Sitrep 1-14 Spring 2014 AOP Is a Non Profit Association of Active & Retired USCG Aviation Personnel & Associates

The Official Publication of the Coast Guard Aviation Association The Ancient Order of the Pterodactyl

Sitrep 1-14 Spring 2014 AOP is a non profit association of active & retired USCG aviation personnel & associates

C O N T E N T S President’s Corner……………...... 2 CG Getting Surplus AF C-27J’s…...... 3 AirSta Savannah Celebrates 50th Anniversary....3 Ancient Al Letter to Pteros….....……..….....4 38th Roost Hotel/Tours Info..……...... 5 “Orange Flight Suit” by Ptero Tom Beard….6 CG Sector North Bend Highlighted…………,...... 7 CG SRR Program, APO Grand Prairie….…...8 Aviation High School Preserves HU-16 Artifact.12 Naval Aviation Assn. College Scholarships13 ‘Long Hours-CG Aviation, AirSta St. Pete 1948’ 13 Remembering the Fallen,’ AirSta Sacto... 18 ATTC Honor Grads & New CG Aviators……….....18 Who’s the Oldest Living CG Aviator?…. 19 What’s Happening Out There?...... 19 Membership Application/Renewal/Order Form.19

Pthirty-eighth Annual Ptero ‘Roost’ Heading to the Northeast

Our 38th annual convention honoring the CO, CAPT Stephen H. Torpey., Aviator 2912, and the men and women of Air Station Cape Cod will be from 18- 21 September! Your Roost Committee co-chairs, Pteros Joe Amaral, Aviator 1030, and Dick Buttrick, Aviator 988, are planning a spectacular roost to remember. We’ll be ‘Roosting’ at the Re- sort and Conference Center at Hyannis. Our last Cape Cod Roost was in 1996. Please see P. 5 for details and registration info.

DUES CURRENT ? — Please CHECK YOUR MAILING LABEL

Your mailing label includes the DATE to which YOUR TAX DEDUCTIBLE AOP DUES ACCOUNT is AOK. IF THE DATE READS June 2014, PLEASE PAY AGAIN NOW TO REMAIN IN GOOD STANDING. Check out page 19 or the website http://www.aoptero.org/htm/newmbr.html for the renewal application and current dues. Executive Board A Message from 2863 (CGAA/AOP President):

President Greetings, Fellow Pterodactyls: It has been an exciting winter for all Steve Reynolds of us so far. Winter weather has complicated life in DC and I’m sure (703) 250-5143 many of you are still digging out from the recent snow storms. We ExecutiveVice President have some exciting news to pass in reference to the Ptero Leadership. Joe Baker We have officially selected Ben Stoppe to serve as first Ptero Execu- (808) 333-9689 tive Director. Now that he has fully retired from the working world and moved to his new home, Ben has been busy running the business Secretary of the Pteros. . In addition, Ray Miller has also graciously accepted the Paul Milligan role of Assistant Treasurer. We have also commissioned an Executive Search Committee of (703) 730-3647 influential Pteros to help identify candidates for the next Ptero President and Vice President. If you’re interested in helping guide the direction of the Pteros, [See ’Prez Msg’ on P. 5] Treasurer Ben Stoppe (434) 989-2443 Taps We regret to report that the following members have recently logged their last flight: Board Members Mary Schmidt, (wife of Ptero Dale Schmidt, 918) 10/9/13 Vice Pres. History John ‘Bear’ Moseley Nancy Mayes, (wife of Ptero Charles Mayes, 559, deceased) 12/29/13 Scribe/Editor Bill Faulkenberry, 550, 2/13/14 Steve Goldhammer Vice Pres. Sponsorship Vacant Vice Pres. Communications/ Media Support Ptero Ben Stoppe, Aviator 1646, Selected as CGAA ‘Executive Director’ & Gary Gamble Vice Pres. Museum Exhibits Ptero Ray Miller, Aviator 2141, Appointed as CGAA ‘Assistant Treasurer’ Vacant Historian On 28 October 2013, Ptero Life Member and long-time CGAA Treasurer Ben Stoppe accepted Tom Beard the nomination by the CGAA Board and was designated as the CGAA-AOP Executive Director. Vice Pres. Annual Gatherings CGAA President Steve Reynolds, Aviator 2863, signed the Executive Director Contract on 25 Jay Crouthers November 2013 approving Ben’s designation. The Contract reads as follows: Vice Pres. Detachments This contract is the agreement between the Executive Director of the Coast Guard Aviation Vacant Association (hereafter referred to as CGAA), and the President and Executive Board of the Vice Pres. Membership CGAA. The Executive. Director shall serve at the pleasure of the President of the CGAA, and Hank Schaeffer this contract may be terminated without recourse by either party with thirty (30) days written notice prior to the ending date of the contract. John Pasch-at large Compensation. The Executive Director shall receive a stipend to compensate the Executive Ancient Albatross Director for time and expenses incurred executing the duties of Executive Director. The com- John P. Currier-ex officio pensation shall be $10,000 per year, and may be renegotiated each year based on satisfactory Enlisted Ancient Albatross performance, as determined by. The President and Executive Board of CGAA. The Executive Pete MacDougall-ex officio Director may be reimbursed for travel and expenses incurred in the performance of duties not to exceed $500 per month. Vehicle travel will be reimbursed at the prevailing IRS rate. Travel in- PTEROGRAM is published three volving expenses for airline and/or hotel shall be pre-approved by the President or Board of Di- times annually as the official rectors in writing or e-mail, These expenses shall not exceed the prevailing Government per publication of The Ancient Order diem rate for travel, or, actual expenses, whichever is lower. of the Pterodactyl which Term of this contract: This contract shall run for twelve (12) months beginning 1 January 2014 perpetuates recognition of USCG and ending on the last day of 'December 2014. aviation history and its personnel. Reproduction of Pterogram The Executive Director shall be responsible for conducting the day-to-day business of the for further distribution CGAA in regards to the following matters: is authorized and encouraged. Conduct formal record correspondence with members and external entities by postal mail and e- Correspondence may be sent to: mail. seeking guidance from the President and Executive Board, as appropriate. AOP Conduct informal (non-record) communications via telephone (landline, cellular or text) with P.O. Box 222905, members and external entities. Chantilly, VA 20153-2905 Maintain postal mailbox; forward all official function invitations to President and BOD. or Have authority to pay normal operating and emergency expenses of the association in amounts Editor, Pterogram up to and including $5,000 without prior approval of the BOD (all transactions to 'be reported in 4816 Powder House Drive Rockville, MD 20853 a bi-monthly summary to the BOD). Email: [email protected] Oversee the maintenance of the fiscal records of the organization (dues collection, annual audits/ IRS filings, banking and investment transactions, financial reports, etc.), and publication of the financial condition of the organization annually to the [See ‘ED’ on P. 16] 2 Pterogram - Spring 2014 C-27J Aircraft Sent to Boneyard Get New Missions

rescue missions, and the Special when the transfer will happen," he said. Operations Command will use the The twin propeller-engine Spartan was planes for military parachutists pulled out of Air National Guard opera- training, military officials said. tions, which had flown the plane exclu- As part of the transfer arrange- sively, and sent to the "boneyard" at the ment with the Coast Guard out- 309th Aerospace Maintenance and Re- lined by Congress, the Coast Guard generation Group at Davis-Monthan Air will provide seven aging C-130H Force Base, Ariz., beginning last July. planes to the Air Force, which will The C-27J's operation in the U.S. mili- pay up to $130 million to refurbish tary began as a joint project between the the planes for firefighting service Army and the Air Force. The Army took with the U.S. Forest Service. In delivery of the first aircraft in October October, the Defense Department or- 2008, before the Air Force took over the Twenty-one military cargo planes the dered seven C-27Js transferred to the program in 2010. Pentagon spent $1 billion on and sent to Army Special Operations Command a desert “boneyard” have been desig- The Coast Guard may base the C-27Js Senior Chief Petty Officer Daniel nated for new missions with the Army at air stations in Sacramento, CA.; Tremper, a Coast Guard spokesman in Special Operations Command and the Clearwater, FL.; Kodiak, AK; Barbers Washington, D.C., said he did not have a Coast Guard, military officials say. Point, HI; and Elizabeth City, NC, but a timeline on when the maritime service final determination is pending, Tremper The Coast Guard has targeted early would receive the 14 planes. "At this said. “They could go to any or all of the 2016 to start flying the former Air Force point, there's no specific timeline of stations," he said. C-27J Spartan on long-range search and Coast Guard Air Station Savannah Celebrates Executive Airport on Johns Island, just south of Charleston, SC. The 50 Years of Service By LT Clint Lemasters, Aviator 4323 "AIRFAC", as it is commonly known, came into service on October 1, 1990. more than 1,300 lives. “They’ve truly This new Air Facility shortened SAR earned their motto here of ‘Lowcountry response time for the northern parts of Life Savers’ through many years of out- the AirSta’s large operating area and standing service, and that service, I have enhanced the CG’s ability to provide to say, is going to continue, as they’re in critical services to the boating popula- great hands,” Korn said. tion in the Charleston area. AirSta Savannah was commissioned in Siler Hall (named in honor of the late the summer of 1963 on Hunter Army Ptero ADM Owen Siler, #515 & fif- Air Force Base (which became Hunter teenth Commandant of the CG) and a Army Air Field in 1967). Since its com- new operations center were completed in missioning, AirSta Savannah has pro- 1996, providing the AirSta and local vided search and rescue coverage for the commands with a state-of-the-art train- Atlantic coast from the northern border ing venue. In the summer of 2012, the of South Carolina to Melbourne, FL. airsta took delivery of 5 MH-65D helos; The Basic Operational Training Unit the fourth generation of the Dolphin. (BOTU), or standards branch, was estab- Those also attending the ceremony lished at Savannah in 1964. The BOTU included Ptero RADM (ret) James Van CDR Greg Fuller, AirSta Savannah CO, was responsible for training all CG HH- Sice (#1777), CAPT Thomas Allan addressed the audience Dec. 12, 2013, at 52A Sea Guard helo pilots and would (Sector Jacksonville), Ptero CAPT the unit’s 50th anniversary commemora- eventually become the highly regarded Donna Cottrell (HITRON Jacksonville tion ceremony. (USCG photo by PO3 standardization branch of Aviation & former CGAS Savannah CO (#2961)), Class Anthony L. Soto) Training Center Mobile. In 1987, the CAPT Ric Rodriguez (Sector Charles- station received four Aerospatiale HH- ton), Ptero CAPT(ret) Arthur Wagner CG Air Station Savannah celebrated 65A Dolphin helos to replace the three (#769), Ptero CAPT(ret) Gail Donnelly its 50th Anniversary on December 12th, aging Sikorsky HH-52A Sea Guards (Former CGAS Savannah CO (#2202)), 2013. The ceremony was officiated by flown since 1963. The HH-65A was a representatives from Senators Chambliss RADM John Korn, Av. 2209, Com- state of the art, all weather, search and and Isakson, the Honorable William mander Seventh CG District. In its 50 rescue platform. Two additional Dol- Cathcart (Civilian Aide to Secretary of years of service, the air station has aver- phins and 40 additional personnel (for a the Army) and Mrs. Betty Siler (spouse aged about 200 search and rescue cases total of 105) were added to support the of the former ADM (ret) Siler (#515)). each year and is credited with saving CG Air Facility located at Charleston [See ‘AirSta Savannah’ on P. 12]

