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 A History of Coast Guard Aviation Coming of Age (1957-1975)
Summary Overview
In the year 1956, the Coast Guard operated 127 aircraft consisting of 14 models. Of this total 50
were of WWII vintage. In addition there were only 28 helicopters in the entire inventory. The House
Appropriations Committee of the United States Congress had previously recommended that a
program be developed for the regular annual replacement of Coast Guard aircraft. This program was
abandoned in the revised fiscal 1954 budget by the Executive Branch on the grounds that it was to
be restudied. Report number 1743, which accompanied the fiscal 1957 appropriations bill for the
Coast Guard, directed the Secretary of the Treasury and the Commandant to cause a complete
evaluation of all Coast Guard activities, the conduct of which require the use of aircraft, and to
present at least preliminary conclusions by December 31,1956 The recommendations were to include
the kinds of activities requiring aircraft, types of aircraft required, and numbers of aircraft required. In addition it was directed that a program for financing the procurement and replacement be part of the plan. On 26 February 1957, the Secretary of the Treasury and the Commandant submitted the
Joint Report requested by Congress. The Joint Report constituted a “Five Year Plan” for Coast Guard
Aviation. In the letter of transmittal to the committee the Secretary of the Treasury stressed that
since the plan was intended to meet both present and future needs of Coast Guard Aviation it would
be essential to subject the plan to a continuing re-examination.
The Report recommended three general types of aircraft for procurement; namely, long range,
medium range, and short range and applied the concept of “fewest models.” The report further
detailed specific aircraft by model, aircraft deployment, facility requirements, aviation personnel
requirements, and the costs involved over the five year fiscal period. The Joint Report recommended
a fleet of 195 aircraft of which 99 were to be helicopters. The greatly increased number of helicopters reflected a major shift in the thinking within Coast Guard aviation.
Because of budgetary limitations, the Joint Report was revised in 1958 and twice in 1959. By January
of 1960 the funding obtained was only 42% of what was required. Because of the extent of the
required residual funding the Commandant convened a Special Board for the re-evaluation of Coast
Guard Aviation requirements. Included in his instructions was a direction to the Board to develop a
realistic financial plan. The Board consisted of nine senior officers assigned to duty at Coast Guard
Headquarters. Five of these Officers were aviation officers in current flight status while the remaining four members were non-aviators. The Joint report, reinforced by a Coast Guard Roles and Mission study conducted in 1961 had a far reaching positive impact on the Coast Guard which extended
beyond the aviation community.
There were those who felt that budgeting a fixed sum for aircraft procurement would deprive the
service’s ships and shore stations of much needed funds. The opposite occurred. The benefit of the
Requirements of Coast Guard Aviation Report went far beyond the procurement of much needed
aircraft. The Report was a catalyst for a change in thinking on how the Coast Guard approached its
missions. Prior to this time the Coast Guard was tactical and reactive in nature. There was no long
range planning of any substantial consequence. This was about to change. The requirements to
implement the Aviation Plan were projected out in five year segments and in some cases beyond.
Additionally the status of Coast Guard Aviation was in constant review and the Plan continuously
updated to accommodate future requirements. The concept became Coast Guard wide with the
completion of a committee report on the missions and conditions of the cutter fleet and stations. The
first of 79 Point Class 82 footers was launched in 1960 and the contract for the first of a planned 210 foot cutter with a helicopter deck was let in 1961. This type of planning would continue for surface requirements as additional cutters and patrol boats were designed and built. The concept continued to develop and grow, with intermittent setbacks, and is the basis for the current Deepwater planning.
In 1963 the first of the HH-52 helicopters, a joint project with Sikorsky Aircraft, came on board. The HH-52, with over 15,000 lives saved in its twenty-five years of service, has the honor of having
rescued more persons than any other helicopter in the world. It became the international icon for
rescue and proved the worth of the helicopter many times over. Aircraft continued to be added to
the inventory. Existing Air Stations were upgraded, new Air Stations were added, and consolidation
took place where warranted -- all in a systematic sequence of events to facilitate and accommodate
the expanding role of Coast Guard Aviation.
Other changes were taking place. The Coast Guard had established a Flight Safety billet at
Headquarters and began sending experienced aviators to the University of Southern California flight
safety course, the object being to furnish each aviation unit with a trained flight safety officer. In 1962 a Board was convened to develop an HU-16 Standardization Manual. This was the first Coast
Guard wide Standardization Manual. The Board made an additional recommendation that had a
profound effect on the genuine professionalism in the ensuing years. They recommended a training
command and thus the seed was planted. The C-130s marked the beginnings of standardized
training. The Coast Guard invested much time, effort and money into the development of an HH-52A
Pilots Handbook and an HH-52 on site standardized checkout program had been developed to bring
the new helicopter on board. The program proved successful and as a result Headquarters
established a Basic Operating Training Unit at Air Station Savannah. With new aircraft coming on the
line the requirements outgrew the facility and a greatly expanded training unit was moved to Mobile,
Alabama and the Aviation Training Center was established. The Training Center expanded to meet
Coast Guard needs. Advantage was taken of new concepts and technology and highly sophisticated
simulators were acquired and utilized. Simulator training for helicopter pilots became the norm and in 1973 the Coast Guard became the first service to authorize instrument ratings based strictly on
simulator flight.
The United States had become involved in the Vietnam conflict and as 1965 began the advisory
capacity had given way to full combat operations. The Navy requested assistance in off-shore
surveillance patrols to interdict vessels supplying Viet Cong forces. Seventeen 82 footers were sent
and conducted what was known as Operation Market Time. Coast Guard presence continued to grow
and in 1967 a pilot exchange program between the Air Force and Coast Guard was initiated. Coast
Guard aviators, primarily helicopter pilots, served with Combat Rescue Units in Vietnam.
The Coast Guard was transferred to the Department of Transportation in 1967 after having spent 52
years in the Treasury Department. This would bring challenges in the years ahead.
The Coast Guard was given full responsibility for ice breaking operations and all Navy Icebreakers
were transferred to the Coast Guard in 1967 with the stipulation that the helicopter pilots deployed
on the ships would be Coast Guard Aviators. This resulted in the creation of the Ice Breaker Support
Section being established at ATC Mobile to provide the necessary training and support.
In 1973, President Richard Nixon sent Reorganization Plan 2 to Congress to address the growing drug
menace. A single federal agency, the Drug Enforcement Agency (DEA), was created to consolidate
and coordinate the government’s drug control activities. It was designed to integrate the activities of the narcotics agents and U.S. Customs agents. It soon became apparent that drugs were coming into
the country by aircraft but the majority was smuggled by ship. Even though transferred to the
Department of Transportation the Coast Guard still retained the responsibility for maritime law
enforcement. In addition, the Coast Guard had ships to interdict the flow of drugs -- the other
agencies did not. As a result, the Coast Guard soon saw a growing involvement in drug interdiction
which soon resulted in increased deployment of helicopters on board the cutters. Over the years the
role of Coast Guard Aviation in drug interdiction would continue to grow.
