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A History of Coast Guard Aviation The Modern Era (1976-1994)
A systematic organization and expansion of Coast Guard aviation capabilities and facilities to
accommodate operational requirements continued. A Coast Guard “Group” concept, in support of multi-
mission responsibilities, greatly enhanced efficiency and effectively employed people and assets. Group
Commands were established to coordinate the efforts of Coast Guard stations, patrol boats, aids to
navigation and other functions within a given geographic area. The Group provided operational,
administrative, supply, and engineering support. In some situations, Coast Guard Air Stations were an
integral part of the Group and the Commanding Officer of the Air Station was also the Commanding
Officer of the Group. In other instances an Air Station, as a separate entity, supported multiple groups.
In order to meet operational commitments four HC-130 aircraft were placed on the west coast of Florida.
To accomplish this, Air Station St. Petersburg was moved to the St. Petersburg/Clearwater airport and Air
Station Clearwater was established in 1977. The Coast Guard Air Station serving Southeast Alaska was
moved from Annette Island to Sitka which was more centrally located in the area of responsibility. The Air
Station/Group Humboldt Bay was commissioned in June of 1977 in response to a multi-year initiative by
local residents to gain a year round aviation search and rescue facility for Northern California. Air Station
Sacramento, California was established in September 1978 to provide HC-130 operations on the West
Coast of the United States.
Based on the recommendations of the Coast Guard Aircraft Characteristics Board and the Medium Range
Search Aircraft Evaluation Project, a requirement of forty-one turbojet aircraft to replace the HU-16 was
established. The HU-25 Falcon was ultimately selected. Because of procurement delays, seventeen HC-
131 aircraft were obtained from the U.S. Air Force as an interim replacement. The HU-25 came on line in
February 1982. The Aerospatiale HH-65 was chosen as the Short Range Recovery helicopter replacement
for the HH-52. The HH-65 became operational in November of 1985.
In the early years of Coast Guard Aviation, the US Coast Guard trained its enlisted aviation personnel at
Navy schools. Aircraft and aircraft equipment increasingly became Coast Guard specific. “A” school
graduates did not see a Coast Guard aircraft until they reach their first Air Station as an E4 Petty Officer.
There also existed a difference in maintenance philosophies between the two services. There was a need
for Coast Guard specific aviation technical training conducted at a common training site. The concept was
approved by the Commandant and money was appropriated in FY 76 Budget. Construction of the Coast
Guard Aviation Technical Training Center (ATTC) began in July of 1976 at Elizabeth City North Carolina.
The training center has continued to evolve to satisfy Coast Guard requirements.
In 1984 a helicopter Rescue Swimmer program was established to expand marine rescue capabilities. It
evolved from its initial mission of open ocean rescue to its now extensive capability to assist people in
distress in virtually any environment in which the Coast Guard operates. CDR Bruce Melnick became the
first Coast Guard Astronaut to launch into space in 1990 and in 1991 a Coast Guard Air Detachment was
formed and deployed to the Middle East during Operation Desert Storm.
The off-shore fishery zone around the United States had been expanded to twelve nautical miles from
shore in 1967. The establishment of the Magnuson Fishery Conservation Act in 1976 created a 200-mile
fisheries zone off the coasts of the United States increasing the law enforcement area of responsibility
significantly. The Coast Guard concentrates surveillance and enforcement efforts in the active fishing
areas protecting designated marine life as well as ensuring compliance with international agreements
governing certain fisheries off the U.S. coasts. Aviation plays a prominent role. A mix of long range and
medium range aircraft patrol the areas and report locations to cutters on fisheries patrol. A mix of high
and medium endurance cutters, with helicopters embarked are used to monitor foreign vessels for
compliance with procedures as agreed upon.
The start of maritime drug smuggling was prompted by a demand for marijuana in America that could
not be met by the land supply from Mexico. Initially marijuana smuggling was conducted by a large
number of entrepreneurs, usually Americans, using fishing vessels, sailboats and cabin cruisers. By 1976
large amounts of Columbian marijuana were reaching the United States in “mother-ships.” These large
vessels carried bulk shipments of marijuana to prearranged points off the U.S. Coast. The ships moored
far enough away from shore to avoid notice, and off loaded their cargo to small boats and fishing vessels
that could smuggle the drug ashore less conspicuously and avoid detection. Cocaine was not considered
a problem until 1982. Because of its existing maritime assets the Coast Guard became the primary
maritime enforcement agency for the war on drugs. The initial small commitment continued to grow
throughout the period, at first defensive in nature and then offensive. In 1986 the mission was expanded
to include air-interdiction operations. When Admiral J. William Kime became Commandant in 1990 he
believed the mission distribution of the Coast Guard should be more balanced. Drug interdiction
operations were cut back and de-emphasized. Aviation played a vital role in the drug interdiction operations.