Spring 2014 - Pterogram 3 Ancient Albatross Letter to Pteros By Ptero VADM John Currier, Aviator 1877, Vice Commandant and Ancient Albatross #23

reer Retention (hopefully all) of you are familiar with Screening Panel the results of the Aviation Safety As- (CRSP) and sessment & Action Plan (ASAAP) study High Year Ten- and the following actions that were ure (HYT) which taken. In my judgment, the effort was a have caused a significant success. ASAAP, combined level of hardship with a rewrite of our methodology for for some of our mishap investigation (AIM/MAB) to enlisted people. make them both more timely and effec- We must remem- tive, has put us in a better, safer place. ber that demon- On 4 June 2014 at CGAS Traverse strated leadership City, I will turn over the leather coat and is often as impor- helmet to RADM Jake Korn, the Sev- tant as technical enth District Commander, after nearly competency, thirty-eight years as a Coast Guard offi- particularly in cer and aviator. I am certain that he will the more senior continue to be a strong advocate for our Fellow Pterodactyls and Coast Guard officer and enlisted ranks. Part of the community in a leadership and mentor- Aviators, leadership dimension is preparedness for ing role. We are blessed to be members This is the final opportunity that I will advancement when the opportunity pre- of a great Service, one of the very best have to contribute to the PTEROGRAM sents itself. There is, however, a compel- agencies in our Federal Government. As while serving as your 23rd Ancient Alba- ling upside. Through use of these human aviators, we are contributors to the suc- tross. Since assuming the honorary of- resource management tools, we have cess of the Coast Guard and its place in fice on 11 July 2011, much has hap- been able to create opportunity for the minds of the American public. Our pened in our community. The HH-60’s youngsters coming up through the ranks relevance must be earned every day, it is and HH-65s are completing transition to where little existed before. Like any- not our birthright. My challenge to each “MH” models with attendant capability thing in life, there is competition and it and every one of you is to aggressively improvements. We are on contract to is an individual responsibility to prepare pursue our missions, recognize and man- receive our 18th HC-144A and, of late, oneself to advance to the next level or age risk, strive for proficiency, expect have been authorized to receive 14 C- face the possibility of being left behind. professionalism, be safe and have fun! 27J airframes from the Department of Fortunately, there will likely be meas- Keep the ball in the middle and your Defense. We continue to acquire HC- ured growth in our budget over the next turns up; it doesn’t get any better. few years and our application of work- 130J aircraft and complement the basic Semper Paratus! airframe with a capable mission pack- force management tools will be adjusted age. The great work by the engineering accordingly. “magicians” at ALC has enabled us to On reflection, there is an effort that Respectfully, maintain a consistent fleet of H-60s de- has culminated over the past couple of VADM John Currier spite several losses without identified years for which you should be particu- Vice Commandant attrition spares. ATC and ATTC have larly proud. In the period of about four maintained their levels of world-class years, we lost twenty aircrew and seven CG Aviator #1877 training and support for pilots and air- aircraft to Class A Mishaps. A scrub of Ancient Albatross #23 crew. Both rotary wing assets are doing causal and contributing factors in MAB well readiness-wise despite surpassing reports did not reveal easily identifiable 50% of their design service lives. All in common factors. In 2009, the level of all, I feel that we are doing very well loss caused the Commandant to consider considering the long-term economic an independent, third-party look at our slump and the effect on the Federal reve- aviation community. In response, we nue stream. Our budgets since FY12 banded together and embarked on self- have decreased, but due to strong DHS analysis of our operations, training, doc- and congressional support, we are suc- trine, TTP, command and control and cessfully managing the readiness and other aspects of our work. Through an capabilities of our aviation fleet. exhaustive effort by many representa- To be sure, the fore-mentioned austere tives from across our active duty and budgets have had an effect on our in- retired communities, in collaboration credible workforce. Promotion rates for with other subject matter experts, we officers are at a ten year low. We have were able to identify ten critical factors had to initiate and continue both the Ca- that needed to be addressed. Most

4 Pterogram - Spring 2014 2014 Ptero Roost Hotel and Registration Info of time; carries about 24 passengers; if enough interest, will try to have room rate will be $129 plus tax per boat pick-up at Resort night. Mention that you’re with the 5. John F. Kennedy Hyannis Mu- Coast Guard Aviation Association seum—397 Main Street, Hyannis group. The rate will be extended for two 6. Cape Cod Baseball League Hall of nights post gathering. Unfortunately, the Fame and Museum—Located inside hotel is sold out before our arrival date. the JFK Hyannis Museum If you desire to arrive earlier than 18 7. Hyannis Area Chamber of Com- September, call the resort and they will merce www.hyannischamber.com let you know if any rooms have become available at our discounted price Event prices and registration form will (cancellations from the previous event) be in Pterogram 2-14. or they will direct you to available alter- native lodging in the local area. You ‘Prez Msg’ from 2 can also request to be put on a ‘wait list’ please let us know and we will add you at the resort for any rooms that may be- to the list. I hope everyone is making come available. plans to attend the Roost in September. If your desired flight schedule permits, The 2014 Roost will be held in Cape most locals find it much more conven- Cod and the Roost Committee is already ient flying in and out of Providence (PVD) than Boston Logan (BOS). making plans to top the recent DC The organizing committee is planning Roost. It’s gearing up to be a busy sum- many exciting events. Following is a mer as we continue to have discussions tentative lineup: around the Phoenix Project and the tran- Thursday: Check-in and On Your Own sition of new Enlisted Albatross as (OYO) VADM Currier and Pete MacDougall Friday : join the retired side of the Pteros. A. Collings Foundation Wings of Free- dom Tour: B-17, B-24, P-51 at Fly Safe. Barnstable Airport (trying for a spe- Steve Reynolds, Ptero 2863, cial Ptero Tour) Life Member B. 1000-1400 Whale Watching Boat Trip VADM (Ret.) Crea, Aviator C. CG Heritage Museum—In conjunc- 1820, to be Guest Panelist tion with Whale Watch or OYO D. Stand-up Dinner/Reception VADM Vivien Crea (Ret.), former Vice- Saturday: Commandant and Ancient Albatross, E. Golf tournament; 0800 Shotgun will appear on the Naval Aviation Mu- Start; at Resort seum Foundation Symposium Panel F. 1000-1400 Whale Watching Boat "Women in Naval Aviation" at 0945 on Trip Thursday, 8 May 2014. The Symposium G. CG Heritage Museum—In conjunc- will meet at The National Museum of tion with Whale Watch or OYO Naval Aviation in Pensacola, FL. H. Awards Banquet at Resort Sunday: CDR (Ret.) Bill Faulken- I. 0900 Business Meeting at Resort J. 1200 Clam Bake at Air Station berry, Aviator 550, RIP Cape Cod On Your Own (OYO) Possibilities: Bill Faulkenberry passed away in Syd- 1. Day trip to Plimoth Plantation/ ney, Australia on February 13, 2014. Plymouth Rock/Mayflower A funeral service was held in Sydney on www.plimoth.org February 17 and a memorial service was 2. Day trip to Nantucket—Fly or Fast held at Christ Church Warwick in War- Ferry wick, Bermuda on March 8, 2014. 3. Heritage Museum and Gardens in Further details were in a recent S a n d w i c h ALPTERO. We’ll be ‘Roosting’ at the Resort and www.heritagemuseumsandgardens. Condolences can be sent to: Vivian Conference Center at Hyannis, 35 Scud- org Faulkenberry, 6 Benvenue St., Marou- der Ave., Hyannis, MA 02601 (508) 4. Hyannis Duck Boat Tours—Last bra, NSW 2035, AUSTRALIA 775-7775 from 18-21 September. The about 45 minutes; boat in water half

Spring 2014 - Pterogram 5 “Orange Flight Suit” By Ptero Tom Beard, Aviator 1104 could locate pilots easier, but could also attract rescuers on crashes (or fake A few years back, a friend protection offered by the Navy. crashes), by draping one of their soldiers invited me to accompany him on a Huey The skipper of an attack squadron to with Monk’s saffron robes in a clearing, ferry-flight from Seattle to Anchorage. I which I was attached in the late 1950s surrounded by a ring of firepower. The dug through some old flight gear to wear wanted his troops to look sharper than orange color now became the cheese in a on the trip and discovered an ancient, what was possible with the ubiquitous trap. orange flight suit. Wearing it for this khaki. He ordered all his pilots to dye This new awareness brought panic- flight made sense until I considered the their suits a Kelly green. This didn’t time in the air group. We had nothing consequences of me walking out of the work out too well. BOQ managers were else to wear over our skivvies except Canadian or Alaskan wilderness from a strung out answering irate residents orange or maybe dress blues or dress downed helicopter wearing an orange complaining about green skivvies after khakis. An order went out immediately jump suit. The potential complications using the residents’ washing machines. for a company in Japan to manufacture struck me—explaining why I was not an Wives, too, had similar complaints. camouflage flight suits. The shipment escaped prisoner. Instead, I wore Levi’s Most of the clothing of pilots in this came swiftly—only days later. Japanese and checkered shirt like the other pilots. squadron appeared in various hues of tailors, apparently, did not have or use Similar implications happened some 40 Kelly green following the home-style standard body measurements. From the years before this flight to Alaska that dye jobs on their unique-colored flight flight suits we received, they must have doomed the very-short practical exis- suits. judged Americans sizes on what they tence of the seemingly correct color, A violent midair collision between two viewed on movie screens. I am tall at a military flight suit. Whiting T-28s left a solo Marine student little over 6 feet 2 inches. The suit I got The tale of the short history of the or- ejected from his aircraft and missing, had sleeves and legs that were several ange flight suit reported here is from lying somewhere in a farmer’s field inches longer than these extremities. My personal recall based on my experiences south of Brewton, Alabama. At the time, recall is, almost a foot! We all wore our and not, as perhaps it should be, based in 1962, I was a flight instructor in T- new jungle suits initially with large roll- on recorded facts. 28s at North Whiting Field. The Ma- ups on both arms and legs until we got The Navy flight suit, until a half- rine’s body lay undiscovered, dressed in them scissored shorter. The cloth, appar- century ago came in only one color, the typical khaki flight suit, in a plowed ently of a density for military field tents, khaki, and in a non-stylish cut that re- field, for a couple of days—maybe was a nearly inflexible, medium-weight sembled mechanics’ overalls of the more. The Marine Captain investigating canvas. The air temperature was always 1930’s from which it presumably origi- the accident was livid over a situation 92 degrees that summer on the Gulf of nated—but with an added cigarette-pack that allowed a dirt-colored flight suit to Tonkin and, unfortunately, the plane I pocket on the left-hand sleeve. The cot- impede discovery of the body. He was flew (E-1B) had no air-conditioning nor ton cloth was treated with a fire- adamant in his formal recommendations did we fly in cool air high up. Life in the retardant, starch-like finish that emitted and to all within his hearing at the time: cockpit was miserable just to be invisi- a noxious odor and caused bare skin, all flight suits should be of a color astro- ble from the enemy should we take an where sweat leached the chemicals from nauts were using. His arguments were unscheduled stroll in the jungle. the cloth, to itch. Instead of tossing the effective. And surprisingly soon, our I don’t know what happened later— dirty flight suits in our own wash, we khaki colored flight suits disappeared probably in early 1965—to these first were instructed to exchange them for and the replacement in the bright orange camouflaged fight suits that replaced Navy cleaned and treated suits at ‘Flight willingly accepted. Everyone felt good orange. We packed them up and sent Gear Issue.’ For the noted reasons, few and we appeared pretty sharp looking, them on to our relief air group when we ever did. too. We looked almost like astronauts. departed Yankee Station. Shortly there- Wearing flight suits away from the The shift to orange was swift and com- after, the standard flight suit turned flight line was always prohibited. Lock- plete by the end of 1963. And only six green, grey, or tan in color and the cloth ers were usually provided in the hangar months later in 1964, a new event oc- to a comfortable Nomex. The style and area to facilitate this order. Some days, curred to destroy the existence of the cut took on an appearance that later al- depending on a complicated schedule, new orange flight suit. I was deployed to lowed a nicer uniform look that might be might call for several switching of Yankee Station off Vietnam with the air worn, without disgracing the command, clothes to meet these cumbersome regu- group in the aircraft carrier USS Con- away from the flight line. And orange lations. stellation. All the carrier’s pilots and went to prisoners everywhere. Other Cleanliness was another problem. Fly- aircrews were vividly decked out in or- fashion colors for flight crewmembers’ ing up to four flights a day often six ange. The bold color now offered us the flight suits came later, but not orange. days a week in the back seat of an SNJ, advantage of being quickly spotted by Today I fear for my personal security T-34, or T-28 out of Whiting during the our rescuers, as intended, if we were from the law if I should ever walk summer quickly rendered a flight suit downed in the jungles of South East around outside in my old orange flight odoriferously unbearable even to the Asia. Unfortunately, the other side had suit. Furthermore, the once loose-fitting wearer after a short time—maybe a rea- the same thought. Immediately after our garment is now a bit tight around the son for the flight-line restriction. For first aircraft went down in the jungles middle. these reasons, most pilots washed their piloted by an orange-clad aviator, we [See P. 23 of Pterogram 3-12 for Tom own flight suits disregarding the fire learned that our opponents not only Beard’s Bio Statement...Ed]