The primary responsibility of Coast Guard Aviation during this period remained Search and Rescue
(SAR). With the advent of the HH-52A helicopter and additional air units the SAR statistics increased dramatically. During the ten year period 1965 -1975 the number of cases increased by 62% and the number of lives saved by 54%. Although the statistics are not broken down into aviation and surface categories the impact of the new helicopters and air units was evident. A complete narrative of SAR incidents is outside the parameters of this section, however, there are over 300 citations, Air Medal and above, awarded to Coast Guard Aviators that can be viewed in “The Roll of Valor” on this web site. Their exploits are truly amazing!
1957 -- The Joint Report on The Requirements of the Coast Guard: At the request of Congress the Joint Report on the Requirements of the Coast Guard was submitted to congress and implemented a year later. This document defined Coast Guard aviation’s primary role as search and rescue, specified the types of aircraft needed for that purpose, and indicated the number of each type that should be acquired during each of the next six years.
Report number 1743, which accompanied H.R. 9064 stated in part;
The Joint report of 1957 recommended a fleet of 195 aircraft be attained by the end of FY 1963 to consist of 6 models. The 195 aircraft were to consist of 10 SC-130B long range landplanes, 11 P5M long range seaplanes, 69 UF medium range amphibians, 79 HUS medium range helicopters, 20 HUL light helicopters, and 2 RM special service aircraft. In the period 1957 through 1960 the following aircraft were obtained:
9 R5Ds to replace overage P4Ys and PB1Gs pending replacement by C-130 aircraft. Due to budgetary limitations procurement had fallen considerably behind planned acquisition and in 1960 a re-evaluation was directed. The re-evaluation board was to re-evaluate the concepts and basic findings of the original 1957 requirement report to:
Number 2 and 3 coupled with the 1960 Roles and Mission study led to the implementation of the Aviation Master plan. Number 4, to a large degree, insured funds for procurement. There were some in the Coast Guard that felt that budgeting a fixed sum for aircraft procurement deprived the service’s ships and shore installations of funds needed for upgrade and replacement. This would prove to not be the case. There was a reduction in recommended fixed wing aircraft and a sizeable increase in the number of helicopters. Over half of the number of operational aircraft required were helicopters. The thinking in Coast Guard aviation had changed. Numerous additional helicopter Air Detachments were proposed. They were:
The movement of some of the major air stations and changes in operational requirements modified the Air Detachment requirements to some extent but the basic premise remained intact. 1958-- C-123B aircraft obtained (8 over a period of 3 years)
 The C-123 was initially designed as the YG-18 glider by the Chase Aircraft Corporation. It was all metal and the first of the series took to the air in 1947. It had an upswept rear fuselage modified with a hydraulically operated loading ramp. This shape remains the characteristic of most modern transports to this day. During the evaluation period Air Force interest shifted toward powered assault aircraft. Convinced that the YG-18A airframe was of sufficient strength to accommodate power plants Chase installed two Pratt& Whitney R2000 engines and the aircraft flew in powered form in 1948 and redesignated as YC-122. The power plants were changed to R-2800, design features added, and the aircraft entered the Air Force Inventory as the C-123. Henry Kaiser acquired control of Chase aircraft and the C-123 was produced at the Willow Run, Michigan manufacturing facility as the C-119 was being phased out. In June 1953 all USAF contracts with the Kaiser organization were canceled and a request for competitive bids for the C-123 was forwarded to several major aircraft manufacturers. In October of 1953 the Fairchild Aircraft Company was awarded the contract to begin a series production of 293 C-123B aircraft. Pre-Vietnam service saw the C-123B utilized as a troop carrier, medivac transport, and support missions from short, minimally-prepared landing strips. Operational enhancements continued and the aircraft was used extensively during the Vietnam conflict for a multitude of missions. The last modification designation was C-123-K. Two small pylon mounted J-85 engines were fitted under the wings augmenting the take off thrust by 2,850 pounds. The Coast Guard acquired the first of eight C-123B's from the USAF in June of 1958 for use as logistical transports in support of the expansion and installation of the LORAN C network and other isolated installations. These instillations were situated around the globe, many of whichwere situated in remote locations. The aircraft operated from Coast Guard Air Stations located at Miami, Florida; Puerto Rico; Barbers Point, Hawaii; Guam; Kodiak, Alaska; and Naples, Italy. They were distinguished from other C-123s by the Coast Guard color scheme and the large nose-mounted APN-158 radar. As a secondary mission they were also utilized for search and rescue. The last of the aircraft were retired from Coast Guard service in 1972.
 1958 -- Air Detachment Naples, Italy was established.
Airborne site surveys that resulted in the construction of additional Loran C stations in the northern arc of Europe on the Germany’s Fresian Islands, Jan Mayen Island in the Norwegian Artic, Sandur Island and Estartit, Spain were also conducted. These stations were in support of the Defense Department navigation requirements also. As the chains were completed the Air Detachment, now referred to as an Air Station, continued logistic service. The operational control of the Mediterranean, Norwegian and North Atlantic Chains were combined in 1966 into activities Europe and the Naples Air Station became an Activities Europe unit. In 1972 the Air Station was closed and the Loran Stations received support from other military units and civilian sources. The Coast Guard withdrew its personnel from the Loran Stations in the 1993-1995 time frame. 1959-- HUS-1G helicopters obtained.
 The H-34 started as a private Sikorsky Aircraft development, which the military ignored. However, it soon became a true workhorse in service with all branches of the U.S. armed forces, in addition to a host of foreign nations, and a variety of civil operators. The H-34 was also the final evolution of large piston-engine helicopters before the rise of turbine powered designs. Early Sikorsky designs placed the large reciprocating engine behind the cabin. This had the effect of restricting the center-of-gravity of the helicopter to a very narrow range. Igor Sikorsky and his design team discovered that if they moved the engine to the front of the cabin, closer to the axis of the main rotor, the center-of-gravity envelope became much larger. This configuration required the relocation of the cockpit to a position on top of the engine. Sikorsky engineers inclined the engine at a 45-degree angle so that the drive shaft would not run through the main cabin, though this created a partition between the cockpit and main cabin. However, the addition of clamshell doors to the nose of the aircraft made maintenance access to the engine far simpler than it had ever been before. A nine-cylinder air-cooled Wright R-1820-84 reciprocating engine powered the single-rotor H-34. The massive engine required an elaborate blower system to keep it cool. Shafts and gearboxes situated along the spine of the fuselage and a substantial tail pylon drove the tail rotor. The fuselage was all metal, principally magnesium alloy, for weight savings. The SH-34s (HUS-1) were used predominantly for anti-submarine warfare operations and were equipped with dipping sonar to locate the enemy and/or torpedoes to home in on and destroy a submarine. They were fitted with automatic stabilization equipment. The U. S. Coast Guard acquired six HUS-1Gs (H-34s) from Sikorsky in 1959 as a replacement for the HO4S-1G. The HUS-1G had a greater range, due in part to droppable fuel tanks, and a greater payload than the HO4S-1G. It was fully equipped for instrument flight, had upgraded electronics, a 600 pound capacity hoist and automatic stabilization equipment. Three of the HUS-1Gs purchased were lost in accidents and the remaining three were transferred to Air America. The Coast Guard elected not to continue the purchase of the HUS-1G and instead participated with Sikorsky in the development of the Model S-62 for SAR use. The S-62 became the storied HH-52A amphibious helicopter.