In 1980 the Mariel Cuban Exodus began. What was initially a massive rescue operation became an illegal
immigration interdiction problem. This was followed by regular patrols of the Windward Passage between Haiti and Cuba. The role continued to increase and by 1994 this operational responsibility
absorbed a large portion of Coast Guard maritime and aviation assets in what was called operations Able
Manner and Able Vigil. Alien interdiction has continued as a Coast Guard mission and over the years the
number countries from which illegal immigration is generated has increased significantly.
The aging of assets, the acquisition of additional mission responsibilities and the dynamic increased
emphasis and expansion of law enforcement activities, left the Coast Guard well short of budgetary
needs. When Admiral John B. Hayes became commandant in 1978 he was deeply concerned as to the
age of the cutter fleet, aircraft, and shore facilities as well as a shortage of personnel to carry out the
missions. He embarked on a program to convince the Secretary of Transportation, the President, and the
Congress that this was a serious problem. Secretary Adams was receptive and his replacement Neil
Goldschmidt became fully convinced of the inadequacy of financial resources. President Carter was
persuaded to support modernizing the Coast Guard and increasing the budget by fifty percent. A roles
and mission study was initiated. Unfortunately the nation’s economy eroded and the serious budget
deficits precluded any additional funding.
With the advent of the Reagan Administration certain key appointees wanted to convert the Coast Guard
into a civilian agency and privatize as many Coast Guard functions as possible. They believed the private
sector could manage the functions better, at less cost, and favored dismantling the Coast Guard. One of
these was Darrell Trent, the Deputy Secretary of Transportation. Admiral Hayes stated that it was never
clear as to the degree of collaboration between Mr. Trent and Transportation Secretary Drew Lewis but
that he found himself cut off from making his case to anyone outside the Department. The Roles and
Mission study, initially designed as an analysis to support budget requirements, was used by Mr. Trent
and the Office of Management and Budget to question the fundamental reason why the Coast Guard
existed. The Commandant realized that the Coast Guard was fighting for its survival.
Every recommendation and virtually every conclusion of the study was fought over. In those instances of
reduction or elimination an honest and pragmatic appraisal was made to identify missions and units that
could be decommissioned with the least overall impact on Coast Guard operations. The Commandant
then advised the Secretary that he felt the closures were not worth the money the administration would
save in face of the anticipated political reaction. This proved to be true. Compromises were reached and
many of the closures did not occur.
It was also clear that decisions as to the demilitarization of the Coast Guard had been made prior to any
evaluation. One of Admiral Hayes’ initial strategic objectives after becoming Commandant had been to
explore the Coast Guard’s national defense responsibilities and to cement more firmly the services
relationship to the Navy and Department of Defense. This proved extremely beneficial. A memorandum
crafted through a collaboration of the Coast Guard, the DOD and the Presidents National Security Advisor
stated bluntly that in evaluating the Coast Guard’s military readiness mission, care should be taken that
the Coast Guard’s contribution to national security should be in no way be adversely affected.
The all out assault on the Coast Guard had been blunted but the budget wars would continue. During the
next four years, Admiral James S. Gracey’s tour as Commandant, the attempts to privatize Coast Guard
functions would continue. He had to deal with the Grace Commission and the continued hostility of the
Office of Management and Budget. It was not until the mid to late 1980s that significant support was
forthcoming from the Secretaries of Transportation. Significantly contributing to the problem was the fact
that Coast Guard appropriations were included in the overall Transportation Department appropriations.
Many times the Congressional appropriation committee would divert funds to other Department of
Transportation functions and the full Coast Guard budget would not get supported. Obtaining sufficient
funds was always a problem.
During Admiral Paul A. Yost’s years as Commandant he chose a pro-active approach. Relationships with
the other military services were emphasized and for the first time Coast Guard aviation participated in air
interdiction of drug smuggling. Assets to accomplish this were obtained and what was once a small
operational mission represented 25% of the Coast Guard budget by 1989.
A military-led coup overthrew the government of Haiti in 1991. An increase in illegal migration took place
as a result. Initially the numbers were small but by the end of the following year it had become a major
problem. Haitian migrants were interdicted and returned directly to Haiti. Coast Guard patrols of the
Windward Passage between Haiti and Cuba were maintained. During 1994 a mass exodus of migrants
from Cuba again took place. The U.S. Government did not want a repeat of the 1980 Mariel Boat Lift so
interdiction operations were begun in the Florida Straits. The Coast Guard found itself engaged in two
major operations occurring at the same time. A total of forty-six cutters and fifteen aircraft were involved
in these operations.