6 Pterogram - Spring 2014 Coast Guard Sector North Bend mariners until 2006 when the BMCM McAdams light was extinguished. After By LTJG Kevin Shanahan, Aviator 4433 several years of inactivity, the CG had the privilege of returning this landmark to the Confeder- ated Tribes of the Coos, Lower Umpqua, and Siuslaw Indians. On August 3rd, 2013, Captain Mark Reynolds, Com- mander of Sector North Bend, signed over the property at a land transfer ceremony held next to the foundations of the old lifesaving station at Gregory Point. This event culminated years of hard work and collaboration between the Ptero CAPT Mark Reynolds, Av. 2852, Confederated Tribes, the CG, and local Sector North Bend Commander, cuts the government to preserve the lighthouse train future lifesavers. BMCM ribbon dedicating Sector North Bend. and restore ownership of the culturally McAdams is one of the few people to significant land to the native tribes. receive both the Gold Life Saving Medal Miles of sloping dunes, endless acres Although the CG has been relieved of and the Coast Guard Medal in addition of tall green forests, and chilly waters lighthouse upkeep duties on the Oregon to many other personal and unit medals. teaming with salmon, halibut, and crab coast, it has continued to evolve to meet In 1972, BMCM became the first Coast have been a beacon to thousands over the needs of our community. In 1968, Guardsman to be issued the Coxswain the years. Located on the cold, damp Group Coos Bay was collocated with Insignia by Admiral Chester R. Bender, shores of the Pacific Coast stands the Station Coos Bay in Charleston, OR. the Commandant of the CG. Group/Air Coast Guard’s newest Sector. Although Shortly after, the Group joined the Station North Bend formally named the Sector is a new title, the Coast Guard has newly built Air Station in 1974 to be- facility after Master Chief Petty Officer been a part of the North Bend/Coos Bay come Group/Air Station North Bend, Thomas D. McAdams on July 19, 2012, area since the construction of Cape located at Southwest Oregon Regional in a ceremony attended by many senior Arago Lighthouse in 1866. This partner- Airport. After almost 40 years, Group/ leaders including Vice Admiral John P. ship has continued to grow over the past Air Station North Bend was the final Currier, Vice Commandant of the CG. 148 years to aid those that live, work, legacy Group in the CG to be transi- Although the majority of the personnel and explore the 220 miles of treacherous tioned to the CG’s Sector model and at Sector North Bend work in support of southern Oregon Coast. From the initial became Sector North Bend on July 22, aviation, it was fitting to name the new lighthouses to the lifesaving stations to 2013. Because of the intricacies of Sec- building that primarily supports those the Air Station and Sector, the Coast tor North Bend’s AOR, Sector Columbia that take care of our facilities and small Guard presence has adapted to meet the River maintains Captain of the Port boats after this iconic figure. evolving needs of the community. Over (COTP), Federal Maritime Security Co- the last two years, three notable develop- ordinator (FMSC), Officer in Charge ments have occurred at Sector North Marine Inspections (OCMI) and Federal Bend to improve the CG’s community On-Scene Coordinator (FOSC), while involvement and lifesaving capabilities. Sector North Bend continues its respon- Cape Arago, an island two miles south sibility as Search and Rescue Mission of the Coos Bay bar, has been home to Coordinator (SMC). three lighthouses and one lifesaving sta- Along with the new unit name came a tion over a span of almost 150 years. new building addition to the Sector. Access to the property was a treacherous This new facilities engineering and res- challenge for the early lighthouse keep- cue swimmer building was dedicated to While the CG continues to evolve to ers. Row boats, low bridges, and a cable a legend in the small boat community, the ever shifting requirements of the tram were used to access the island, Master Chief Boatswain’s Mate Thomas maritime community, one thing remains which lies 100 yards off of Gregory D. McAdams. BMCM McAdams joined the same. Mariners will continue to op- Point; all of which failed. In 1898, while the CG in Seattle, WA on December 7th, erate in the harsh Pacific Northwest wa- the keeper, his daughter, and two other 1950. He served the CG 26 years and ters. High seas, cold temperatures, low individuals were crossing to the island retired while serving as the OIC of STA ceilings, and deteriorating visibility are via cable tram, the cable parted and the Yaquina Bay, Newport, OR. During the norm and these conditions make it passengers plummeted 60 feet to the BMCM McAdams’s distinguished ca- extremely challenging for CG respond- rocks below. Luckily, all the passengers reer, he served at many of the small boat ers to render aid to those in need. Sector survived. To mitigate the challenges of stations in the Pacific Northwest, includ- North Bend will continue to adapt to the accessing the property, the lifesaving ing the Motor Lifeboat School at Cape needs of those we serve; upholding the station that was built on the island in Disappointment, Ilwaco, WA. While traditions of the past, employing highly 1878 was moved to a safer location in stationed at Cape Disappointment, he proficient duty crews, and standing a 1891. The cape was a guiding light for literally wrote the textbook to be used to vigilant watch.

Spring 2014 - Pterogram 7 Coast Guard Aviation SRR Program; APO Grand Prairie, Texas