1959 -- The feasibility of destroying icebergs by means of thermal bombing was evaluated. The Coast Guard has conducted numerous experiments in attempts to determine means for accelerating the disintegration of icebergs. These have included gunfire, mines, torpedoes, depth charges, and bombing. However, the use of conventional explosives or combustibles proves difficult. In addition to the operational hazards of approaching and boarding an iceberg in a seaway; the theory of explosive demolition shows that a 1,000 lb charge of TNT would be needed to break up approximately 70,000 cubic ft of ice (1,960 tons) and a hundred such charges would be needed for the destruction of an average berg. Furthermore, to melt a medium size berg of 100,000 tons would require the complete theoretical heat of combustion of 2.4 million gallons of gasoline. Such methods are, of course, economically, as well as practically unsound. In 1959 and 1960, the Ice Patrol conducted a series of tests using the combustion of thermite. Early experiments by other scientists indicated that thermite, which explodes in ice with an extremely high temperature, would have a thermal "shock" or fracturing effect on icebergs. Ice Patrol experiments demonstrated that, under operational conditions, such was not the case. Natural deterioration remains the most practical process for the elimination of icebergs. Other than through these natural processes, the icebergs prove nearly indestructible. In summary, the following factors affect the longevity of an iceberg and/or the extent of its drift:
 1959 – LORAN C chains established.
Scientists at the Massachusetts Institute of Technology and the Bell Laboratories, with the support of the War and Navy Departments made theory a reliable reality. The Coast Guards involvement began in 1942 when Admiral Waesche, Commandant of the Coast Guard, was asked to recommend an officer to direct the program. Lieutenant Commander Lawrence M. Harding was given the task and brought rapid progress to the project. By mid 1943 the system was operational in the North Atlantic. The success in the North Atlantic led to rapid expansion elsewhere. The Coast Guard had been involved with the development from the start so when the time came to provide trained personnel the Coast Guard found itself in the Loran business. This would continue to be a Coast Guard Responsibility after the war. The Pacific war showed the need for a Loran-like system that could be operated over much greater distances than Loran A could provide.( 600-700 nm daylight operation). The potential solution was to use lower frequencies so an experimental set of stations were set up. The main result of these tests was to show that pulse envelope matching, as used in Loran A, was too inaccurate with the long pulses at the low frequencies required and that a phase comparison system would be required. With the end of the war these experiments were not followed up on. By the early 1950s, the Department of Defense required a highly accurate long range radionavigation capability. The Sperry Company had proposed a navigation system which would use phase comparison and operated on two frequencies. This was later reduced to one frequency and the Air Force tried to adapt it for tactical needs but had given up on it. The system was known as Cytac. Capt Peter V. Colmar USCG saw the value in the system as a long range precision navigation system. He convinced the Navy to fund a test using the CG Cutter Androscoggin which showed it would work. A test chain was set up on the East Coast and the Navy Survey Ships USNS Bowditch and USNS Dutton conducted a controlled survey test out as far as Bermuda. This convinced Admiral Hyman G. Rickover, father of the nuclear submarine, to go operational with it. He fought for money, got it, and Capt Loren “Zeke” Brunner USCG drove the effort and the system would become known as Loran C. The Coast Guard was up and operational in a year and a half during which time Sperry designed and built the equipment. Lcdr. Al Manning, who had been assigned to oversee equipment design, inspection and delivery flew out with the final pieces of equipment on December 28,1958. The Mediterranean Loran C Chain was up and operational nine months later. The Norwegian Sea Chain was commenced in late March of 1960. Loran C operates in the 90khz – 110khz band. Under Coast Guard operation provided a repeatable accuracy of 18 – 90 meters with a 99.7% availability factor. The LORAN C chains continued to be built to provide navigational coverage in those parts of the world where a third world war was likely to occur. Coast Guard Aviation was providing logistic support to the LORAN A Stations. This was continued and expanded to also provide air logistics to LORAN C stations. Eight C-123 cargo aircraft were obtained from the Department of Defense by the Coast Guard to provide for the increase in operations. LORAN came into widespread civilian us as the initially expensive receivers came into commercial production and the cost went down. LORAN C offered much greater accuracy than LORAN A and the A system would come to be phased out. Due in large part to the continued widespread civilian use, LORAN C survived the initial Doppler navigation satellites and on into the current era of the Global Positioning System usually called GPS. What is the status of LORAN C today? -- The main concern today is that it has become known that GPS signals are not difficult to jam. LORAN C signals on the other hand goes through everything. Therefore LORAN C will not be phased out for the foreseeable future. Interest is now being shown in an integrated GPS + LORAN C receiver thus providing back up and additional navigation capabilities. Cost is another concern as navigation capabilities and facilities continue to be increasingly provided by the civilian world. For the cost of one launch of a satellite you can build a couple of LORAN C stations and run them for as long as a satellite would last. You would need 20-30 satellites to establish a complete navigation system. --- LORAN C will be with us for awhile. 1959-- First of a number of C-130 aircraft obtained.
 As the C-130 proved successful with the Air Force, other branches of the services began taking a look at the new transport. The United States Coast Guard's mission of long-range search and rescue and coastal patrols dictated the need for a new airplane and the C-130 HERCULES filled the need. In 1958 the Coast Guard ordered four airplanes, the first of a dozen the service would receive by 1963. Since Lockheed had improved the original C-130 design, the first airplanes delivered to the Coast Guard were C-130B's. The HERCULES proved ideal for the Coast Guard mission. The airplane's long range allowed long loiter times while on patrol, a feature that was enhanced by the practice of shutting down the outboard engines to conserve fuel. This capability had been demonstrated in the early days of the C-130 program when a Lockheed crew flew an A-model all the way across the United States at low level with two engines feathered. In 1966 the USCG received another version of the HERCULES, a specially configured EC-130E equipped with calibration equipment for the service's far-flung LORAN stations. In the late sixties and early seventies, the Coast Guard began equipping with the HC-130H, soon after the same version went into service with the USAF.