Search and Rescue
Search and rescue continued to be a primary responsibility of Coast Guard aviation during this period.
The commissioning of Coast Guard Air Station/Group Humboldt Bay marked the completion of the
Aviation Development plan initiated in 1962. Ten new Air Stations had been added, five had been
relocated, and two decommissioned. Frank Erickson’s idea of Coast Guard Stations equipped with
helicopters on the maritime coasts of the United States had come to pass. The capability of the helicopter
increased exponentially. The HH-52 had come on board followed by the HH-3F. These were followed by
the HH-65 and the HH-60J. The Coast Guard Rescue Swimmer Program established in 1984 has been an
outstanding success. The Rescue Swimmers have performed some truly remarkable feats. A copy of the
first Distinguished Flying Cross awarded to a Rescue Swimmer is included within the Rescue Swimmer
entry in this section of the timeline. Narratives of specific heroic exploits of Coast Guard aircraft
crewmembers are much too vast a subject for presentation in this type of format but the magnitude of
their achievements is amazing. Individual recognition awards may be view on the Coast Guard
Pterodactyl website --- http://uscgaviationhistory.aoptero.org/ --- The Coast Guard does not break down
rescue statistics into surface and aviation units but the combined statistics are astonishing. During the
nineteen years, 1976 through 1994, the Coast Guard saved 101,729 lives and $48.5 billion dollars in
property. These figures do not include the lives saved in the Mariel Boatlift of 1980 and the Alien Migrant
Interdiction operations of 1993 and 1994.
1976 – Air Station Clearwater Established:
Utilizing the HC-130 and the HH-3F helicopter the station provided search and rescue services, law
enforcement patrols and logistics. During the initial ten year period a yearly average of 300 search and
rescue cases were handled.
Clearwater became the Coast Guard’s largest Air Station in 1987 with the expansion of the drug
interdiction mission. “Operation Bahamas. Turks, and Caicos” or OBBAT. This large ongoing mission
resulted in the assignment of 12 HH-60J helicopters and an additional three HC-130 aircraft to support
the increased law enforcement efforts. These operations boosted personnel strength to of over 500 men
and women.
The Air Station is also home base for two AN/TRC-168 Emergency Communications Vans capable of a
variety of communications. The units are normally transported by C-130 and their equipment can provide
essential communications to any emergency organization. The vans are designed for continuous service
under severe weather conditions and were deployed to assist in rescue relief efforts associated with
hurricane Hugo, as well as other natural disasters.
Air Station Clearwater helicopter aircrews presently fly an average of over 400 Search and Rescue cases
each year along the coasts of Florida, the Bahamas, and beyond. Coast Guard Air Station Clearwater has
a rich history, and its operations have been at the heart of significant events in Florida and the Caribbean
for many years. In the early 80s, its high operations tempo earned Clearwater two Coast Guard
Meritorious Unit Commendations, the Humanitarian Service Medal, and the Coast Guard Unit
Commendation. It was during this time that the Air Station provided crucial support to the surface fleet
during the Cuban boatlift. Shortly thereafter Clearwater answered the call to duty during operation
URGENT FURY- the Grenada rescue mission, and was awarded the Coast Guard Meritorious Unit
Commendation for its efforts. Later that same year a second Coast Guard Meritorious Unit Commendation
was awarded to the Air Station for OPERATION WAGON WHEEL, an international drug interdiction effort. In
1986 following on the success of the previous operation, Clearwater conducted OPERATION HUNTER. This
drug interdiction effort planted the seeds for what is today's OPBAT.
The 90s were no less dramatic for the men and women of Clearwater. In 1991 unit C-130s responded
rapidly to fly personnel and supplies in and out of the combat theater in support of operation DESERT
STORM. During the Haitian uprising in 1992, Clearwater crews evacuated American embassy personnel
and transported U.S. Special Forces into Haiti. When south Florida and Louisiana were devastated by
hurricane Andrew, Clearwater crews flew missions round the clock transporting hundreds of tons of badly
needed supplies. In March 1993 the "Storm of the Century" struck Florida leaving numerous sunken
vessels in its wake. Air Station crews launched at the height of the storm and pulled 62 people from the
water in what was the busiest search and rescue day in the Air Station history, In the summer of 1994 air
crews participated in a massive SAR effort which located and rescued 34,568 Cubans and 23,389 Haitian
migrants from the waters of the Caribbean.