By Ptero Sperry Storm, Aviator 1111

6. Litter capacity-required 7. Rescue hoist-600 lb capacity 8. Passenger capacity-6 9. Power Plant-twin turbine engines 10. Operating environment-all weather maritime; semi-tropical to arctic 11. Flight controls-dual 12. Avionics-navigation/communication/ detection 13. Size-operate from flight-deck equipped Coast Guard cutters; fit two in icebreaker hangars 14. Weight-10,000 lbs (max) 15. Shipboard maintainability-as required for program 16. Fueling-gravity and pressure 17. Cargo sling-2,000 lb capacity Justification for each stand-alone item presented a challenge. After various efforts proved inadequate, the ACB con- cluded that several scenarios, based on actual HH-52 flights, would collectively 1974 – Short Range Recovery -Cdr Szymanski was the first des- justify all seventeen, in order to accom- (SRR) Program; ignated HH-65A Aircraft Com- plish the missions. 1979 - HH-65 Aircraft Program mander. During a briefing for the Comman- dant, Vice Commandant, and Chief of Office (APO) Established: -Some portions of this paper are Operations in May, 1975, these charac- Notes: -The APO Grand Prairie based on contemporaneous notes teristics were shown to be appropriate article taken from the copyrighted and the contributor’s recollection for one or more of the regular missions Chronological History of Coast of what took place, and are in- being flown, and all were immediately Guard Aviation 1915 – 2010, writ- cluded for the sole purpose of his- approved. Having a Commandant- ten and edited by CG Aviation As- torical perspective. approved list proved to be greatly bene- sociation (Pterodactyl) Historian In the summer of 1974, recognizing ficial during the steps leading to the ac- John (Bear) Moseley, Aviator that the venerable HH-52 fleet would quisition process, when attempts were #743, was used as a baseline. The require replacement in a few years, the made to add additional requirements, the Commandant established the ‘SRR Air- proposer would be informed that any following corrected/expanded ver- additions would require approval by the sion is based on written input from craft Characteristics Board’ (ACB). The members were: Capt Chuck Larkin, Cdr Commandant….and there were none. VADM Howard Thorsen USCG Howie Thorsen, Cdr Bob Watterson, In the summer of 1977, the go-ahead (Ret), Aviator #776, RADM Lcdr Don Aites, and Lcdr Pete Poulis. was given, and the SRR Source Selec- Robert Johanson USCG (Ret), The ACB researched then-current small tion Advisory Committee (SSAC) was Aviator #869, Capt Sperry Storm helos, including attending the Farnbor- formed, under then Capt Howie USCG (Ret), Aviator #1111, Capt ough Air Show in England. After con- Thorsen, who was reporting for duty as Paul Garrity USCG ( Ret), Aviator sidering the historical performance of G-EAE after graduating from The Indus- #1530, Cdr Dave Young USCG the H-52, the ACB developed a list of trial College of the Armed Forces. He (Ret), Aviator #1161, Cdr Jim seventeen characteristics necessary to was designated the SRR Project Officer Szymanski USCG (Ret), Aviator meet required mission performance, as and led a small team consisting of the #1399, CWO Richard Smallwood follows: following members: Cdr Jim Butler, 1. Radius of action-150 nm; 30 minutes Lcdr Dave Young, Lcdr Dave Jones, USCG (Ret), and Mr. George on station, with fuel reserve Lcdr Jim Szymanski, and CWO4 Lowell Lowe, Coast Guard Contracting 2. Range-400 nm Andrews. Officer, (Ret). This version was 3. Cruise speed-100 kts (min.) The first order of business was to draft assembled and edited by Capt 4. Endurance-3.5 hours, plus reserve the Request for Proposals (RFP). Ac- Storm. 5. Rescue capability-3 persons at max knowledging the magnitude of the task, radius of action and the lack of in-house expertise, the 8 Pterogram - Spring 2014 CG requested the assistance of the Naval perience and working relationship be- was a shock, not only to the CG but to Air Systems Command (NAVAIR) not tween the Coast Guard and Sikorsky the aviation industry. The SRR program only for advice in preparing the RFP, but Aircraft added to a feeling that the next would be the largest Coast Guard avia- also to provide an independent evalua- SRR helo might continue to carry the tion procurement to that date, consider- tion of all candidate helicopters. With Sikorsky brand. ing not only the original delivery of 90 extraordinary cooperation and an eager- The last step in the formal acquisition helicopters, but also the included spare ness to help, the most highly regarded process would be the ‘Best and Final’ parts and logistic support. The selection civilian in NAVAIR, Mr. George Span- submission by each manufacturer, show- of the Coast Guard’s future short range genberg, lent his personal support. A CG ing their final bid. Although it was a helo would be a major endorsement of office was established in NAVAIR; a ‘best value’, not a ‘low bidder wins’ the selected helo for many years, both SRR ‘Class Desk’ formed, and the SRR contract, price was assumed to be a nationally and internationally. On an- Program was supported in the same heavily weighted factor- the other two other history note, we later learned Pi- manner as any Navy/Marine aviation being the candidate aircraft evaluation erre Marion, chairman of AHC and the acquisition program. results and the established history of Aerospatiale representative in Washing- credible business practices by the manu- ton, D.C. was so impressed with the The RFP was issued in September of facturer. The percentage weight of these proposal, he directed Mr. Jake Benner, 1977 with a Coast Guard decision on three factors had been established by a president of AHC, to reduce the pro- the new helicopter planned for August Source Selection Advisory Board posal price by the one million dollars of 1978. Offerors were required to have (SSAB) which had been established by that had been reserved for contingencies. an actual flying, certified helicopter as a the Secretary of Transportation in the In so doing, the AHC price became just ‘base’ design. Three companies which approval of the acquisition process. The a few dollars less than the Bell price. responded to the request were: Textron board consisted of three members: one Not that it would have made a difference Bell Helicopter, with a utility version of from the Coast Guard (RADM Ben Sta- in the final selection, but it removed its Model 222; Sikorsky Aircraft, with a bile, Chief, Office of Engineering); one almost anything that could have favored version of its S-76 Spirit; and Aerospa- USN Rear Admiral from NAVAIR Bell. tiale Helicopter Corporation (AHC), (RADM George E. Jessen, an experi- The Sikorsky decision to withdraw with a modified version of its SA365C. enced Naval Aviator with background as was made at the last possible minute. Through NAVAIR, the Coast Guard the S-3 aircraft Program Manager); and The emissary who flew to Washington worked with the U. S. Naval Air Test one civilian from the Department of from Connecticut, that day had two let- Center Patuxent River, Maryland Transportation. That board had met, ters in his suit coat, with orders to pro- (NATC) to conduct limited quantitative early in the process, to determine the ceed to the lobby of the HQ building at flight evaluations on the aircraft the bid- specific percentages to which each of the Seventh Avenue and D Street. He was ders would make available. Addition- three factors would apply; they then then to call Mr. Jerry Tobias, President ally, the Coast Guard would conduct sealed the result which would remain of Sikorsky Aircraft, (at his office in separate qualitative flight evaluations. unknown and unannounced until after Connecticut) who would instruct him Each aircraft was instrumented for a the final presentation of the evaluation which letter to submit. (The other letter variety of flight/handling parameters and results and the ‘best and final letters’ by was their Best and Final offer). Years had assigned NATC and Coast Guard the SSAC to the SSAB. Ultimately, after later, we learned that the decision to teams. The NATC evaluations were applying the weights, the SSAB ranking withdraw was based on their business completed in 15 flight hours for each of the offers would be presented to the forecast of an expected large increase in aircraft, and their reports suggested addi- Designated Decision Authority (DDA)- off-shore drilling, worldwide; thus, a tional specification requirements. The the Deputy Secretary of Transportation. huge market for the S-76, which had Coast Guard teams conducted shorter The delivery of the Best and Final let- been designed for the express purpose of qualitative evaluations of five flight ters would mark the culmination of all carrying ten oil rig crew members to and hours each. The Coast Guard teams the work and efforts of the SSAC, from land (thus, the large cabin space). were: Bell 222, LCDR Don Wittschiebe; NAVAIR, and many others whose sole Anticipating a very large number of SA365C, LCDR Tom McLaughlin; S- mission was to identify the best helicop- helos to be produced for the commercial 76, LT Joel Thuma. LCDR Jim ter for future Coast Guard pilots and market during the same years the Coast Szymanski and CWO2 John Reid par- crewmen. The exact time and place for Guard required a significant delivery ticipated in all Coast Guard flights of delivery of the letters was announced by rate of the SRR; considering the capacity each aircraft. Capt Howie Thorsen and the SRR Contracting Officer, Mr. A. J. of the production line and the lesser CDR Jim Butler flew each of the candi- Beard, several weeks before the date; margin of profit which was dictated by dates, for familiarization purposes. late submittals would not be allowed. the SRR competition, the business case All three candidate aircraft were ulti- There was, understandably, great antici- called for the withdrawal. mately found to varying degrees to meet pation felt on the appointed date. (Unfortunately for Sikorsky, the ex- the RFP specifications. The S-76 was The Bell and Aerospatiale letters con- pected boom in offshore drilling did not rated the overall best qualified machine tained their final bid price. Sikorsky’s materialize for many years.) Both re- (primarily because of its’ large cabin letter had no pricing information; it maining competitors’ helos had been space), the 365C handily met all require- merely stated that they were terminating evaluated as acceptable, so the acquisi- ments, while the 222 was marginal in participation in the SRR competition. tion process could proceed. several aspects. The long near-total ex- The news of the withdrawal of Sikorsky With all acquisition activity com-

Spring 2014 - Pterogram 9 pleted, the SSAB was briefed by the challenge by Bell was that the Aerospa- subsequent airframe. SSAC, and the briefing for the Deputy tiale-offered helo did not meet the provi- The airframe, a derivative of the basic Secretary of Transportation (DDA) was sions of the Buy America Act; thus, the Sud Aviation SA 365A, was considered scheduled for 14 June 1979. The brief- determination of the ‘effective’ pricing a new airframe and thus required a Type ing material was prepared; to be pre- had not, accordingly, been raised and Certificate (TC). The Lycoming LTS- sented by Mr. Spangenberg, as the most incorporated for consideration of the 101 engine, replacing the AS365 Tur- knowledgeable acquisition person in- final bid. The operative term is bomeca Arriel engine, was a tried and volved. On that date, with members of ‘domestic end product’. Was a sufficient true power source for many fixed wing the SSAC and SSAB assembled, word part of the total cost of the helicopter airplanes, but was also new to the helo was received that the DDA was running being purchased considered to be an and thus needed its own TC. The AHC late and he would have only ten minutes American product (either produced or aircraft, now designated SA366G, was available for the briefing. A quick shuf- assembled in the USA), therefore, a do- considerably smaller than the HH-52 it fle of the PowerPoint slides by Mr. mestic end product, so the provisions of was to replace and space for all equip- Spangenberg, and he was ready when the Buy America Act would not apply? ment was at a premium. The CG pro- the DDA arrived. The briefing went The Coast Guard was assigned a law- vided an avionics specification detailing without a hitch, the SSAB affirmed their yer from the Justice Department, and the the capabilities and, in many cases, the findings, and the session was ended Bell suit was adjudicated in the Federal exact equipment to be used. The heli- without any indication by the DDA, District Court in the District of Colum- copter was to be certified for single-pilot which aircraft would be selected for con- bia. The relationship between Capt IFR flight and be the first helicopter so tract award. Thorsen and the Department of Justice certified with a four-axis autopilot. Later that afternoon, the Department (DOJ) attorney was not smooth, with The Aircraft Program Office (APO) released the news that Aerospatiale had infrequent communications the norm. for the SRR contract was established been awarded the contract. Everyone felt Howie was expected to drop his other soon after the contract was awarded in a huge relief that our job was completed responsibilities (he was also the project 1979. Cdr Dave Young was the original and the best available helo had been officer for the Falcon acquisition, there Commanding Officer. Subsequent CO’s selected. was an APO in Little Rock for the Fal- were Cdr Don Wittschiebe, Cdr Sperry con program, and FAA certification of Storm, and Cdr Bud Tardiff. The APO The SSAC was disbanded. Every the Garrett ATF3-6 engine was not go- was structured like the first Coast Guard member, with one exception, was under ing well, not to mention the normal EAE APO in Little Rock, Arkansas for the orders to a new assignment, most affili- business involving current aircraft), and MRS HU-25 Falcon program. The APO ated with the SRR Aircraft Program Of- provide information to meet an about-to- provided support for administering the fice (APO). Cdr Jim Butler went to com- occur deadline. Months would pass, with contract with a civilian Contracting Offi- mand Air Station Port Angeles and Capt. no activity; then, on very short notice, cer, Mr. George Lowe and clerical staff, Howie Thorsen continued his duties as 24 hours or less, a legal statement or in addition to pilots and aircrew person- Chief of Aeronautical Engineering, with explanation of specifications or proc- nel. Like other APO’s, the organization the SRR project now underway and ex- esses would have to be prepared and was similar to that found at Coast Guard pected to be much less time consuming. presented to the court. After more than Air Stations, (CO, XO, OPS, EO, The only remaining task was, as re- 12 months, oral arguments were heard in ADMIN) with an independent Contract- quested, to brief Bell Helicopter on the District Court of the District of Colum- ing Officer reporting separately to the results of the evaluation of their candi- bia on 8 May 1980. The judge, Joyce Headquarters Acquisition Staff. The date without releasing the evaluation Hens Green, ruled in favor of the Coast APO performed the duties of the Con- results for either of the other two helos. Guard on 30 May, and the last challenge tracting Officer’s Technical Representa- Howie gave the briefing two weeks to the SRR contract ended. Eighteen tive (COTR); therefore, all correspon- later, and the only comment from the days later, Howie departed for his next dence and formal communication with Bell group was that they thought the assignment, and Captain Bob Johanson Contractors was done through the Con- Coast Guard had been generous in soon assumed the position of G-EAE. tracting Officer. evaluating several areas of performance. The Coast Guard contract specifica- AHC’s original facilities were located Within a few weeks, Bell filed a pro- tions reflected very ambitious schedules. at the Vought Helicopter Corporation test with the GAO and filed suit in Fed- The Helicopter was to be U.S. FAA cer- which operated for a short period as a eral District Court, seeking to block any tified under Part 27, which had to be licensee of A/DH. In 1979, AHC built Coast Guard action to proceed under the coordinated with the French FAA its own plant facilities in Grand Prairie, terms of the contract. In a rather short (DGAC). Each airframe was assembled Texas. The APO was provided dedicated time, GAO ruled in the Coast Guard’s for initial certification purposes at Aero- space. The assigned personnel were in- favor. The lawsuit would not be settled spatiale Division Helicopter (A/DH) in volved from the beginning, attending not in the near term, but there was no delay France using certain ‘slave’ equipment only the formal program reviews but or change by the Coast Guard in pro- such as engines, main gear box and other visiting A/DH in France, Lycoming in ceeding to acquire the helicopters. equipment supplied by AHC in Texas. Williamsport, Pa, Rockwell Collins in Despite the fact that this was a ‘best After it was flown in France to satisfy A/ Cedar Rapids, Iowa, the FAA lead re- value’, not ‘low bid’, contract, Bell’s DH and DGAC, it was partially disas- gion for helicopter certification in Ft. lawsuit was aimed at disqualification of sembled for shipment and the ‘slave’ Worth, TX, and the FAA Lead Region the Aerospatiale bid. The basis for the equipment removed to be used on each for Engine Certification in Boston, MA..