 The first HC-130H flew on 8 December 1964. This updated version was obtained to primarily perform search and rescue missions. These aircraft also performed tasks related to the U.S. space program. They carried additional equipment and two 1,800-gallon fuel bladders in the cargo compartment. They also had a very unusual, and distinctive feature on top of the fuselage, forward of the wing. This large "blister" contained the Cook Electric re-entry tracking system which was used in conjunction with the Gemini spacecraft. HC-130s can exceed 2,600 nautical miles (4,815km) in low-altitude flight with a mission endurance of up to 14 hours. Inertial Navigation Systems (INS), Omega, Loran-C, Global Positioning System (GPS), and radar and guidance aids that enhance the HC-130's effectiveness during long-range maritime patrols. These aircraft are also equipped with a ten-tube flare launch system. U.S. Coast Guard HC-130s are not capable of refueling other aircraft in flight. The Lockheed Martin EC-130V AEW&C aircraft was first developed by General Dynamics in 1992 for the United States Coast Guard as a proof-of-concept aircraft. The EC-130V combined a C-130H airframe with the APS-125 Radar and Mission System of the U.S. Navy's E-2C Hawkeye. This aircraft was primarily used for counter-narcotics missions requiring greater endurance than the E-2C could provide, but had also been evaluated for Search and Rescue, Fisheries Patrols, EEZ enforcement and as a support aircraft for NASA Space Shuttle launches. Externally, the EC-130V differs from a standard Coast Guard C-130 with the fitting of a large rotor-dome housing the APS-125 radar. Internally, the mission system is palletized and rolled into the cargo compartment.
 Due to budget cuts, the Coast Guard EC-130V program was terminated and the aircraft was transferred to the USAF as the NC-130H for further development, including upgrading to the latest APS-145 radar. C-130J aircraft were obtained in 2004 for a logistic support role. They had an enhanced cargo handling system that allowed for rapid conversion from in-floor load tie-downs to rollers for palletized cargo. In 2008 they were upgraded with interoperable mission packages equipping them to function as very effective search and rescue aircraft. 1961 – A Coast Guard Roles and Mission Study was initiated: John F. Kennedy had just become President of the United States and had appointed C. Douglas Dillon as Treasury Secretary and a fellow torpedo boat officer, James A. Reed as Assistant Secretary with Coast Guard responsibilities. Both the President and Mr. Reed were interested in ships and the sea. The nation had recovered from the economic recession of the late 1950s. Politically, the time was right to address the obsolescence of Coast Guard equipment and facilities. Secretary Dillon became cognizant of growing Coast Guard responsibilities and the joint concern of the Treasury Department and Bureau of the Budget officials over the growing Coast Guard plant obsolescence and the extensive funds required to modernize equipment and improve its capability to discharge its missions properly. Because of the magnitude of appropriations required it was considered necessary to have a clearer definition of Coast Guard missions, the extent to which they should be carried out, and a delineation of policy and organizational guidelines which up to this time had not been formulated at the departmental level. To accomplish this an interdepartmental study group was formulated, consisting of the Bureau of the Budget, Treasury, Department of Defense, and Coast Guard members. In essence, the study report firmly supported the then current missions of the Coast Guard with particular emphasis on search and rescue, law enforcement, maritime aides to navigation, merchant marine inspection, and port security. Ten major functions were identified with 80 recommendations. The report acknowledged the need for a more definitive Treasury policy, pointed up certain weaknesses in Coast Guard policy, and emphasized the need for a more modern and capable service. It further recommended that in light of the growing complexity of Coast Guard operations that a single long-range plan be developed. Secretary Dillon ordered that 76 of the proposed recommendations be implemented. He concluded that "many of the Coast Guard’s multiple functions were transferred to it during national emergencies under the hard logic of expediency; there was nobody else who could do the job right then. With imagination and flexibility, the Coast Guard fitted each new task into its pattern of operation." It is the interdependence and cross-utilization of existing resources that allows the Coast Guard to accomplish the multi-mission responsibilities when no one else can. This is why it is imperative to invest properly in the infrastructure. Because of this report, a better understanding of Coast Guard problems and requirements took place within the Coast Guard and the Treasury Department. Additionally it produced stronger support for its budget requirements with the Treasury Department, Bureau of the Budget, and Congress. The Re-Evaluation of the Requirements of Coast Guard Aviation listed Search and Rescue as the primary mission of Coast Guard Aviation but noted that capability should exist to perform other duties as required. A good number of the requirements listed in the evaluation were affirmed in the Roles and Missions Study as was the concept of long-range implementation planning. Thus these two studies were the initial basis and justification of the expanded role of Coast Guard aviation over the decades to come. 1962 – Coast Guard Aviation Development Master Plan initiated: The Aviation planning process utilized the 1960 Re-Evaluation of the Requirements of Coast Guard Aviation and the Roles and Mission Study of 1961 as the initial basis of the expanded role of Coast Guard aviation over the decades to come. Coast Guard Aviation had evolved into a premier tactical search and rescue organization but like the rest of the Coast Guard was reactive in behavior. This was the first proactive step toward the strategic concepts that would follow Coast Guard wide. Basically the aviation plan determined the requirements to perform the projected operational missions of Coast Guard aviation and the proposed funding to provide almost concurrently for (1) the continued acquisition of aircraft needed to replace over-age aircraft; (2) the acquisition of additional aircraft to enable the Coast Guard to accomplish the mission into the future: (3) the necessary modification of existing facilities; and (4) the establishment of those facilities required to accommodate the aviation program; (5) the personnel to man them. The initial elements of cost were contained within the “Acquisition, Construction, and Improvement” appropriation but emphasis was placed on the continuance of the program into future budget years to assure a truly modern fleet supported by adequate facilities and personnel. Aircraft acquired as a result of the initial 1957 “Joint Report on the Requirements of Coast Guard’ had begun coming on board and as of 6-30-60 the number of aircraft on hand was as listed in the following table. The far right column gives the number of aircraft projected at the end 1996 by the “1960 Re-Evaluation of the Requirements of Coast Guard Aviation” study.
