A True ‘Warhorse’

Established on Dec. 1, 1981, the Heavy Helicopter Squadron 465 “Warhorse” (HMH-465) of the U.S. Marine Corps (USMC) 3^rd Marine Aircraft Wing (MAW) was the first West Coast USMC squadron to receive the Sikorsky CH-53E Super Stallion. The squadron hasn’t flown any other series of the heavy-lift helicopter during its time.

While its core missions can range from combat assault transport, heavy rotary wing aerial delivery, air evacuation, and tactical recovery of aircraft personnel (TRAP), the unit can be assigned further tasks when deployed in theatre. This includes operations from Navy ships, rapid insertion/extraction of troops, and aviation delivered ground refueling (ADGR) to fixed- or rotary-wing platforms.

Highlighting its capabilities when it comes to ADGR, a single CH-53E can impressively provide 4,000 pounds (1,815 kilograms) of fuel from each of its auxiliary tanks. It can also be configured with two tactical bulk fuel delivery systems (TBFDS), each carrying 5,000 lb (2,270 kg) of fuel. This amount of fuel, depending on the CH-53E’s transit time to either its home base or an airborne tanker, can refuel two Bell AH-1Z Viper attack helicopters simultaneously, or three Lockheed Martin F-35 Lightning IIs at a forward arming and refueling point (FARP).

Warhorse has deployed the CH-53E to multiple combat theatres, such as operations Desert Storm, Enduring Freedom, and Iraqi Freedom. Warhorse has also performed multiple deployments to Okinawa, Japan, in support of the Unit Deployment Program (UDP) and more.

In May/June 2023, HMH-465 returned from a tri-site deployment, which saw half the squadron executing UDP 23.1 in Okinawa, one quarter of the squadron supporting the 31^st Marine Expeditionary Unit (MEU) in Okinawa, and one quarter supporting the 13^th MEU during a Western Pacific deployment.

The squadron currently has 16 aircraft reporting on the flight line and roughly 30 pilots — a third of those being initial accession helicopter second pilots (copilots). It will take them about 12 to 18 months to earn their helicopter aircraft commanders (HAC) designation.

The remaining 23 are HACs with designations ranging from fully-qualified weapons and tactics instructors (WTIs) to basic aircraft commanders. The squadron also has 20 crew chiefs and nine aerial gunners/observers.

Both pilots and crew chiefs train for about six months at Heavy Marine Helicopter Training Squadron 302 (HMHT-302) at Marine Corps Air Station (MCAS) New River, North Carolina. Upon completion, those individuals will receive orders to Marine Aircraft Group (MAG) 16 and will be assigned to one of the four HMH squadrons at MCAS Miramar in San Diego, California.  

Detachment to Arizona

Between May 13 to 23, 2024, HMH-465 flew five of its CH-53Es from its home base in San Diego to the Davis-Monthan Air Force Base in Tucson, Arizona. Supporting the Super Stallions was a total of 125 personnel made up of about 25 pilots, 80 maintainers, and 20 support staff. This is roughly 50 percent of the total squadron.

The detachment focused on helicopter air-to-air refueling (HAAR) and combat search-and-rescue (CSAR)/TRAP training with joint partners of the U.S. Air Force (USAF), specifically the 357^th Fighter Squadron (FS) and 79^th Rescue Squadron (RQS). In total, HMH-465 flew 145 hours over 11 days, with about 50 of those hours at night to enhance squadron flight leadership and pilot and aircrew proficiency for desert operations in the surrounding areas of Davis-Monthan.

TRAP/CSAR

Personnel recovery operations are slightly different between the USAF and USMC, with the USAF performing CSAR and the USMC performing TRAP.

Units that perform CSAR are specifically manned, equipped, and trained to execute those procedures as one of their primary mission set. These squadrons are well suited and trained to fight their ways into contested areas to recover isolated personnel.