10 Pterogram - Spring 2014 The formal reviews consisted of a post snow. nents with metallurgical defects, and award meeting, a Preliminary Design -Insufficient avionics cooling. deficient documentation. Although the Review, Critical Design Review, and -Lack of interchangeability of prototype LTS-101 750 A1 engines per- monthly program/progress reviews. parts between aircraft. formed flawlessly during all FAA certi- In an effort to gain early CG approval -Radar Altimeter cycling in fication tests, as witnessed by USCG, of the proposed configuration, AHC coupled hover over water. FAA and Lycoming representatives, the fabricated a full-sized mockup for use at The correction of these problems as production version of the engine had the Critical Design Review. The cockpit well as others was not without contrac- performance problems because of metal- was fairly well designed and was modi- tual dispute, which resulted in claims, lurgical problems with internal engine fied by inputs received during reviews at and counter-claims, which subsequently component materials compounded by an Rockwell Collins and the Preliminary resulted in a negotiated settlement, inability to maintain very tight manufac- Design Review. In addition, various which included tradeoffs for an increase turing tolerances during mass produc- equipment such as a litter, rescue basket, from 90 to 96 delivered helicopters, ad- tion. As a result, the delivered engines trail line, float lights and pumps were justments to delivery schedules as well had minimal performance margins, utilized to allow crew members to work as costs for improvements required to which were depleted in a matter of tens through the necessary cabin operation meet the specifications. The first of 96 of hours rather than hundreds or thou- scenarios. The interface between the HH-65’s was accepted for service by the sands of hours. hoist operator and his various controls Coast Guard on 14 November, 1984. A powerful argument in the Qui Tam received considerable input that was During production and acceptance, the suit was Coast Guard evidence that the incorporated into the final configuration. APO remained on site, and a separate engine gas producer (GP) turbine blades The use of the mockup enabled the con- office known as the Special Projects were ‘unwrapping’, that is changing the tractor and major vendors to rapidly Office, consisting of government attor- angle of incidence to the gas flow path move out with prototype builds. Three neys, and selected technical staff, led when exposed to normal operating tem- Helicopters were used in flight tests. initially by Cdr Don Wittschiebe, were peratures. This caused the efficiency of Two were flown to obtain DGAC certifi- located nearby. This was done in order the GP Turbine to decrease as the blades cation in France and then through recip- to litigate without interfering with day to unwrapped. Since the USCG Aircraft rocity the U. S. FAA certification. The day APO and AHC operations. The Repair & Supply Center (AR&SC) was third was used in the United States to original civilian Contracting Officer, Mr. re-blading GP modules, they had a col- prove the avionics installation. Eventu- George Lowe was also a part of this lection of over 1500 GP blades. The ally, all three were flown out of Grand group. AR&SC team measured the angle of Prairie. The APO remained in place until after incidence of each removed blade, re- As the program progressed in accor- the acceptance of the last aircraft in corded the time installed for each blade, dance with the Contract, APO personnel 1989. and graphed the blade unwrap verses became involved in component develop- The major fault following the aircraft time. This data provided a predictable ment, testing, and conformity to specifi- into operation was the engine. A combi- correlation between GP blade operating cation as the aircraft went down the pro- nation of an aircraft with a basic gross hours and amount of blade unwrap. The duction line. As required by the Con- weight almost 600 pounds heavier than greater the unwrap, the less efficient the tract, the APO conducted acceptance predicted in the specification and the GP blade, and thus the GP module, be- inspections and acceptance flights. The LTS 101-750 engine, whose longevity came. Lycoming made an argument APO was responsible for developing was compromised by poor manufactur- about the confidence factor of the sam- maintenance procedures using data that ing tolerances and component material ple, but when explained in court that the was deliverable under the Contract. Ad- problems, resulted in an underpowered data came from the entire population ditionally, the APO took the lead in aircraft. rather than a sample, the judge agreed managing the minimum stocking list for Separate from other contract issues, that the confidence factor of the data the initial spares for each Air Station the Coast Guard began investigating was 100%. This was a major factor in before they became operational. Man- engine performance deficiencies and had the government’s case. agement of the initial training of mainte- contemplated a contract claim against Another factor was that the Power nance personnel provided at the Grand AHC as prime contractor. However, Turbine (PT) Wheel, a blisk with the Prairie facility under the Contract by before the claim was fully defined, re- wheel and blades cast as a single unit, AHC was handled by the APO. duced to writing and in final format, an experienced cracks at the blade to tur- During test and acceptance, many ma- employee of AHC filed a ‘whistle bine wheel interface because of unequal jor and minor problems were identified blower’ Qui Tam suit against Lycoming. cooling during manufacture, causing PT by the APO and eventually corrected by As a result of this action, the U. S. De- blades to separate during operation, re- AHC before acceptance. Among those partment of Justice (DOJ) assumed the sulting in engine failures. This defect that were found to be non-specification lead for all engine related problems, was very easy to prove, and added an- compliant in the early production air- with the Coast Guard providing the tech- other big bonus to the government’s craft were the following: nical expertise at negotiations. claim for compensation. -The aircraft could not meet the This lawsuit had little to nothing to do DOJ assigned a very junior attorney to minimum required in-hover sideward with the engine performance, but instead pursue this case, who was a very quick flight maneuvers. was based on the delivery of engines study concerning the technical issues -Engine compressor stalls in with improperly manufactured compo- involved, and whose passion and energy

Spring 2014 - Pterogram 11 were significant factors in the success of Tactical Squadron (HITRON) mission CG HU-16E Artifact this litigation, which resulted in a six taken-up by the MH-65C in early 2008. year Power by the Hour Overhaul and The HITRON aircraft are armed with the Restored/Preserved Service Agreement to be provided to the Barrett M107CQ 12.7 mm anti-materiel by Aviation High School Coast Guard by Lycoming and a mone- rifle and M240G 7.62 mm machine gun. tary settlement to the U. S. Government Note: The 10-blade tail rotor was not of $17M. The final action on the unique to the MH-65C change. The ad- ‘whistle blower’ Qui Tam suit resulted dition of the 10-blade tail rotor became a in the largest Qui Tam settlement re- necessity due to the obsolescence of the corded at the time. older tail rotor blades. The LTS 101-750 engine was eventu- MH-65D ally replaced by the more powerful Tur- MH-65C with an upgraded flight navi- bomeca Arriel 2C2-CG and the HH-65 gation system common to Department of underwent a service life extension and Defense helicopters. The first production became the Multi-Mission Cutter Helo. MH-65D was completed on January 20, Summary of HH-65 Helicopter Models 2011 and is fitted with a Honeywell HH-65A HG7502 radar altimeter, two Honeywell Initial USCG version, powered by two H-764G EGI's (embedded GPS/inertial 734 shp (547 kW) LTS101-750-B-2 navigation systems) and two control turbo shafts and with an 8,900 lb (4,000 display units CDU-7000D from Rock- kg) M.T.O.W. well Collins. All H-65s will be upgraded HH-65B to MH-65D standard with a target com- Avionics upgrade undertaken on a por- pletion date of 2015. tion of the fleet. Retrofit included a HU-16E CGNR 1267 at AirSta MH-65E Night Vision Goggle (NVG) compatible Sangley Point in 1969. integrated flight management avionics The MH-65E will incorporate upgrades suite consisting of two GPS-embedded that will modernize the cockpit by in- On 12 December, a dedication cere- CDU-900G control display units and stalling digital ‘glass’ cockpit instru- mony occurred at the George T. Baker two MFD-255 multifunction flat panel ments, known as the Common Avionics Aviation High School in Miami. Ptero displays. The HH-65B upgrade was un- Architecture System (CAAS), similar to CAPT Rick Kenin, D7 Chief of Staff, dertaken at the Coast Guard’s Aircraft those installed in the CG’s upgraded MH Aviator 2594, gave brief remarks to Repair and Supply Center (ARSC) in -60T Jayhawk Medium Range Recovery commemorate the work completed by Elizabeth City, NC, with the first aircraft (MRR) helos. The Echo upgrade will GTB students in rehabbing an historical rolling-off the programmed depot main- also replace the legacy analog automatic CG aircraft. They saved and completely tenance (PDM) line in March 2001. flight control with a digital system, and restored the nose section of what is be- HH-65C installing a digital weather radar system. lieved to be HU-16E 1267 found on HH-65A/B upgraded with new 934 shp The MH-65E model is expected to begin Watson Island that was bound for the (696 kW) Arriel 2C2-CG engines that to be delivered to the fleet in FY 2015. scrap heap. Besides saving a piece of provide 40% more power and higher The CG is planning projects to extend CG history, they also gained profes- performance, plus an upgraded tail gear- the useful life of the HH-65 until 2027. sional skills in aviation metalwork while box, long-nose avionics compartment, completing the project. The enthusiasm increased 9,480 lb (4,300 kg) MTOW, ‘AirSta Savannah’ from 3 displayed by Baker students in research- expanded lateral flight envelope and ing a CG aircraft to model and restore Vehicle and Engine Multifunction Dis- the nose section to CG specs and the CG play (VEMD) with First Limit Indicator member involvement from AirSta Mi- (FLI). First retrofit completed in October ami in mentoring and training the stu- 2004. dents during the project were commend- MH-65C able . Initially intended only for use by the Ptero Historian ‘Bear’ Moseley, Avia- Multi-Mission Cutter Helicopter (MCH), tor 743, reports that CG 1267 was a further enhancement of the HH-65C Grumman number 180 built for USCG -- within the USCG Deepwater effort, in- delivered 9/20/52 and later converted to cludes a 10-blade low-noise Fenestron, a UF-2G (HU-16E). relocated avionics, and an airborne use In 1957 - 1959, CG 1267 was at CGAS of force package (in common with that Port Angeles -- Ptero George Seaman, of the modernized HH-60T) will provide Aviator 732, flew it during this period. the capability to fire warning and dis- RADM John H. Korn, CCGD7, also In 1959 - 1960, CGAS Kodiak -- Ptero abling shots from the air. The MH-65C addressed the audience at AirSta Savan- Don Vaughn, Aviator 547, flew it. designation is now also applied to HH- nah’s 50th anniversary commemoration In 1965, 1267 was at CGAS Barbers 65Cs used in 'airborne use of force' mis- ceremony. (USCG photo by Point ( no aviator listed in report). sions, such as the Helicopter Interdiction PO3 Anthony L. Soto) In 1968-1969, CG 1267 was at CGAS Sangley Point -- Ptero Sperry Spring 2014 - Pterogram 12 Storm, Aviator 1111, flew it. 2014-2015 College Scholarships Available from Association of Naval Aviation