The Coast Guard was not satisfied with the performance of the HUS and was looking for a replacement helicopter. The HUS was the last of the pistons and as such the choice was turbine power. The Huey was in serious development problems at the time as was the Kamman H-2. Sikorsky had developed the twin engined H-3 (S61) which was a very good machine but the Coast Guard considered it too expensive to be purchased in the quantities needed. Sikorsky had produced a scaled down version of the H-3 for the commercial market but it was not selling. The Coast Guard was not limited to milspec so an arrangement was made whereby the Coast Guard would conduct an evaluation series at Sikorsky’s expense. The aircraft proved to be exactly what the Coast Guard needed. The helicopter remained in service until 1989 and is credited with rescuing more people than any other helicopter. The Coast Guard would again utilize this method of procurement when it selected it’s jet powered, medium range fixed-wing search aircraft. The location of additional air detachments, a project assigned to LCDR Dick Penn and LCDR Frank Shelly, was predicated upon the location of existing Air Stations. marine traffic, population centers, the anticipated SAR workload resulting from the explosion in pleasure boating by the public, and the range and performance capabilities of the HH-52 helicopter. A job well done – as of 2006 only one of the initially recommended air detachments has been closed upon reevaluation. Itemized construction cost estimates were made for (1) Those detachments requiring construction at Civilian Air Fields (2) Those detachments utilizing leased space at civilian fields (3) Those detachments requiring construction at existing Coast Guard units (4) Those detachments utilizing leased space at existing military aviation facilities. The required funding for a five year period was spread out into roughly equal annual expenses for budget purposes. The plan was reviewed and updated yearly. This would be a continuing process. Criteria for unit location was amended. SAR statistics were utilized but were found to be the heaviest where the SAR facilities were located and the distance from the SAR facility. For future planning, the SAR statistics were correlated with population data, commerce, marine activity, and the income generated by boating activity. This combination, along with the realization that it was much less expensive to be a tenant on an existing facility, was used for site selection. An Air Detachment was established in Los Angeles in 1962 followed by Savannah and Houston in 1963. and Astoria in 1964. A recommendation made in the Re-Evaluation was that at the end of four years a careful evaluation of the effectiveness of new Air Detachments, new aircraft types, and aircraft deployment be made. Miami was moved from Dinner Key to Opa Locka in 1965 because of the limited operational facilities at Dinner Key. At a later date St. Petersburg was moved to Clearwater for the same reasons. This, in conjunction with the commissioning of an Air Detachment at Savannah, eliminated the need for Air Detachments at Cape Canaveral and Ft. Myers. Guam was decommissioned in 1965 followed by Argentia and Bermuda in 1966. Sangley Point was closed in 1977. With desired aircraft coming on board, Air Detachment locations were again evaluated using the information obtained from previous installations. Air Detachments were referred to as Air Stations now and Detroit was established in 1966. BOTU had been established at Savannah and was moved to the new Air Station at Mobile as was the fixed wing operation at Biloxi. Chicago opened in 1969. Salem Air Station and the Quonset Air detachment moved to Cape Cod in 1970. San Juan moved to Borinquen in 1971 and North Bend was opened up in 1974. This process continues today, Changing missions and responsibilities as well as the service life of various aircraft require constant evaluation, planning and responses. The process has been refined and with the advent of Deepwater is more sophisticated. That being said, it is well to remember that these early efforts and the people that made them had a significant impact on Coast Guard aviation and the Coast Guard as a whole. 1962 – UF-2G (HU-16) certified for nine world class records for amphibian aircraft --- Federal Aeronautique International –--
An excerpt taken from Kicking Tires and Lighting Fires by C.W. Swickley and augmented by photographs from the personal collection of CAPT W. C. Dahlgren. USCG
Dahlgren, duly placed in charge of the project, worked closely with Grumman to develop a plan. Since administrative expenses for each attempt ran in the neighborhood of $1,000, and since Grumman was picking up the tab, Dahlgren decided to challenge only nine of the most significant records. The Coast Guard, Navy, and Air Force would share in the glory, each setting three records. Accordingly, CGAS Brooklyn was tasked to provide the Albatross and maintenance support for the Coast Guard and Navy attempts while the Air Force indicated it would provide a plane of its own. The Air Station chose a recently overhauled Albatross, UF-2G 7255, but before making any attempts at records, the engineering department took several measures to better prepare the plane. The 7255's engines were replaced with the lowest oil-burners and an auxiliary oil tank was installed in the cabin. A series of pumps, valves, and connecting lines made it possible to send replenishment oil out into the nacelle tanks. Then to add lightness, mechanics stripped insulation and other nonessentials from the plane. Since the standard fuel gauges lacked the desired accuracy, mechanics installed "boiler tube" glass sight gauges similar to those used in the old Grumman JRF Goose. This made it possible to readily see the last 600 pounds of fuel. A final measure was to install a Doppler navigation system and 7255 was ready to go.
   Records for amphibian aircraft established by Coast Guard UF-2G (HU-16E) 7255.
1962 – Cuban Missile crisis- In October 1962, the United States and the Soviet Union came to the brink of nuclear war over the placement of Soviet missiles in Cuba. The United States armed forces were at their highest state of readiness ever and although not known at the time, Soviet field commanders in Cuba were prepared to use battlefield nuclear weapons to defend the island if it was invaded. For 13 tense days, a fragile peace hung by only a thread as the US instituted a naval blockade of Cuba to turn back Soviet ships. The crisis was ended when the Soviet Union agreed in a secret negotiation to remove its nuclear weapons from Cuba in exchange for a US agreement to remove its nuclear weapons from Turkey six months later.
During the next very tense days, all options, including the invasion of Cuba were evaluated. The final decision was to impose a U.S. Naval “quarantine” of Cuba. (The word “blockade” was not used because it would be considered an act of war). President Kennedy said the missiles sites must be removed and he was prepared to use force if necessary.
On Oct. 26, Khrushchev pledge to remove the missiles if the U.S. guaranteed it would not invade Cuba. Kennedy accepted and the immediate crisis ended. Verification was needed however so the President ordered the quarantine line be maintained and low level surveillance flights be continued while details were made for removal of offensive weapons from Cuba. The Coast Guard continued to make patrols.
1962 – First Coast Guard wide aircraft operating Standardization Manual was published. The manual was for the HU-16 Albatross. The post World War II fiscal retrenchment and the frugality of the Coast Guard resulted in an assortment of previously used aircraft obtained from other services. The operating procedures varied with the aircraft and the Air Station and few of them were in agreement. The accident rate was much lower than might be expected because by today’s standards the aircraft were relatively uncomplicated. The Coast Guard Aviation Plan began the introduction of new aircraft into the service in the early 1960s and for the first time gave direction and continuity to Coast Guard aviation. During this period, serious doubts were being raised as to the inevitability of aircraft accidents and positive steps toward aircraft accident prevention was initiated. Safety centers were established and a formal course of education for the training of aviation safety officers was developed at the University of Southern California. The Coast Guard established a flight safety billet at headquarters and commenced sending experienced aviators to the USC course. The object was to provide each Air Station with a trained flight safety officer. Commander Marion “Gus” Shrode, USCG, was the Chief, Aviation Safety Branch from 1961-1964. Under his direction, flight safety began to take on meaningful form and commenced its long advance to the present day. One of the first concerns of the headquarters safety billet was to reduce the pilot factor accidents in the HU-16. There were procedures being utilized both in and not in the Flight Handbook that were not desirable but that publication was under Navy control and with all the high performance combat aircraft being used by the Navy the HU-16 was not high on the priority list for revisions. It was decided to evaluate all of the individual unit standard operating procedures and write a Coast Guard standardization manual for the HU-16. There was a wlde variance in the procedures used at air stations resulting in a formation of a six man board composed of experienced officers representative of all areas of Coast Guard aviation. This board brought forth the HU-16 Standardization Manual and a kneepad checklist as well. The board made an additional recommendation that had a profound effect on standardization, flight safety, and the fostering of general professionalism in the ensuing years. They recommended that a training command be established – thus was planted the seed for the current Aviation Training Center. The HU-16 Standardization Manual was well received and similar procedures were instituted for other Coast Guard aircraft. When the HH-52 was procured, a standard instruction team was established to transition all units. Standardization procedures were entered into the Flight manual for the HH-52 as written by the Coast Guard. Manuals for the C-130 and the HH-3E were similarly adapted in this fashion. The Aviation Training Center in Mobile Alabama now provides complete training for all operational Coast Guard Aircraft with the exception of the C-130. C-130 training is provided by another Military training facility. The concept spread from the Aviation Training Center leading to the establishment of the Aviation Technical Training Center for the technical training of aircrew and maintenance personnel. The scope and quality of training afforded at both of these establishments has far exceeded their original concepts, and Coast Guard airmen in all categories can now lay claim to the highest rank of competence and professionalism. 1962 – Coast Guard Air Station Los Angeles established.