In 1997 President Clinton announced a renewed effort towards the War on Drugs, and Clearwater
responded as part of operations FRONTIER SHIELD, GULF SHIELD, and FRONTIER LANCE. Those
operations were aimed at stemming the flow of illegal drugs and migrants and spanned from the Leeward
Islands of the Caribbean to the southern coastline of Texas. The Coast Guard set new records for both
drug seizures and arrests.
Public Law 94-265, also known as Magnuson Fishery Conservation and Management Act. It established a
200-mile fishery conservation zone, effective March 1, 1977, and established Regional Fishery
Management Councils comprised of Federal and State officials, including the Fish and Wildlife Service.
The concept of a fishery conservation zone was subsequently dropped by amendment and the
geographical area of coverage was changed to the Exclusive Economic Zone (EEZ), with the inner
boundary being the seaward boundary of the coastal United States.
The Act provides for management of fish and other species in the EEZ under plans drawn up by the
Regional Councils and reviewed and approved by the Secretary of Commerce. It provides for regulation
of foreign fishing in the management zone under GIFA's (governing international fishing agreements) and
vessel fishing permits. It also provides a mechanism for preemption of State law by the Secretary of
Commerce.
The Coast Guard was given exclusive jurisdiction over the Fisheries Conservation Zone and provided the ships
and aircraft and much of the manpower to staff the sensing equipment and the command and control
function of operations. The National Marine Fisheries Service, which is primarily concerned with gathering
management and scientific data, assisted in enforcement. The State Department has also played an
important role in fisheries law enforcement. The State Department negotiated the various treaties and
international agreements, and in the past, any foreign fishing vessel was seized only after coordination
with the Secretary of State. A close liaison between the State Department and the Coast Guard was
needed since any interference with foreign shipping, warranted or not, could certainly affect U S
relations.
Enforcement of regulations in the new 200-mile fishery zone is complicated by the size of the area and
the fact that fishing is to be regulated not prohibited. It became readily apparent that, given the vastness
of the area, Coast Guard aviation resources were absolutely essential to the operation. Surveillance and
enforcement efforts concentrate on vessel and aircraft patrol operations in active fishing areas. A mix of
long and medium range aircraft patrol the areas to monitor foreign fishing and coordinate with cutters on
fishing patrols. The high and medium endurance cutter carry helicopters aboard. Additional flight hours were required and equipment to implement them was obtained. Four new HC-130 aircraft were purchased. As an interim measure four reactivated HC-131 were utilized as replacement aircraft to free up HU-16s to operate in the New
England area. An additional HC-131 was utilized for patrols in the Gulf of Mexico area. The HC-131s were
replaced by HU-25s when they came on board. Five HH-52 helicopters were assigned for deployment
duties aboard Coast Guard cutters engaged in fishery patrols. Ten new HH-65 helicopters were procured
to replace the HH-52s, resulting in a net increase of five Short Range Recovery helicopters in the Coast
Guard inventory.
The “active fishing areas” concept which focused efforts on those areas which had historically shown, or
were known to possess sufficient quantities of fish to support commercial exploitation, were
geographically designated as high threat areas. Responsibility is assigned by Coast Guard District. The
remaining area of the fishery conservation zone is overflown on a situational basis.
The method of enforcement is by overt presence by both surface vessels and aircraft; a barrier patrol
operation used to board vessels enroute to or from a fishing ground; and pulse operations in which
assets are concentrated for a dedicated period and concentrated on a specific fishing fleet or low
compliance to a particular regulation.
As an example; In 1978 the Western Aleutian salmon fishery attracted over 600 Japanese vessels to
Alaskan waters during the summer. An additional monthly average of 300 vessels were engaged in year
round operations in the Gulf of Alaska and the Bering Sea. A six to ten hour HC-130 patrol originated
daily from Coast Guard Air Station Kodiak carrying a National Marine Fisheries Service (NMFS) agent on
board. During multiple runs at 150 knots and 200 feet of altitude the HC-130s zig-zagged over 1500 track
miles of the Gulf of Alaska, Aleutian chain, or Bering Sea. Identification of vessels was made by name and
homeport and activity noted and recorded together with position, course and speed. The sighting was
documented by a 35 mm camera. Comparison of sighting data was made with historical data from a
“management information system” computer in Juneau. This enabled selective interception and boarding
of high interest targets.
The doctrine of hot pursuit became unnecessary. Even citations issued by aircraft could result in stiff fines
or revocation of permit. In 1983 for instance a HC-130 from Air Station Barbers Point, Hawaii made an
aerial seizure when it ordered the Japanese fishing vessel Daian Maru #68 to sail to Midway Island to
await a Coast Guard boarding team. The Captain complied.