The Philip H. Jones Family and the Association of Naval Aviation are very pleased to sponsor the Philip H. Jones Naval Aviation Scholarship. The scholarship honors the service and sacrifice of LCDR Philip H. Jones, USN (Ret), who started his Naval Aviation career as an Aviation Pilot during WWII. The Philip H. Jones Naval Aviation Scholarship will principally provide scholarship opportunities for the sons and daughters of Naval Aviators and Navy, Marine Corps and Coast Guard Aircrewmen who died of any cause while on active duty serving in the United States Navy, United States Marine Corps or United States Coast Guard. Naval Aviators are defined as Navy, Marine Corps or Coast Guard aviators who were rated pilots or Naval Flight Officers. Navy and Coast Guard Aircrewmen and Marine Corps Combat Aircrewmen are those persons formally designated as such and authorized to wear the respective Aircrew warfare badge. As circum- stances may allow, eligibility criteria may be expanded to include other persons, the categories of whom shall fit the general intent of the Philip H. Jones Naval Aviation Scholarship. The Scholarship program will provide undergraduate students scholarships that cover or defer the cost of only tuition and fees. Scholarship funds cannot be used for any other expenses, such as room and board. Scholarships may be renewable annually to a maximum of four years or degree attainment, whichever comes first. Renewal will depend on student academic achievement and the availability of funds. Applications for renewal will normally be considered before initial applications. The value of the scholarship may change year-to-year; the amount of each annual scholarship and each renewal will be based on availability of funds. INITIAL APPLICATION REQUIREMENTS - Applicants must fit the eligibility criteria as described above, by being a son or daughter of a Naval Aviator or Aircrew man in the Navy, Marine Corps or Coast Guard who died while on active duty serving in the United States Navy, United States Marine Corps or United States Coast Guard. - Applicants must be a citizen of the United States of America. - Applicants must: o have graduated from high school (a 3.2 GPA is desired); and, o be accepted by an accredited college/university and enrolled in a course of study of no less than 12 semester-hours - Additionally, if the applicant is already a college student, that person must: o be maintaining a course load of no less than 12 semester-hours in their college work (a 3.2 cum GPA is desired). - Other specific application criteria, dates and procedures are included in the scholarship application ‘package’ which is available upon request to the Scholarship Committee at: Philip H. Jones Naval Aviation Scholarship 1446 Waggaman Circle Mclean, VA 22101-4004 or by email to [email protected]. - Application submission deadline is 15 April 2014 [Your CGAA contributes $1K annually to this very worthy cause...Ed]

LONG HOURS - COAST GUARD AVIATION This week, Section I was designated the "duty" section and Section II the "stand- St. Petersburg CGAS, Florida 1948 by" section for Monday. At 1700 hours, By Ptero Ted A. Morris, P-2163, Lt. Col., USAF, Retired Sections II & III were granted varying [Excerpted with permission from his book ‘Life Guard-In His Own Words.’ degrees of liberty and were free to "go See more of Ted’s CG Rescue stories at www.zianet.com/tmorris...Ed] ashore". In the event an emergency occurred (something more than the duty During the period between World War personnel. Most were aviation ratings: section could handle without augmenta- II and the Korean War, civilian workers machinist mate, radioman, ordnance- tion), the stand-by duty section, Section in the United States were perfecting man, parachute rigger, metalsmith. Non- II, would be recalled back "aboard". what was to become the standard 40- aviation rates included cook, yeoman, Section III was on relatively unrestricted hour work week. Those years I was in storekeeper and boatswain mate. The liberty until the next morning 0800 mus- military service, initially with the US aircraft we operated were two PBM-5 ter. CG and later the USAF. Neither service Mariners, three PBY-5A Catalinas, one After 1700 hours, the duty section had much conception, ever, of a 40-hour JRF-5 Goose and two J4F-2 Widgeons. (Section I) would complete any unfin- week, especially in my career field, air- There were also all sorts of motor vehi- ished maintenance and perform "evening craft maintenance. To prove the point, I cles. In addition, there was a 30-foot operations". This meant the launch and would like to describe a normal duty/ aircraft crash boat, a 38-foot picket boat recovery of one of the smaller aircraft work week in 1948 when I was assigned and an 83-Foot patrol boat. (JRF-5 or J4F-2) which conducted a two to CG Air Station, St. Petersburg, FL. Personnel were divided into three hour offshore flying patrol looking for At CGAS St. Petersburg, the normal equally manned sections (I, II and III). any potential emergencies such as a dis- week began on Monday morning at 0800 This morning muster began a three abled pleasure or fishing boat, or swim- hours with a muster of all personnel. week duty rotation cycle. Following this mers who had over-extended themselves Air Station compliment was only about daily muster, everyone "turned to" and too far from shore, often on an air mat- one hundred commissioned and enlisted went about their normal assigned duties. Spring 2014—Pterogram 13 tress. To these people, this precautionary stand-by duty automatically began its lengthy list outlining the specific duty patrol quite often proved the difference restricted liberty period.) each man was to perform during a between being a survivor or becoming a The Saturday duty section, Section III, "situation." For example: on an aircraft missing person. then took care of any jobs that needed to search and rescue (SAR) mission, you The duty section provided the security be done. Other than the previously men- could be an aircrew member or a mem- and fire protection "watches" during the tioned watches, there was no routine ber of the ground or beaching crew as- 1700 to 0800 hours of the duty period maintenance scheduled unless more than sisting in launching or recovering the and any other of the many additional one aircraft was out of commission. In aircraft. Or, during a Fire emergency, tasks needed to keep the Air Station such case, it was necessary to work until you could be the asbestos suit man or Functioning 24 hours a day. There was the accepted in-commission rate was fireman on the fire truck. These duties no other specially assigned group to per- met. were in addition to your primary duties. form these numerous duties. At 0800 hours Sunday, Section I re- Every conceivable contingency was cov- For Section I, the day ended at 2200 ported for muster as the duty section. ered. hours with various duty section person- Section III began unrestricted liberty I was an Aviation Machinist Mate Sec- nel assuming watch duties, including the until 0800 hours Monday. Section II ond Class (AMM2/AD2) assigned to security and Fire protection patrols and automatically became the stand-by duty Section I, and had at least three major the 24-hour a day radio monitoring and section. Sunday's routine paralleled Sat- aviation related jobs assigned as primary listening watch. urday's. duties. I was an aircrew member Flying The following day (Tuesday) began at By the time Monday's 0800 muster as a flight engineer on regularly sched- 0600 hours. Section I, still the duty sec- occurred and all sections met to start a uled training flights, emergency "mercy tion, would preflight the "ready alert" new week, an additional 24 hour duty/ missions", and search and rescue (SAR) rescue aircraft (normally one of the work day (Sunday duty) had been added missions. SAR missions could last From PBM-5 and one of the PBY-5A aircraft). to Section I's previous 75 hours. A grand 8-10 hours and might continue for sev- At 0800 hours, all three sections mus- total of 99 duty/work hours for the seven eral days. tered again and everyone then went to -day week. When subtracted from the I was a ground maintenance mechanic their normal duties. Section II became 168 hours available in a week, 69 hours for scheduled and unscheduled aircraft the duty section and Section III the stand were left for our man in Section I, pro- inspections and maintenance. My pri- -by duty section. At 1700 hours, Section vided he was not needed on one of his mary "primary" job was to operate the I (after 33 continuous hours of work, stand-by duty days. Sections II and III one-man spark plug shop. watches and duty) would begin a rela- each had the same opportunity for long As an aircrew Flight engineer, I was tively unrestricted 15 hour liberty until hours during the three week cycle: Two responsible for the operation of the en- the Wednesday 0800 hour muster. Then weeks with 99 hours, and one week with gines and aircraft systems, such as the Section III became the duty section and 75 duty/work hours. hydraulic and electrical systems. In Section I became the stand-by duty sec- Stand-by duty could be just as de- flight, to insure safe operating limits, I tion. This rotation of duty went on seven manding, eating up the 69, or 93, hours managed the fuel consumption, the days a week, 365 days a year. of free time each man had for himself. It proper power settings for engine opera- For Section I, the duty/work hours worked this way: during the duty section, and constantly monitored the en- from Monday 0800 muster through Sat- tion's 1700 to 0800 hours weekdays and gines and related systems. When our urday 0800 muster totaled seventy-five all day Saturday or Sunday, Air Station mission was to locate a missing vessel, hours: operations might receive an emergency aircraft or survivor in the sea or on land, Monday and Thursday - 2 days X 24 call. The source might be local law en- I was an extra set of eyes in the search. duty/work hours forcement agencies; a ship or aircraft in When the mission required an open sea plus distress or reported missing by shore landing, often in rough waters, I oper- Tuesday, Wednesday and Friday - 3 authorities; a frantic call about someone ated the auxiliary power unit (APU) and days X 9 work hours. who had gone for a pleasure cruise and bilge pump to insure the aircraft re- Everyone got an equal opportunity! had not returned as scheduled; a fishing mained sea and air worthy. I would aid Section II worked those duty/work hours boat with a sick or injured crew member in taking survivors on board and admin- the second week of the cycle. The fol- needing medical assistance. In other istering First aid. It was always a de- lowing week, Section III did its share. words, anyone in need of Coast Guard manding job. But wait! Saturday and Sunday have to assistance on the sea in an emergency. Whenever an aircraft amassed 30 be accounted for! If the emergency required the launch hours of flying time, it was necessary At 0800 hours Saturday, the off-going of one or more of the CG aircraft, the 38 that the aircraft undergo a scheduled duty section (Section II) and the on- -foot picket boat, or 83-foot patrol boat, maintenance. The 30-hour time period coming duty section (Section III) would the stand-by duty section was recalled to was cumulative: 30, 60, 90, up through muster. Section II then began an unre- replace the duty section personnel re- 240 hours. Each time period required stricted 24 hour liberty until 0800 hours sponding to the emergency. During the more systems to be inspected and main- Sunday morning when it became the years I served in the Coast Guard this tenance on them be performed. At 240 stand-by duty section. (On Saturday and happened at least once a week! hours flying time, the cycle would begin Sunday only the on-coming and off- In addition to our primary duties, each over again. going duty sections need be at the Air ship and station had a "Watch, Station For example, at 30 hours, maintenance Station to muster. The section assuming and Quarters' Bill". This translated to a required that: - all oil and fuel systems'