The Ports of Los Angeles and Long Beach comprise the largest cargo seaport in the United States and the third largest in the world moving over 7 million containers every year. In Addition to container traffic, the seaport is also the largest Cruise Ship port on the west coast. Additional Homeland Security responsibilities include the over water approach and departure corridors for Los Angeles International Airport, which handle more international flights than any other airport in the country. The Air Station responsibilities also include, Law enforcement, Aids to Navigation, Environmental Response, and Military Operations. In addition, Air station helicopters deploy to Coast Guard Cutters. Of the many missions that Air Station Los Angeles participates in, Public Affairs offers the most unique opportunities. The air station’s proximity to several Hollywood production studios allows for many varying public affairs missions increasing public awareness of the roles the United States Coast Guard fulfills in protecting our shores and citizens.
 1963 – The first of 99 HH-52A helicopters entered Coast Guard service.
The S-62 however, had features that were desired by the Coast Guard. It floated on an amphibious hull, it had turbine power, had a large main cabin and it was built utilizing proven components. The automatic stabilization system used on the S-62 was a scaled version of the larger S-61 (SH-3). The rotor system came from the S-55 (HO4S), as did most of the drive system which had already proven to be reliable. The assembly was design limited to 730 shaft horsepower. Small jet engines suitable for helicopters were rare and not available in this size. Sikorsky solved the problem by using a 1230 SHP General Electric T-58-GE-8B engine and derating it. With the extra 500 HP worth of air capacity on the front end density altitude was not an operational problem. The Coast Guard needed a helicopter and Sikorsky needed to sell the S-62. Unlike Department of Defense agencies, the Coast Guard could buy a non milspec aircraft. Sikorsky approached the Coast Guard and offered the S-62. Previous problems with the HUS created hesitancy on the part of the Coast Guard resulting in Sikorsky Aircraft agreeing to test the S-62 for Coast Guard use at the manufacturer's expense. The Navy test facilities at Patuxent River Maryland were utilized and LCDR Frank Shelly USCG, a graduate of the Navy Test Pilot School, was assigned to the project as test pilot and program coordinator. Shelly worked closely with Sikorsky Aircraft in the initial and test phases of the HH-52. He designed and set up the test program. It consisted of Coast Guard operational requirements, the verification of Sikorsky's performance claims, and anticipated maintenance requirements. During the many hours of flight testing the "by the numbers" autorotation and the "beep to hover" procedures were developed. The "beep to hover" meant the completion of countless night over water missions and the safety of many HH-52 crews. The helicopter performed well and the Coast Guard signed on. Originally designated the HU2S-1G it became the HH-52A. It had a rotor diameter of 53 feet, a range of 474 miles and a top speed of 109 mph. It was an extremely flexible rescue aircraft that could fully perform missions with a minimum crew. It was well suited for night and all-weather flight. The HH-52 had a hydraulic hoist and carried a rescue basket. The cabin could accommodate up to ten passengers or six litters. It was fully amphibious and was equipped with a removable foldout rescue platform that looked like a large extended step. It was a rectangular grid that sloped slightly downward beneath the waters surface when the helicopter was afloat. Incapacitated survivors could be scooped or dragged onto it greatly facilitating their rescue. On January 9, 1963 the U.S. Coast Guard received the first of 99 Sikorsky S-62's which were given the designation HH-52A and the name "Seaguard", a name which never caught on amongst those who flew it. The HH-52 was the Coast Guard's first amphibious, turbine-powered helicopter.
The HH-52, with over 15,000 lives saved in its twenty-five years of service, has the honor of having rescued more persons than any other helicopter in the world. This little helicopter, a unique assemblage of proven parts, comfortably behind the cutting edge, performed astounding feats in thousands upon thousands occasions. It became the international icon for rescue and proved the worth of the helicopter many times over. It had an enormous impact on Coast Guard aviation.
1963 – The VC-4A executive transport was purchased.
The system proved very successful and was used by NASA for its fleet of G-159 aircraft. Part support was provided by Grumman Aircraft Corporation. The Coast Guard ordered a second VC-4A but cancelled the order before delivery. In September 1983 the VC-4A was transferred to Air Station Elizabeth City and then to Miami where it was used as a logistics and Long Range Command and Control aircraft for the Seventh Coast Guard District. On 19 September 2001 the Coast Guard procured a “previously owned” VC-4, Gulfstream I aircraft, from NASA, for replacement of the originally procured Gulfstream I.
1963 -- Air Station Savannah established.
Siler Hall and the new operations center were completed in 1996, providing the Air Station and local commands, with a state of the art training venue. This, combined with various leading initiatives such as the infrared imaging system, will ensure that Air Station Savannah remains at the forefront of Coast Guard Aviation. 1963 – Coast Guard Air Station Houston is established.
1964 – Coast Guard Air Station Astoria Oregon Established
1964 – The first of the 210 foot Coast Guard Cutters were launched.
The outward appearance of these new cutters reflected the evolving nature of Coast Guard operations during the latter part of the 20th Century. They had sleek lines with the most prominent feature being their flight decks. They were originally fitted with transom exhaust ports that provided more room for a larger flight deck and kept the flight deck clear of exhaust smoke. In practice, however, the exhaust system proved problematic. Their high pilot house gave the bridge crew unrestricted all-around visibility, making ship-handling easier. A number of other concerns figured into the design phase including maximum serviceability, improved habitability, long service life, and safety. Two shafts capped by controllable pitch propellers drive these cutters to a top speed of 18 knots. The Cutters have a propulsion plant consisting of two Cooper-Bessemer Corporation FVBM-12 turbocharged diesel engines. The propulsion system can be remotely controlled from the pilothouse, either bridge wing, or the engine room control booth.