1976: - The Marijuana War Begins -- The Coast Guard
becomes the lead agency for maritime drug interdiction:
There was a great deal of reluctance on the part of some senior Coast Guard Officers to be become
involved in drug interdiction. Many did not look favorably upon becoming a maritime police agency
engaged in a program which at the time did not have a public consensus. The Coast Guard had been
transferred to the Department of Transportation and the service was focused on its lifesaving and other
missions. The historical roots of the organization, however, were in the enforcement of revenue laws.
Despite this reluctance, the Coast Guard became the lead agency for maritime drug interdictin. Admiral Owen
Siler, Commandant of the Coast Guard, during this early period, addressed profound changes in law
enforcement at an unprecedented rate.
The Coast Guard efforts became increasingly effective and began to make serious inroads into the drug
operations. The smugglers adapted their operations to counteract this. By 1980 Marijuana smuggling had
evolved into a highly efficient business. Operations were conducted according to specialized divisions of
labor and expertise. Off load coordinates were passed at the last minute utilizing alpha-numerical codes.
Air surveillance was used by the smugglers to ensure an off load point where a Coast Guard cutter was
not present and high speed chase boats would check out the off-load area just prior to the arrival of the
mother-ship. Marijuana, once carried openly, now began to be transported in hidden compartments. In
spite of this, the Coast Guard choke point strategy, utilizing a combination of aircraft and surface vessels,
was able to interdict a growing number of smugglers before they got to their off-load points. This
strategy became know as OPERATION STEEL WEB.
The use of foreign and stateless ships became the mode of operation. In order to take enforcement
action against a foreign vessel a Statement of No Objection (SNO) was required. Under the terms of the
1958 Geneva Convention, one nations naval or Coast Guard unit must receive permission from another
nations government to board the latter’s vessel on the high seas. The procedure to obtain this was
cumbersome but the procedure had been developed in the 1960’s for foreign fishery enforcement
boardings and the SNO was usually obtained within a few hours. If the vessel was determined to be
stateless or if the Master of the suspect vessel gave permission to board, no SNO was necessary. If
contraband was found after a consensual boarding, a SNO was necessary to seize.
A number of events, starting in 1980, provided significant help in interdiction efforts. The Biaggi Act (21
USC 955a) expanded U.S. jurisdiction over U.S. and stateless vessels and the Cuban boatlift ended thus
freeing up Coast Guard resources. In December of 1981 Congress amended the Posse Comitatus Law to
enable the military to give indirect assistance to law enforcement entities, including sharing of
intelligence, use of military equipment and facilities, and training of civilian law enforcement personnel.
Three former Navy salvage tugs were outfitted and commissioned as Coast Guard cutters and three
Surface Effect Ships were obtained. In Miami, drug related crime had risen to the point were it finally
caught the nations attention and President Reagan created the South Florida Task Force (SFTF) to
coordinate the activities of all agencies involved in the drug war.
A number of the WMECs and WHECs were forced to take up station without a helicopter aboard. There
were not enough helicopters in CGD7 to provide both SAR coverage and shipboard interdiction
operations. Additional helicopters from other Coast Guard Districts were assigned on a temporary basis
for specific periods of time but there was a reluctance on the part of the aviation community to regularly
deploy them. Each helicopter temporarily assigned to a WMEC or WHEC for drug interdiction in CGD7
directly effected the mission capabilities of the units designated to deploy them. There had been
significant mission creep with no additional aircraft and no funds to procure them. Commandant Hayes
had just recently been in a battle with the Bureau of the Budget (OMB) whose intent was to drastically
reduce the Coast Guard budget and civilianize major portions of it. There just was not enough aircraft to
adequately cover the missions the Coast Guard had been given.
Despite political posturing, fears of a military takeover, continuing interagency rivalries, and differences in
emphasis, the SFTF provided a degree of multi-agency coordination not previous obtained. The Vice
President made regular visits and as SFTF coordinator RADM Thompson would brief him. President
Reagan paid a visit in November 1982 to reassure South Florida that actions were being taken to
coordinate a more effective effort against “drug smugglers and the narco thugs.” RADM Thompson as
SFTF coordinator briefed him on board the USCG Dauntless moored at the USCG Base Miami Beach,
Florida. Drew Lewis, the Secretary of Transportation, called RADM Thompson the day before the briefing
to make it known that he did not want him pressing for more USCG resources and requested a copy of
the Admiral’s brief. The Admiral told him that he was not speaking from a brief. RADM Thompson
commented, “The briefing room was secure and there was no note taking, so we had a very fruitful and
candid discussion of our strategy, tactics, and need for more assets for us and better cooperation from
some of the reluctant agencies.”