14 Spring 2014—Pterogram strainers be removed and cleaned; - fuel, boats we possessed. enforcement officer should the occasion oil and hydraulic hose lines be checked Aircraft engine spark plugs were larger require him to exercise that function on for damage and properly secured; - pro- and more complex than "small" motor the navigable and ocean waters of the peller blades be filed free of nicks and plugs. They were in 3 to 5 parts. Before United States. The boats were the pri- other damage caused by salt water abra- a spark plug was installed in the aircraft mary job for Boatswain Mates. Only one sions; engine, it had to be disassembled and BM was assigned to CGAS St. Pete, - landing gear wheels and brakes be inspected. Broken or worn parts were however, and he was in another section. removed and cleaned to remove corro- replaced and the plug cleaned, then reas- On a "Sunday With The Duty" in late sion; sembled. The proper gap was then set on 1948, there was to be a sail boat race - wheel bearings be repacked and re- each of the electrodes. (There were 3 or from the St. Petersburg Yacht Club to installed; 4 electrode gaps per plug.) To ensure the Egmont Key, an island off the entrance - the entire aircraft be washed to pre- spark plugs would fire and operate prop- to Tampa Bay. After a picnic on the is- vent corrosion caused by salt water erly when installed into the engine, they land, the boats would return later that emersion. were pressure tested on a special ma- afternoon. We were to patrol the race Those were just a few of many required chine. The plugs were then placed in the and render any assistance needed. So, tasks to be performed. heated ready locker until the time they instead of standing the Sunday morning At the 240 flying hour period, in addi- would be needed. 0800 muster, a radioman and I prepared tion to those functions performed during Aircraft engines were voracious con- the picket boat and were at the race start- each of the other maintenance periods, it sumers of spark plugs. Engines that being line at 0800 hours. was necessary to: came over heated or were operated too As the race started, we followed the - reset valve clearances; cool, or fuel mixtures that were too rich two dozen sail boats and action started - replace all spark plugs (also required or too lean, all had adverse effects caus- almost at once. Two sail boats collided at 60, 120, and 180 hour periods); ing spark plugs to burn out or become and capsized. We assisted the crews in - reset magneto timing; Fouled. Often it was necessary to re- righting the boats. No one had been in- - replace many hoses; place all engine plugs to correct ignition jured. With no apparent damage to either - check instrument settings and opera- problems that might have developed boat, they elected to rejoin the race and tion; between the scheduled 60-hour replace- everyone was on their way. - check of proper tension for control ment. The salt water environment in After seeing all the boats safely to Eg- cables. which CG aircraft operated took a heavy mont Key and not having been invited to The list was extensive and many hours toll on all of the aircraft and engine the picnic, we began our return to the were required to accomplish these tasks. parts. Air Station. Just underway, we spotted a Unscheduled maintenance could occur You have been introduced to several man treading water in the deep water at any time in order to fix broken aircraft of the requirements necessary to operate ship channel! As we approached to offer parts, starters, generators, fuel and oil a CG Air Station twenty-four hours a assistance, he shouted that his power lines, cylinders that needed replacement. day, and how personnel were utilized to boat had run aground about a mile away, Each aircraft had lots of working parts, meet those requirements. Mostly we close to the mangrove swamp that many with short life spans. have discussed the Monday through Fri- formed the shore line. We picked up the My primary job was to operate the one day operations. But, remember, we said swimmer and went to his boat. As we -man spark plug shop. In today's world the operations continued seven days a eased our picket boat in close to his of turbine aircraft engines, it is difficult week throughout the 365-day year. Let power boat, the swimmer took to the to imagine a spark plug shop, but it was me take you on a "Sunday With The water with a tow line which he secured an important part of the piston engine Duty". I am sure you will note that none to his vessel. Applying power, we were world of yesterday. Each piston driven of these specific jobs this Sunday in- able to pull his boat free and into deep aircraft engine cylinder used two spark volved aircraft, but they were the re- water. When we asked what he was do- plugs. Our PBM-5's had two 18-cylinder sponsibility of the U.S. Coast Guard. ing in the ship channel, he replied that R-2800 Double Wasp engines requiring On the "Watch, Quarter, and Station he had seen us go by on our way out 72 plugs.. The PBY-5A's two 14- Bill," I was assigned as a coxswain for with the race and decided to swim out to cylinder R-1830 Twin Wasp engines the 38-foot picket boat for "situations" await our return and assistance! After needed 56 plugs. The JRF-5's two 9- requiring its use. This was a very sturdy, this small adventure we returned to the cylinder R-985 Wasp Jrs. used 36 plugs, wooden hulled, 38 foot long boat with a Air Station to top off the fuel tanks and while 24 plugs served the smaller J4F- 225 hp gasoline engine. It had been de- get something to eat. 2's two 6-cylinder V-440 Ranger inline veloped during the 1930's to patrol Our next duty that day was to recover engines. Multiplying the total number of against and capture of "Rum Runners" a dead body! In 1948, the Sunshine Sky- aircraft assigned at CGAS St. Petersburg during the "Prohibition Wars", and was way Bridge joining St. Petersburg with by the number of cylinders, the spark designed primarily for use in inland and Bradenton/Sarasota had not yet been plug requirements amounted to 396 in- coastal waters. The coxswain was the built. The means of crossing the en- stalled plugs, with an equal number primary operator. He had to be both a trance to Tampa Bay was by way of the available in the "ready locker" as instant seaman skilled in small boat handling Pinellas County Ferry. On one of the replacements. Spark plugs were also (especially in rough water and in emer- ferry crossings that Sunday someone maintained for all the motor vehicles, gency type conditions) and motor ma- reported seeing a body floating on the ground power equipment and power chinist. He was also charged to be a law water's surface. Once again we got un-

Spring2014—Pterogram 15 derway in our picket boat. Reaching the Air Station to refuel once more and expired, after nearly five years in the reported area, we began a search. We did hopefully secure the picket boat for the Coast Guard, I left to spend the next not locate a human body. We found, day. But our duty wasn't over. Opera- twenty-five years in the Air Force. instead, the badly decomposed carcass tions had received a report that distress The grass was as brown on that side of of a large animal. We assumed it had flares had been seen off Gadsden Point, the fence . . . been dumped, for some unknown rea- near MacDill Air Force Base. Once son, from one of the large ships making more, we were dispatched. ‘ED’ from 2 full membership. its way to or from the Port of Tampa. Arriving at the reported area, we set up Be responsible for initiating the annual Radioing the Air Station to notify the a widening search pattern in the dark. requests for corporate support contribu- county sanitation department to take After about 45 minutes into the search tions to the' Association , and, following care of the "body", we then towed the we located a pleasure boat with two Air -up, as appropriate. carcass to the St. Pete side of the Ferry Force sergeants. The boat, its engine Select appropriate committee members route. disabled, had drifted onto a shoal and and recommend review of Hall of Honor It was now late afternoon, and we was hard aground. One of the men had nominee submissions on behalf of the were ordered to proceed to Egmont Key gotten into the water in an attempt to President. to escort the sail boat race back to the push the boat off, but his efforts were Supervise arrangements for Ancient Al- Yacht Club marina. This escort pro- unsuccessful and his companion had not batross/Enlisted Ancient Albatross cere- ceeded without incident. been able to get him back into the boat. monies on behalf of President and Ex- Returning to the Air Station, the tanks He had been seriously cut by barnacles ecutive Board. were once again refueled to the top so and was suffering from salt water im- Act as a standing member of the annual that the picket boat would always depart mersion. convention - known as the Roost - plan- on a mission with full tanks. We were The radioman and I successfully got ning committee. again dispatched by CGAS Operations the man out of the water and into the Be the CGAA official representative to Center, this time to tow a disabled pleas- picket boat. We then towed their boat the CG Foundation, Association of Na- ure boat with six people on board back free of the shoal and delivered both boat val Aviation, Naval Helicopter Associa- to the marina. Locating the disabled and men to the MacDill AFB boat dock tion, Naval Aviation Museum Founda- craft and towing it to the marina took where the injured sergeant could get tion, and other professional aviation or- several hours. It was dark when we medical assistance. ganizations, as directed by the president. reached our destination. Our Sunday "duty" day was now As we prepared to depart the marina, nearly over as we once more arrived at Recently, Ray Miller & Ben Stoppe an eight year old boy came onto the the Air Station, refueled and secured the talked Ptero "shop" over lunch at the dock asking for our help. He had gone picket boat. It had not been an unusual Bluegrass Grill in Charlottesville, VA. ashore from his parents' pleasure boat, Sunday. It was 0400 hours Monday After their meal, they did what any wor- moored across the marina from us, while morning. We were almost glad that next thy Ptero would do - they looked over a his parents were absent. Upon returning, week Section II would have Sunday with recent issue of our fine publication. he said, he found the boat's lights were the duty. out. Insisting the lights were on when he In a period of less than 24 hours we left, and thinking someone was on the had provided assistance to 16 persons boat, he was afraid to go on board. and five pleasure craft. I believe the tax Taking a CO-2 fire extinguisher as my payer got his money's worth that day. only weapon, I went around the marina The CG may have changed how it op- to help the boy. The radioman requested erates the duty section rotation, but it the Air Station to notify the city police still has many of the same responsibili- to assist. Going aboard the moored boat, ties plus numerous new ones. I'll wager I could locate no one and turned on the the individual Coast Guardsman still lights for the boy. About this time the works the same long hours to ensure all police arrived, taking over the responsi- these responsibilities are each dis- bility for joining the boy with his par- charged with the same pride and profes- ents. sionalism with which they have always Regarding his new position, Ray said Before we left the marina for the last been. ‘Your confidence is appreciated. I am time that day, I asked the young boy As a final note, that Sunday was one of well-qualified at signing checks, but in why he had come all the way around the my last with the duty in the Coast the interest of full disclosure (after the marina to ask for our help rather than Guard. Several weeks after his rescue, fact, of course) you need to know that I someone else. He explained that his fa- the Air Force sergeant we'd hauled from haven’t balanced a checkbook in thirty ther told him if he ever needed help, that the water took the time to come to the years. But no worries: my dear wife has anyone on a boat like our distinctive Air Station and thank us personally. He graciously agreed to be the Deputy Asst. USCG marked picket boat would help was in charge of the MacDill Air Force Ptero Treasurer. Retrieving mail from him. That simple statement made my Base Recruiting/Reenlistment Office, the PO box I can probably handle with- whole tour of duty worth the effort. and made me an offer that seemed, at the out an RQ course and maybe even solo - Now, at nearly 2200 hours on our time, too good to refuse. if I can find that key Ben gave me. Seri- "Sunday Duty" night, we returned to the That December, when my enlistment ously, it is my pleasure to serve as Ben’s copilot. I shall do so faithfully 16 Spring 2014 — Pterogram and to the best of my ability.’ Pteros Beth Young (#3228) and Carmen Bazzano (#2902). "Having visited Carmen's hometown of Flo- ridia, Sicily, I finally understand him!” MAIL Ptero ‘Wings’ Son

There is no moniker like "Ancient Albatross" for the most senior still-flying aviator, but I am very Mail Call! This issue’s mail is happy to still be that guy. I wanted to brought to you by the RG-8A “Condor” share a bit of news - as aviator # Schweitzer Motor Glider that served at 2407, I had the honor to be a guest Air Station Miami in the late 1980’s. The speaker at the NAS Whiting Field RG-8A was developed by the U.S. Air winging ceremony on Dec. 13 over- Force under a "black" procurement pro- seeing the pinning on wings of the gram in 1986. It was a derivative of the CG's newest designated aviator Schweitzer motor-glider and was engi- (#4495). As a bonus, #4495 is my neered and used to perform covert sur- son, Wes. I was very happy to join veillance missions. Mission versatility the long line of father-son Coast was designed into the aircraft. The CG Guard aviators. Wes is reporting to acquired three of these aircraft in 1988. North Bend in January and begins his They were used for drug interdiction, MH-65D transition on 21 April. I am locating illegal immigrants, documenting retiring on June 23 in Astoria. fisheries violations and detecting the pol- Ptero Bruce Jones, Aviator 2407 lution of oceans and rivers.