Meanwhile, the USMC trains to recover personnel or aircraft in more permissive environments. This doesn’t mean those environments are free of hostiles, but rather the airspace is likely less contested.

“During our expeditionary operations, we partnered with real and simulated joint assets for a combat search-and-rescue mission,” Capt. Mike “Dirty” Simasek, squadron WTI and lead planner for one of the recovery events, told Vertical during a visit to Arizona.

The mission involved multiple Fairchild Republic A-10 Thunderbolt IIs from the 357^th FS, escorting two CH-53Es to a pre-briefed area/landing zone to rescue a downed A-10 pilot. The A-10s had to eliminate simulated enemy air defenses enroute for the CH-53Es to safely recover the downed pilot.

“Planning and flying with the A-10s granted us the opportunity to execute a detailed trigger-based timeline against a simulated peer threat in support of the Marine air-ground task force [MAGTF] commander,” Simasek said. “Both platforms are designed to support ground forces, and discussing our tactical training procedures [TTPs] made us realize the similarity in our mission focus. We both enjoy flying low and close to best support the ground combat element, day or night.”

HMH-465 Commanding Officer Lt. Col. Andrew “Chet” Baxter said working with the A-10s on the Tucson detachment afforded HMH-465 pilots and aircrews with exposure to the greater joint force and how they do business.

“In this case, the execution of CSAR as opposed to TRAP improved our understanding, proficiency, and TTPs for conducting TRAP,” Baxter said. “In this scenario, the CSAR evolution took place in a hostile environment with a robust air defense system that had to be mitigated before we could push in to the objective area to recover the isolated personnel.”

He said it’s possible that these A-10 squadrons could request support from CH-53Es in a real-world situation, or vice versa. The joint training served to provide a broader understanding of Marine Corps’ heavy-lift assault support capabilities to the USAF.

Helicopter air-to-air refueling

A benefit of deploying to Davis-Monthan was witnessing Lockheed Martin HC-130J crews of 79^th RQS plan and execute HAAR procedures in aid of CSAR missions. The 79^th provides personnel, supplies, and/or airborne refueling to add range to the dedicated rescue helicopters in theatre.

The Marines were able to see how the 79^th works through CSAR planning to ultimately enhance their own capabilities and understanding of how to perform TRAP. HMH-465 also performed HAAR training flights with the 79^th RQS. For hours, the teams gathered around a map to teach one another the nuanced differences of each services’ mission set.

Two dedicated HAAR flights were carried out in the Arizona desert during the day. The CH-53E performs HAAR at 115 to 120 knots (215 to 225 kilometers per hour) — close to the stall speed of the HC-130J — and takes about 3,000 to 8,000 lb (1,360 to 3,630 kg) of fuel per aircraft.

“The USMC is adapting to become more capable at integrating with joint partners in a wide array of mission sets,” Baxter said. “HMH-465 personnel getting experience in planning and execution with USAF partners was an invaluable experience to just understand how they think, plan, fly and fight.”

Back to Okinawa, Japan

HMH-465 is slated to deploy in support of the UDP at MCAS Futenma in Okinawa, Japan, and the 31^st MEU under the 1^st MAW later this year.

Baxter said the squadron’s top priority is to maximize the combat readiness of the pilots and aircrews through challenging and realistic training opportunities. Gaining qualifications and proficiency for the maintenance personnel is also important to ensure they are capable of maintaining readiness while deployed.

“Further enhancing each Marine’s warfighting proficiency will be paramount to ensure that upon arrival for deployment, the squadron is capable, lethal, and ready to support the MAGTF,” Baxter said.

Aiding this vision, the squadron will perform one final training det to Naval Air Facility El Centro in California later this summer before deploying to Japan. During that two-week period, the squadron will focus the majority of its flying at night to maximize night warfighting proficiency prior to deployment. This will ensure its aircrews are highly proficient and capable in the most challenging environments.