The incentive to engage in large scale maritime marijuana smuggling operations was generated by the
enormous profits that could be realized. Good grade Columbian marijuana was purchased at the supply
end for $35 a pound. The cost of a pound of marijuana at wholesale in the Southeast United States
averaged out at $450 a pound. The average mothership carried between 10- 15 tons of marijuana. A
shipment of 24,000 pounds would generate a gross profit of almost 10 million dollars. The mothership
had a Captain, an Engineer and depending on the size eight to ten crewmembers representing a cost of
$350,000 for manning and operating expenses. Aircraft surveillance would run about $275,000. A chase
boat and off-load boats would add another $250,000. Handlers and off-load storage another $200,000. A
payment of 1 million went to a middleman. The principals still made $7.88 million on each successful two
–to-three-week round trip.
Although it was not realized at the time, the years 1982-1983 marked the turning point in maritime drug
interdiction operations. The Organized Crime Drug Enforcement Task Forces were created to go after key
traffickers and their money sources. The SFTF concept was expanded and the National Narcotics Border
Interdiction System (NNBIS) had been created bringing the Department of defense and the national
intelligence community assets into the drug war. The Coast Guard manning choke points on a continuous
basis with valuable assistance from the Navy, was becoming very effective in interdiction operations.
Drug interdiction on the West Coast was considerably different than the Caribbean and the Atlantic areas.
There were no natural choke points that smuggling vessels had to pass through. Initially, off-shore drug
patrols, using 82-foot and 95-foot patrol boats were regularly conducted. Admiral Gracey, COMPAC at
the time, stated they were not effective so they were discontinued and reliance was placed on over-flight
patrols conducted by aircraft. The homeports of the patrol boats were moved to locations that enabled
them to arrive on scene rapidly if intelligence dictated or a suspected smuggler was spotted by an
aircraft. He went on to say that occasional patrols were made to establish a presence. In addition C-130
aircraft were deployed to Howard Air Force Base in Panama and flew patrols along the Panamanian,
Columbian, and Ecuador coasts looking for ships that fit the profile. When one was found it was trailed
until a destination was established. This was possible with the existing limited assets because the drug
smuggling was not near as intense as in the Caribbean.
Coast Guard air interdiction did not commence until 1987 and is addressed under that heading.
1976 – HC-131A - Obtained As A Medium Range Search (MRS)
Interim Replacement Aircraft For The HU-16:
A full scale wing fatigue test was conducted to determine whether – or when -- major repair or
replacement of the HU-16 Es wing would be required. The test was completed on October 31, 1968 and
a wing service life of 11,000 flight hours was established. The Coast Guard explored the possibility of
utilizing a mixed fleet of HH-3F helicopters and C-130s. It did not prove a viable option. In 1971 the
Coast Guard Aircraft Characteristics Board convened to develop operating characteristics and
performance requirements for the HU-16E replacement and established a requirement for forty-one MRS
aircraft. The ever faithful “goat” had served long and well. Several multi-engine aircraft were leased for
evaluation. As a result of the evaluations it was decided to obtain the North American Sabre Model 40. The Sabre
had the cabin interior volume required; had an established history and as the T-39 was being procured
by the military. The Decision was made to proceed with the issuance of a Military Interservice
Procurement Request (MIRP) with the Navy acting as purchasing agent.
The decision to proceed with a non-competitive procurement drew some sharp industry and
congressional criticism. The Commandant directed the cancellation of the MIRP and initiated a
competitive two-step, formally advertised, procurement. The request for proposals went out in January
of 1975. The HU-16Es were being taken out of service due to flight time limitations and it became
apparent that an interim MRS aircraft had to be obtained. The Falcon HU-25A would become the MRS
aircraft coming on line in July of 1979. The rest followed at the rate of one per month.
Beginning in late 1975, under the direction of Commander Art Wagner, a search for an interim MRS
replacement began. A business jet lease option was evaluated but none had the proper assets and the
cost was high. Airline Turbo Props being replaced by jets were evaluated but the T-56 and Rolls powered
Convairs were very high time as were the Viscounts and Fairchilds. An interim report was drawn up to
that effect. The Commandant, Admiral Owen Siler, then contacted the Air Force and Navy and the Coast
Guard was granted full access to anything stored at the Davis Monthan Storage Facility that met Coast
Guard requirements.