 The construction of the 210 foot cutters to provide for helicopter operations was not without strong opposition on the part of some. With many it was an aversion to change but there were legitimate unknowns and problems to overcome. While the model of the vessel was given a thorough evaluation at the Taylor Model Test Basin in Washington D.C., only the characteristics as far as sea handling could be obtained. ENE was emphatic that they had no idea how the vessel would handle or reset with an 8500 pound helicopter on the flight deck. In addition, Sikorsky stated that under static conditions the HH52A helicopter, at normal gross weight conditions, would probably roll over after being tilted past 15 degrees. There were three vessels under construction at Houston's Todd Shipyard; The Reliance being first with the Diligence and the Vigilant not far behind. The helicopter-shipboard operations evaluation was conducted on the Reliance. Headquarters Office of Aviation (OAU), strongly in favor of the helicopter-ship concept, realized that should this vessel not be capable of operating safely with the HH-52A helicopter that the remaining WMEC cutters would be built without the flight deck. With this in mind the Commandant, at the behest of the Chief OAU, directed that a well qualified aviator experienced in open sea shipboard helicopter operations be assigned to assist the Commanding Officer of the CGC Reliance in developing a capability for helicopter operations. LCDR John C. Redfield was selected for the assignment. On May 15, 1964 LCDR Redfield met with CDR Frank Fisher, the prospective Commanding Officer of the Reliance, to discus the up-coming tests and evaluation. In addition, Redfield obtained permission from Petroleum Helicopters to use their support facilities at the Galveston, Texas support facility. He further obtained the services of Lt. William Russell to assist in the program. Russell, with the assistance of the Houston Air Station trained the Reliance crew in proper procedures and fire-fighting techniques. The sea trials were delayed until 7 July because of vessel machinery and yard problems. The vessel had a further commitment to be in the Coast Guard Yard, Baltimore, Maryland in early October. This resulted in the sea trials and helicopter operations being conducted simultaneously. LT. Russell was able to provide the crew with some preliminary training while the vessel was still in the shipyard. This was extremely important since the crew, almost to a man, from the officers on down, were new to ship-helicopter operations. Preliminary evaluation of the helicopter on a metal deck aboard a Navy LST and previous experience aboard the Coast Guard ice-breakers indicated the surface of the Reliance would have to be painted with abrasive paint and in addition some form of "chock" would have to be provided to assist in stabilizing the helicopter until the tie down equipment could be attached. The static stability of the helicopter on the helicopter deck required high tie down points affixed to the aircraft above the wheel shock-absorber housing. Extensions were fabricated to enable a person on the helicopter platform to "tie-down" and secure the helicopter. A wooden grid similar to those used by Petroleum helicopters was designed to fit the Reliance's flight deck and constructed by Coast Guard Base Galveston. With the permission of CDR Fisher, on 6 July the HH-52A 1356 landed on board the Reliance while still tied at the dock. The aircraft was left on the deck in proper position in order to mark and paint the deck. On the morning of 7 July the Reliance was underway and aircraft operations commenced when five miles off Galveston Beach. They continued intermittently for three days while the vessel underwent sea trials. Numerous landings were made by LCDR Redfield, LT Russell and Sikorsky pilot Mr. Bob Keim. On 10 July the Reliance moved off the Louisiana coast to conduct landings with a selected group of pilots from CGAS New Orleans to get their reaction to the rough draft of an operations bill for helicopter recovery. A total of 170 landings, 20 at night had been made. It was apparent that the Reliance was a fine new concept for Cg operations but it had yet to be tested in rough weather operations. Early in October, after the Reliance had completed work at the Coast Guard Yard arrangements were made for rough weather tests when the ship arrived at Corpus Christi. CDR Frank Shelly, who had done the development and acceptance, flights for the HH-52 joined the group. On 19 November, with a good sea running and a brisk wind, the Reliance moved off shore. Five aviators flew the helicopter over a two day period on different wind and sea combinations. All landings were successful and LCDR Redfield stated that it was apparent that the Reliance had the desired characteristics for helicopter operations and was capable of working under sea conditions that were before impossible with the wind class Icebreakers. As a direct result of these test and evaluations the remaining WMEC 210's and follow on cutters were designed for ship/helicopter operations. The larger cutters were equipped with hangars. The full utilization of the ship/helicopter was slow to develop. The 210s had a crew of 70 and helicopter operations were labor intensive and the operations, at that time, did not enjoy the full support of most of the CO's. The Air Stations were also reluctant to advocate full usage as a deployment of a helicopter would leave the duty sections short handed. No additional personnel were assigned to compensate for this. Training was conducted but operational commitments were controlled by the District Commander and utilization was in direct proportion to his view point. The HQ floating Units Section and the HQ Office of Aviation Units did not aggressively pursue the concept because they never envisioned at the time all of the uses for the ship/helicopter team. Drug enforcement was not a major factor in 1964 and there were not yet boat loads of people coming from Cuba. The Commander First Coast Guard District was the first to direct all ships capable of carrying a helicopter to do so when conducting fishery patrol and enforcement. The Coast Guards role in the Drug War started in 1976 and the Mariel Boat Lift in 1980. The helicopter/ship combination became indispensable to effectively carry out the mission. Today the concept is fully implanted in Coast Guard operations. Each cutter underwent a "Major Maintenance Availability” process, or MMA, between 1986 and 1996 at a cost of between 19 and 21 million dollars per cutter. Every cutter received the following modifications and upgrades: improved habitability, improved stability by rearranging tank locations, replacement of all asbestos paneling, increased the berthing space, upgraded the flight deck and helicopter equipment, increased the amount of helicopter fuel carried, improved the evaporator, increased and upgraded the communications and electronics capacities, installed vertical exhaust stacks and associated ballast, and installed a smoke detection system and new fire-fighting equipment.
 In the course of Coast Guard history there are numerous things that have been done well that directly affect and improve upon Coast Guard operations. Some of these accomplishments acquire a much greater significance than imagined at the time they were accomplished. Such was the case with LCDR John Redfield. In addition to being a people person who was extremely competent he had the capability to innovate and solve unforeseen problems effectively. The successful evaluation and implementation of the ship/helicopter concept was due largely to his efforts. Without his success the remaining cutters in the immediate building program and those that followed would have been built without helicopter capabilities. Without this capability the Coast Guard would have been significantly handicapped with restricted operational capabilities in the years to come. 1965 – Air Station Miami Moves from Dinner Key to Opa-Locka Airport:
By 1976 both the HU-16E and the HH-52A were requiring increased maintenance due to their age. The HU-16E faced a mandatory requirement at the 11,000 hour mark. The HH-52A required greater effort in corrosion control due to the significant increase in shipboard deployment time. In July of 1977, the air stations seven, twenty six year old, HU-16s were replaced. In their lifetime they had logged over 10,000 hours, flown 13,800 Search and Rescue missions and given aid to 108,000 people. The interim replacement aircraft was the HC-131, a twin engined medium range transport. These were in turn replaced by the HU-25A medium range, twin engined jet, search aircraft. It would be 1984 before the HH-65 started to come on the line.