The CH-53E is well suited for the upcoming deployment as it is the only rotary-wing aircraft that can perform its mission set. No other helicopter in the Department of Defense (DOD) can perform the heavy-lift mission. Deployments like the upcoming one are significantly different compared to traditional combat deployments in that the majority of operations are unit level training. 

HMH-465 will support other units on the island, for example, by providing ADGR to USMC F-35B Lightning IIs. The unit will remain on standby for a litany of contingencies should they arise, including combat operations, humanitarian assistance, and disaster relief.

“If we had to go today, we would absolutely be ready,” Baxter said. “However, we will use the remaining time to gain more experience for our junior pilots, aircrew and maintainers to ensure we are at peak readiness upon arriving.”

Using this time to train will be beneficial as the HMH-465 are expecting to lose a few experienced pilots and crew chiefs this summer.

“The good news is each of those individuals we are losing has done a fantastic job training their replacements and the future generation of heavy-lift assault support professionals,” Baxter said.

The CH-53E’s ability to support mass combat power is second only to its ability to conduct heavy-lift external operations and deliver with precision in austere environments. As the USMC shifts its focus to the Pacific as part of Force Design, the CH-53E will be vital in performing key mission sets throughout the first and second island chain.

Training detachments like the one in Arizona display the squadron’s ability to integrate the unique capabilities of the Super Stallion with other forces and assets. Baxter said the HMH-465 is always looking for ways to improve.

The CH-53E has had a long and storied history, and “while we seek to adapt and change, we are most effective when we are proficient at our core mission skill sets,” Baxter said.

He said being able to conduct large force tactical flights under low-light level conditions, culminating in challenging objective areas and precision landings in zones with significant brownout, is the standard that they train to every day.

“My squadron knows our top priorities are to be ready to support the MAGTF commander and to always support the infantry,” Baxter said. “The MAGTF is a team concept and the team is at its best when each of the key players is capable of performing its role to provide a combined arms effect against the enemy.”

Recovering Chinooks in Afghanistan

Joining the USMC in 2006, Baxter started flying the CH-53E in 2009 and has since flown roughly 2,600 hours in that type alone. He has deployed three times to Helmand Province, Afghanistan, and once to MCAS Futenma in Okinawa, Japan.

“Of my three [Afghanistan] deployments, my most memorable mission was executing a TRAP of a RAF CH-47 in March 2014,” Baxter said. “The CH-47 had to make an emergency landing into a farmer’s field in Marjah. A repair in the field wasn’t permissive due to enemy threat, so the call was made for us to lift it externally and deliver it back to Bastion.”

While there had been multiple CH-53E external lifts of CH-47s and other aircraft throughout Operation Enduring Freedom (OEF) in Afghanistan, Baxter said this was the first and only one conducted at night under low-light level conditions. It may have also been the heaviest up to that point, weighing about 31,600 lb (14,300 kg).

“We were given about 24 hours to plan the entire mission, conduct a confirmation brief, and execute,” Baxter said. “The most memorable part of the mission, besides conducting the lift, was seeing all of the varying agencies, people, and assets that came together to make it happen. The number of TACAIR, escort and strike aircraft in the overhead was remarkable. Additionally, we had a solid contingent of security and reclamation personnel on deck, but once we started pulling power and lifting the CH-47 off the deck, all eyes were on us. The lift went well and we were able to safely deliver the CH-47 back to Bastion, in hopes that it would one day fly again.”

Baxter holds every instructor qualification and flight leadership designation that a CH-53E pilot can have. From 2016 to 2019, Baxter was an instructor at Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) in Yuma, Arizona, which is responsible for hosting, developing, and executing WTI twice a year. “In 2018, we hosted RAF CH-47 QHTI pilots and crew chiefs to participate in WTI with us. It was an incredibly memorable experience with both teams learning a great deal from one another,” Baxter said. “I have had many opportunities to plan and execute with the RAF during my OEF deployments and I have a great appreciation for their professionalism and warfighting spirit.”