There were a number of P2 aircraft but with R3350 engines, a Varicam stabilizer, two J85s on the wing,
and they would have been costly to operate and maintenance intensive. There were a number of S2s with
R1820 engines which would have been a good fit but they had come off Carriers and then sent to the
training command. They were not in good shape and were limited on interior cabin space. There were a
number of C-131s but they were of every version imaginable and it seemed there were no two alike in
configuration. A check of the records, however, revealed that there were almost thirty former MedEvac
C-131As, a version of the Convair 240/340 series commercial airliner, all with radar, all with APUs, and all
identical in cockpit configuration. They averaged 20,000 flight hours on a 60,000 hour airframe and it
was all airways flying. The Air Force was supplying support for the few remaining operational C-131
aircraft as was the Arizona Air Guard. In addition, it was discovered that there were approved plans for a
camera hatch (became the drop hatch) and big windows in the side of the fuselage. It was a good fit.
In 1976, the Coast Guard acquired seventeen C-131A transports from US Air Force stock as the interim
replacement for the HU-16E Albatross. They were to be used for search and rescue flights as well as
surveillance patrols of the new 200 mile exclusive fisheries zone. The Coast Guard refurbished and
modified one aircraft per month from September 1976 through January 1978. Fourteen aircraft were
acquired from Davis-Monthan Air Force Base and three others were transferred from Air National Guard
stocks. For spare parts, three other C-131As were held in reserve at Davis-Monthan and another was
acquired for use at the training school located at ARSC Elizabeth City.
After initial flight trials, the Coast Guard modified the aircraft by adding specialized electronics and
search and rescue equipment. Each aircraft first underwent an overhaul at Hayes International in
Dothan, Alabama. They were then flown to ARSC Elizabeth City for Coast Guard-specific modification.
The following electronic systems were added or if already installed, upgraded: AN/ARA-25 UHF/VHF (AM-
FM) DF; AN/ARC-84 VHF transceiver; AN/ARC-94 HF transceiver; AN/ARC-160 VHF-FM transceiver; AN-
ARN-44 LF ADF receiver; AN/APM-171 radio altimeter; AN/APN-195 radar; ADL-81 LORAN C receiver; and
the necessary antennae. The following structural modifications were also made: installation of a drop
hatch; the addition of a radio operator/navigator position and two positions for search-observers; an
acoustic locator beacon known as "Pinger"; a mount for the airborne radiation thermometry (ART)
sensor; and the reconfiguration of the cargo area.
As the modifications were completed, the aircraft then flew to the AVTRACEN in Mobile, Alabama, for
crew and ground personnel for familiarization training. The aircraft were assigned to Coast Guard air
stations Miami, Corpus Christi, San Francisco, Traverse City and AVTRACEN Mobile. The aircraft were
retired as the new HU-25A entered Coast Guard service.
1977 -- Coast Guard Air Station Sitka established:
In March of 1977, the barracks and hangar were completed and the move of personnel and
equipment began. On April 19 flight operations for three HH-3F Sikorsky helicopters were shifted
to Sitka. On Alaska Day, October 17, 1977 CGAS Sitka was officially commissioned. As of 2004, Air Station
Sitka’s aircrews have saved over 1,800 lives, assisted thousands of others, and saved several
hundred million dollars in vessel property from the perils of the sea. The Air Station utilizes
three HH-60J Jayhawk helicopters and has a complement of 21 officers and 120 enlisted
personnel.
The area of operations remains all of Southeast Alaska from Dixon Entrance to Cordova. It is
bordered on the north, south, and east by the US/Canadian border and shares its western
boundary in the central Gulf of Alaska with CGAS Kodiak. This area of responsibility includes
12,000 of coast line and all inland areas. Rugged coast, mountainous terrain, severe weather and
vast distances between fuel caches and landing sites characterize this isolated region. Flying in
this challenging environment Sitka Crews average over 150 search and rescue cases a year, many
completed in storm force winds, snow, low visibility and periods of extended darkness.
In a "ready" status 24 hours a day for search and rescue, the crew and helicopters are also used
to support 75 marine aids-to-navigation, fisheries law enforcement, enforcement of laws and
treaties, and various other missions in cooperation with federal, state, and local government
agencies. Additionally, the aircraft are often utilized for medevacs from outlying native
communities and logging camps.
CGAS Sitka also participates in the maritime portion of Operation Northern Edge. This is an annual
joint training exercise designed to practice operations, techniques, procedures and enhance inter-
service operational capabilities. The Commander Coast Guard District 17 is dual hated and is also
Commander Naval forces Alaska. The Harbor Defense segment of Northern Edge tests US Naval
Forces Alaska units ability to deploy, secure, and defend a port for use by US Forces.
