U.S. Coast Guard: Situation report

Wings of Gold, Winter 2001 by King, Thomas C

Coast Guard aviation began fiscal year 2002 with the double challenge of an operational budget reduced by $43M but with a surging operations tempo due to the devastating events of 11 September. A number of the planned initiatives including the retirement of some aircraft and the closing of several air facilities were postponed pending further developments and review of potentially new Coast Guard missions.

In early October, as the Chief of the Coast Guard's Office of Aviation Forces, I hosted the 2001 Aviation Commanding Officer's Workshop in Washington DC. This event gathered the commanding officers from each of the Coast Guard's air stations to discuss the direction of Coast Guard aviation and the goals and issues for FY02 and beyond. The Coast Guard's new role in Homeland Security and associated "New Normalcy" were underlying themes in nearly every agenda item. Other issues discussed for which recommendations were developed included: stabilizing the enlisted aviation workforce, declining pilot experience levels in all airframes, and the revision of staffing standards in response to expanded missions and sensor capabilities. These action items were captured in the Commanding Officers FY02 Flight Plan and forwarded to the Coast Guard's senior leadership.

In response to the Coast Guard's developing role in Maritime Homeland Security, Coast Guard Air Station (CGAS) Clearwater, Florida initiated a program to use its HH-60Js to deliver four-member boarding teams to some high interest vessels entering the Port of Tampa. Traditionally, boarding teams are delivered for their inspections by small boat but with the increased security following 11 September and the burgeoning backlog of vessels requiring inspections, the operational commander sought the option to use a more rapid delivery method. Once trained, the boarding team members will use the very effective TriSAR harness for delivery to these vessels.

On 1 October, the responsibility for responding to oil Spills of National Significance (SONS) was shifted from the Aireye sensor equipped HU-25B Falcons based at CGAS Corpus Christi, Texas to the Side Looking Airborne Radar (SLAR) equipped HC-130H Hercules at CGAS Elizabeth City, NC. The change was made for several reasons: the required systems on both aircraft were reaching the end of their service life; they were increasingly expensive to support but unfortunately, funding was available to upgrade the sensor system for only one type of aircraft; the requirement to continue to support the HC-130s long range International Ice Patrol mission, which also utilizes SLAR technology, and the ability to provide logistical support in conjunction with SONS missions. This transfer ends the HU-25s 16 year career in this mission which includes such highlights as mapping the Exxon Valdez oil spill as well as spills from the aftermath of the Gulf War. Five 1500 series HC-1 30Hs were wired to accept the palletized MS-5000s digital SLAR system which replaced an antiquated film-based system.

On 9 October, CGAS Miami held a dedication ceremony at Opa Locka Airport, Florida to honor the ultimate sacrifices made by CGAS Miami-based aircrew personnel, notably Coast Guard Auxiliary aircrew attached to CGAS Miami that crashed in Florida Bay near Marathon, Florida February 1, 2001, and a CGAS Miami HH-52A Sea Guard helicopter aircrew that crashed at Opa Locka Airport January 7, 1979.

The Coast Guard Auxiliary are dedicated civilian volunteers who often perform or augment Coast Guard missions with their own boats or aircraft. On February 1, 2001, Coast Guard Auxiliary members, Aircraft Commander Mr. Casey Purvis and Air Observer Mr. Robert Fuller, were lost when their plane went down. The two men were piloting a Piper PA 32 aircraft practicing an "air intercept" mission with a Coast Guard HU-25C Falcon when contact with them was lost. A subsequent search was launched which continued through the night. The following morning the wreckage was located. There were no survivors.

On January 7, 1979, Coast Guard members LT R. G. Ausness; LT R. C. Shearer, Jr; AM1 R. E. McClain; and AD3 J. B. Case, were lost in a midair collision at Opa Locka Airport. During their landing descent their HH-52A helicopter collided with a civilian helicopter that was in a takeoff climb. Both aircraft had been cleared by the airport tower along parallel flight paths but were not advised of the other helicopter. There were no survivors.

The Coast Guard is scheduling the functional test of the non-lethal Running Gear Entanglement System (RGES) against an evasive target. The RGES is a device that mounts on the starboard stub wing of an H-60 and pneumatically launches a 100-foot, 716-inch polyspectra rope net perpendicular to the flight path of the aircraft. System development and testing has been conducted jointly with the U.S. Navy through Project Erickson, which is tasked with developing non-lethal technology for Coast Guard missions. Previous tests on land and against non-evasive boats were successful. CGAS Elizabeth City HH-60 Jayhawks conducted these tests and are scheduled for the next phase of testing.