1966 – Air Station Detroit Michigan established
Air Station Detroit maintains a 24-hour Search and Rescue (SAR) and Law Enforcement (LE) aircraft on alert for an area extending along 1,100 miles of shoreline from Saginaw Bay Michigan to the St. Lawrence Seaway. The HH-65 Dolphins are the world's most sophisticated SAR helicopters, fully IFR capable. Detroit conducts over 230 SAR missions annually that save an average of more than thirty lives and provide assistance to over two hundred others. In addition to SAR and LE missions, Air Station Detroit conducts flights in support of domestic icebreaking operations, Marine Environmental Protection or MEP, and mission support for over two hundred local, state, and federal agencies. The most visible of these missions include response to flooding on the Mississippi and Ohio Rivers; Operation Coal Shovel, the joint United States/Canadian ice breaking effort; and sustained support of pollution response and prevention efforts in two Coast Guard Districts. The unit's multi-mission capability plays a crucial role in public safety, navigability of waterways, pollution prevention, and compliance with Federal laws, and exemplifies the Coast Guard's motto: "Semper Paratus" (Always Ready). Flying approximately 3200 hours annually, the station aircrews have enabled the unit to amass an unprecedented record of over 60,000 accident- free flight hours. 1966 – The Coast Guard Aviation Training Center Established at Mobile, Al.
The Commandant approached the Chief of Staff of the Air Force with a request that the facility be transferred to the Coast Guard. The Air Force was receptive to this and on 17 December 1966, Air Station Mobile was officially commissioned with the transfer of HU-16E aircraft from Air Station Biloxi and the establishment of the fixed-wing and rotary-wing pilot training units. The Air Station had a Training Division and a SAR Division. The SAR Division provided fixed-wing support and was under the operational control of the Eight Coast Guard District for all non-training missions. The HU-16E aircraft were placed in a pool which supported both the SAR and Training Divisions. The primary mission of the Training Division was to transition newly designated aviators to the HU-16E and HH-52A respectively and then send them to their units as designated co-pilots. Additionally fixed wing aviators were transitioned to helicopters (HH-52A) and helicopter pilots were taught to fly fixed wing aircraft. (HU-16E). Instructors were sent to operational units at varying times to conduct standardization flights for unit aviators. During the summer months the HU-16E training section conducted the Cadet Aviation Training Program for USCG Academy Cadets. In 1967 the HH-3F began entering the Coast Guard inventory and a HH-3F training section was established at Mobile. A year later an Icebreaker Support Section was established. Expanded messing facilities and a Barracks/BOQ complex was constructed. In July 1969 Air Station Mobile was renamed the United States Coast Guard Aviation Training Center and was designated a headquarters unit. This placed the training center under the direct control of the Commandant, a move necessary to facilitate and coordinate the movement of several hundred pilots in and out of Mobile each year.
A study of Coast Guard aviator training requirements was also commenced in 1969. The study included a detailed analysis of costs and procedures. It was determined that a revised training program taking advantage of new concepts and technology could increase training effectiveness while simultaneously reducing costs. This was the starting point. It lead to the first full motion simulators in the country and revolutionalized Coast Guard flight training. The Coast Guard became the first military service to authorize instrument ratings strictly on simulator time.
At present the unit is named the Aviation Training Center, which better reflects its present functions. The unit provides qualified aircrews and standardization for HU-25, HH-65, and HH-60 operations and additionally provides standardization training and certification for Coast Guard ship/helicopter operations. The unit maintains an operational commitment to provide aviation support for Coast Guard Eighth District search and rescue, law enforcement, marine safety, homeland security, and logistics missions. This is accomplished with an around-the-clock ready HU-25 and other available aviation assets. With well over 400 active duty military, civilian and contract personnel, and a payroll of over 17 million dollars, the Aviation Training Center is one of the larger air units in the Coast Guard and is one of the largest non-industrial employers in the Mobile area. 1967 – Coast Guard – Air Force pilot exchange program initiated. The Coast Guard aviators served with the Air Force Combat Air Rescue and Recovery Squadrons in Vietnam. The Joint Chiefs of Staff ordered that search and rescue forces sent into Southeast Asia in May of 1964. The primary responsibility was given to the U.S. Air Force. When the first units of the Air Rescue Service arrived with the short range HH43B helicopters they were not prepared for the unique challenges of combat aircrew recovery in the jungles and mountains of Vietnam and Laos. This deficiency was directly attributable to the draw-down of forces which took place in the late 1950’s. The concept, during this period was one of massive nuclear retaliation. Consequently the Air Force committed itself to a peacetime Search and Rescue capability. Helicopters were assigned to individual Air Force bases founded on a study that determined that almost all accidents occurred within a 75-mile radius of the base of operations. Each base had a local base rescue detachment consisting of two or sometimes three helicopters. By the end of 1960, the Air Rescue Service (ARS) consisted of three squadrons and 1,450 personnel.
Things improved but the rapid increase in rescue requirements generated by direct involvement of US forces created an acute shortage of experienced HU-16 and helicopter pilots. The Air Force approached the Coast Guard for supplemental help at the beginning of 1966. An aviator reciprocal exchange program was suggested. It was not until March 1967 that the Coast Guard signed off on an implementing Memorandum of Agreement. Orders were cut for the initial group of Coast Guard aviators under the Coast Guard – Air Force Aviator Exchange Program in July of 1967. From the eighty plus volunteers two fixed wing and three helicopter aviators were selected. The fixed wing aviators, both HU-16E qualified, were Lt. Thomas F. Frischmann and Lt. James Casey Quinn. Because the HU-16E was being phased out, both received orders to attend the Advanced Flying Course for the C-130 aircraft. This completed, they received orders to report to the 31st ARRS, Clark AFB, Republic of the Philippines. Lt. Frischmann remained there. Lt. Quinn transferred to the 39th ARRS at Tuy Hoa, South Vietnam. The helicopter pilots selected were LCDR. Lonnie L. Mixon, Lt. Lance A. Eagan, and Lt. Jack C. Rittichier. They were transitioned to the HH-3E helicopter and assigned to the 37th ARRS at DaNang for combat rescue duty arriving on April 3, 1968 In preparing for this assignment they attended the Air Force Survival School at Fairchild AFB, Washington. This was followed by training in the HH-3E twin engine amphibious helicopt | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
* sea ice protection.
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