by the execution order DOWN, DOWN, DOWN. A waveoff may be initiated at any time prior to landing by the LSO, pilot, bridge or HCO. Compliance is mandatory. When a waveoff is initiated by the LSO, HCO, or the bridge, the call WAVEOFF, WAVEOFF will be made and the waveoff lights activated. The During offset landings, conning calls for placement of the main rast probe in the RSD should be made with reference to the aircraft longitudinal axis An RA landing can be made with or without the RSD in the landing position. Landing without the RSD utilizes the same procedure as landing with the RSD and provides increased safety over normal clear deck landings. Use clear deck wind envelopes for limitations. pilot shall release the RA cable (if required) and depart the ship when ALL CLEAR is received. Once the aircraft is on deck and the main probe is in the RSD, the LSO will trap the main probe and inform the pilot. Once the aircraft is trapped, the RA cable shall be released prior to shutdown or free deck Yo-Yo’s. The pilot will call or signal for release and the LSO will ensure zero tension and clear the pilot to release. For EMCON this may be arranged on the hardwire/ external IC. It is acceptable to use the pickle signal by day. (Depress thumb on clenched fist, or if NIGHT/EMCON or LOST COMM, alternate red/amber deck status lights.)