Pterogram Appreciation

I just wanted to drop you a note concerning the Pterogram. I have really en- P5M-2G Model in Works joyed reviewing it over the years, and the stories are wonderful to read. The attached photo shows progress As someone who was in the rescue on my 12 ft wingspan RC/museum business with the 129th Rescue Wing, at model. It is ready for engines, final Moffett Field, CA, supporting Sector skin on the fuselage, primer and sil- San Francisco, that focus on rescue ac- ver paint. It will be accurate down to tivities continues on for the foreseeable panel lines and insignia. The naviga- future with my time in the USCG Auxil- tion lights are already installed. I plan iary. Old dogs can learn new tricks. to fly it off the lake at my house and Great magazine, great stories! then donate it to the National CG Ptero Arthur M. Hardee, P-3100, Museum for display. For display, it LtCOL, USAFR (Ret.), USCG Auxil- will be sitting on beaching gear. iary, D11NR Ptero Bob Workman, Aviator 914 at the Grand Sierra Resort & Casino, Sparks NV. We have blocked Foreign Pterogram Sighting rooms for May 18 – 20 at $84.75 per night for regular rooms, and $118.65 per night for rooms with fridges and microwaves. These prices include the taxes and resort fees. There is an on site RV Park, and pet room are available. For further information and to obtain a signup sheet contact Roger Schmidt at [email protected]. Put Cosmic Air Reunion Upcoming “Cosmic Air” in the heading box so I can dig it out of the spam if that’s where We will hold our 55th annual CG Air it might go. (AKA “Cosmic Airlines”) reunion on 18 Ptero Roger Schmidt, P-2729 – 20 May, 2014. The event will be held [See ‘Mail’ on P. 19] Spring 2014—Pterogram 17 Aviation Technical Training Center Honor Graduates

The CG has three aviation ratings: Aviation Maintenance Technician (AMT), Avionics Electrical Technician (AET), and Aviation Survival Technician (AST). The AMT and AET Schools are 26-weeks long and a typical class has 20 students. The AST School is 24-weeks long and a typical class consists of 20 students. In recognition of active duty aircrews, the Executive Board approved special recognition for ATTC school honor graduates with a dues-free initial year of membership in the association. Here listed are late- 2013 Honor “grads” which we are proud to salute. In honor of the dedication and skill of every CG aviation air crew member, we congratulate the honor graduates. We view each of them as representing all their respective classmates. We welcome them all to the exciting and rewarding world of CG aviation and extend our heartiest wishes for many satisfying years of performance in their vital roles in the rich and continuing CG aviation history ahead. We recommend and hope the graduates listed here will continue as members and will help grow the association with new members. Congratulations and Welcome Aboard!! Honor Graduate Assignment Honor Graduate Assignment AST3 Christopher A. Lynch Atlantic City AST3 Tyler N. Poole New Orleans

Newly Designated Aviators

The following pilots have been designated as Coast Guard Aviators and have been provided with a first year dues-free membership in the Association. Welcome aboard, Pterodactyls!! We salute you and wish you safe flight. We envy the thrills, opportunities and satisfaction which are on and beyond your individual horizons. As you settle in at your initial and subsequent assignments and carve out future CG aviation history, we hope you will maintain your membership and stay tuned to your rich heritage. As busy and focused as you are on many things, you are history-in-the-making, and you will want to preserve that history as well as that of those before and around you today. Your modest annual dues will help to keep you informed and make possible active duty awards, memorials and CG aviation history-preserving-projects. Congratulations and Welcome Aboard!!!

CG Aviator Nr. Assignment CG Aviator Nr. Assignment 4484 Scott D. Handlin Sacramento 4485 Levi S. Rusch Astoria 4486 Timothy G. Nicolet San Diego 4487 Andrew M. Stec Clearwater 4488 Tucker D. Rodeffer Barbers Point 4489 Lauren R. Honenberger Detroit 4490 Trent A. Meyers Savannah 4491 Nicholas C. Vlasak Traverse City 4492 Robert D. Jones Elizabeth City 4493 Daniel R. Hilburn San Francisco 4494 Daniel J. Seymour Clearwater 4495 Wesley C. Jones North Bend 4496 Christopher C. Clark Elizabeth City 4497 John K. Fleischli Miami

Remembering the Fallen 3821. "All I could think about was simple act of having a will, updating our seeing Che (a fellow pilot) walk out beneficiary paperwork, or having pow- By PO1 Thomas McKenzie to the plane. I'd just landed from a ers of attorney in place, are sometimes training flight and he was saying, the best things we can do for our fami- 'Hope you have a short flight, man! lies." The names of each of the fallen He just laughed and started to put his crew members were then read aloud gear on the plane. It was the last time followed by a moment of silence in their CO, CAPT Doug Nash, addresses I would see him," said Young." I honor. the assembly as XO, CDR Stefanie think of all of them often." Young said that his heart was eased by Lincoln, & AMT2 Kirsten Grigonis, Ptero CAPT Douglas Nash, Av. participating in the anniversary memo- the only family member to attend 2862, AirSta CO, addressed his crew rial at the station this year. "The day the ceremony, look on. with a touching tribute to the fallen, started out overcast and gloomy," said focusing on the lessons learned since Young. "As CAPT Nash delivered his the accident: "Because of our ship- remarks, the sun began to peek through. On Tuesday, October, 29, 2013, CG mates who gave their lives in the line of And when the names of my seven Air Station Sacramento held a remem- duty, we have become a safer and more friends were read and the bell rang in the brance ceremony to honor the flight effective organization. We now have silence, the sun finally revealed itself crews of CG C-130 1705, and Venge- night vision capabilities in our aircraft, completely." The bronze memorial of ance 38, a Marine Corps AH-IW Cobra improved coordination with our multi- the 1705 radiated gold from the light and attack helicopter. Both crews perished in agency partners, improved de- Young was reminded of where the lost a mid-air collision off the coast of San confliction of shared airspace, and an now reside. Diego on the night of October 29, 2009. increased awareness of the responsibility The ceremony ended with Nash re- "The next day was so awful, just so to see and avoid other traffic. We have minding his crew "to hold the memory surreal," said Lt. Israel Young, Av. also learned the important lesson that of these heroes forever in our hearts." planning for the unthinkable, by the 18 Pterogram - Spring 2014 Dues are tax deductible CG Aviation Association Multi-mission Form Apply for or Renew Membership / Update Data / Order Stuff  New Member  Renewal  Update Information  Ordering Items Please check all below that apply:

Name ______Rank/Rate______ CG Active  CG Retired  CG Reserve  Former CG(not ret) Address:______ CG Auxiliary  Other Supporter ………………………………………. City:______State____Zip______ CG Aviator ( Data if known:) Designation Nr:______Date: ______CHECK BOX(es) IF Spouse, Phones or Emails NOT to be listed in Directories Helo Nr: ______Date: ______Spouse:______ TP Res. (____)_____-______ ……………………………………….. Email Res.______ TP Work (____) _____-______  CG Aircrew  CG Flight Surgeon Email Work:______ TP Cell (____) _____-______  Exchange Pilot Sign me up for: Service______Country_____  Life Membership $ 250 (includes a Ptero Pin) CG dates served:  Annual Membership $ 30 (Active Duty $15) ______to ______………………………………………. Ptero Ball Cap $ 20 (includes postage)   Other:______Chronological History of CG Aviation 1915-2010 CD $10 

CGAA/Ptero Circular Stick-on Decals $1 each/3 for $2  Please send me how-to-help info!  Book: ‘Float Planes and Flying Boats’ by Ptero Bob Workman, Jr. $30.00 Shipped  Current Ptero Patch, 4 inch $8 Old Ptero Patch $7 CG Aviator/Aircrew/RS Pennants $25ea. (includes postage) MAIL TO: Ptero Challenge Coin $10ea, 2 for $18, 3 for $25 (includes postage) The CG Aviation Association Ptero Bumper Stickers $3 each/2 for $5 Total Enclosed: P.O. Box 940, (Visit www.AOPtero.org, click on “Store” for more)  Troy, VA 22974 Feb2014 Please make copies of this form and pass it on. $

Who’s the Oldest Living What’s Happening ‘Mail’ from 17 CG Aviator? Out There??? Grumman Book Available We always feature one or two Air Sta- Similar to what the Navy does in tions in each issue of the Pterogram. ’Wings of Gold,’ one of our almost- However, Coast Guard Aviation Asso- ancient CG aviators suggested that we ciation members always enjoy reading a compile a list of the oldest living CG good story about something interesting aviators/Pterodactyls. Several candidates that recently happened at your Air Sta- come to mind: tion. It could be about a special cere- Ptero Stu Graham, Av. 114, age 96 mony for something, a special visitor, Grumman J4F “Widgeon” Ptero Francis Shelton, Av. 178, age __ presentation of awards, adoption of a Your readers may be interested to Ptero Warren Mitchell, Av. 243, age 94 mascot, a change of command, etc. Air Station CO’s/Public Affairs Offi- know that Fred Knight's book "The Ptero Dick Wohlgemuth, Av. 264, age cers are encouraged to publicize their Grumman Amphibians - Goose, Wid- __ unit by submitting articles (like the one geon & Mallard" is now available from If you’re older than Stu Graham, or on P. 18 from Sacramento) with pictures www.air-britain.co.uk . The book gives know of any CG aviator still around (in jpeg format with the people in the full details of JRF and J4F aircraft oper- that’s older than Stu, please let me know pictures identified from left to right and, ated by the USCG. Worth a look. who it is and his date of birth. Also, if if appropriate, their aviator numbers) to Best wishes. your aviator number is less than 600, me for publication in the next issue of Fred J. Knight please let me know by 1 June who you the Pterogram as space permits. My no- [email protected] are, your Av. #, and your date of birth. tification info is on the lower left of My notification info is on the lower left Page 2...Ed of Page 2. We’ll publish the list in the Pterogram...Ed

Spring 2014 — Pterogram 19 NON PROFIT ORG. The Ancient Order of The Pterodactyl US POSTAGE 3658 Bracknell Drive PAID Woodbridge, VA 22192-7465 Woodbridge, VA PERMIT # 9

Address Service Requested

Sector North Bend Pg. 7

MAIL Pg. 17 AirSta Savannah Celebrates 50th Anniversary Pg. 3

LONG HOURS—COAST GUARD AVIATION St. Petersburg CGAS Florida, 1948 Pg. 13

PBM-5 JATO

Picket Boat

THAT’S NOT ALL !! Ptero Ted Allan Morris in 1946