1977 --- Air Station/Group Humboldt Bay, California Commissioned:
Humbolt Bay, California is the latest in a series of harbors on the West Coast of the United States being
developed as a deep water port to service the Pacific Rim and other international ports of call. Coast
Guard Group / Air Station Humboldt Bay serves the public along 250 miles of rugged coastline from the
Mendocino - Sonoma County line north to the California - Oregon border.
Cold Pacific currents, powerful Alaskan winter storms, towering offshore rocks, fog and dangerous harbor entrance bars consistently
threaten commercial and recreational vessels operating in the area. The primary mission is search and
rescue, and most cases are dramatic and lifesaving in nature. The Air Station also provides MEDEVAC
support for injured personnel in the mountains surrounding the Group area. Secondary missions include
aerial support for aids to navigation, law enforcement, and marine environmental protection.
The unique coastal airport location facilitates combining the best features of a Coast Guard Group, which
traditionally oversees multiple boat stations along a few hundred miles of coastline, with a Coast Guard
Air Station which typically serves one or more Groups. Group / Air Station Humboldt Bay, commonly
referred to as Group Humboldt Bay for short, currently oversees 3 HH-65A helicopters, 2 Coastal Patrol
Boats, and 4 motor lifeboats. An Aids to Navigation Team and a Marine Safety Detachment also serve the
region. Twenty-two officers and over 170 enlisted personnel operate these various facilities located at
Cresecent City, McKinleyville, Samoa, Eureka, and Fort Bragg, California.
1978: The Coast Guard Aviation Technical Training Center was
established:
In August 1972 the Office of Personnel, Coast Guard Headquarters, Washington, DC, commissioned an
in-depth study of the aviation technical training needs of the Coast Guard. Aircraft and aircraft equipment
had increasingly become Coast Guard specific. There also existed a difference in maintenance
philosophies between the two services. The Navy taught the 3M system which the Coast Guard did not
use and the “A” school graduates did not see a Coast Guard aircraft until they reached their first Air Station
as an E4 Petty Officer. The study, under the direction of CDR George Krietemeyer, concluded there was a
need for Coast Guard specific aviation technical training conducted at a common training site. The
concept was approved by the Commandant and money was appropriated in FY 76 Budget.
CDR Krietemeyer remained close to the project and became director of the newly created Aviation
Management Branch at Coast Guard Headquarters.
The Aviation Survivalman Survivalman (ASM) "A" School was added to the ATTC curriculum in 1980. Throughout the years, numerous "C" Schools offering advanced training in aviation maintenance have
been added and removed at ATTC to keep pace with the changing aircraft and maintenance support requirements of Coast Guard aviation. The Coast Guard transitioned to Performance Based Training, which emphasized rapidly changing curricula to keep pace with technology.
In 1995 the Coast Guard undertook another service-wide study of the aviation maintenance
requirements which resulted in a complete restructuring of the enlisted aviation workforce. In October
1998 ATTC began training and graduating petty officers in three newly created aviation ratings: Aviation
Maintenance Technician (AMT), Aviation Survival Technician (AST), and Avionics Technician (AVT). These
advanced schools reflect the high degree of complexity associated with current aviation maintenance.
Since December 2003, aviation rates are represented in the “A” School curricula with courses of
instruction approximately 20 weeks in duration. While at “A” School, students are introduced to a
regimen of technical and personal challenges designed to develop their rate and leadership skills. Upon
graduation students with a new aviation rating in either Aviation Maintenance Technician (AMT), or
Aviation Survival Technician (AST), or Avionics Electrical Technician (AET) are assigned directly to active
air stations. Students at “C” School are experienced technicians who receive in-depth training on specific
components or systems as required to address particular needs of Coast Guard aviation.
As a prerequisite to attending “A” school all prospective students are required to complete a four-month
Airman program at an air station. “A” school courses vary from 16 to 20 weeks. Upon course completion,
and if all other requirements are met, graduates are transferred to operational air stations as Third Class
Petty Officers (E-4). ATTC “C” Schools provide advanced/specialized training for more experienced
technicians. “C” School students receive in-depth training designed to address specific needs of the field.
At present, ATTC provides five different AMT “C” School courses on specific airframes and power plants,
as well as HH-60 and HH-65 helicopter Rotor-Tuner training. AVT “C” Schools offer include basic Air
Navigation and three airframe specific avionics system courses.
A fine-tuning of aviation maintenance occurred in 2003 when some of the electrical maintenance
responsibilities of the AMT were assigned to the AVT rating. These changes prompted a rating
designation change of the AVT rating to AET; Avionics Electrical Technician.
The training Center is composed of four modern structures that contain twenty classrooms, five
maintenance/electronic labs, instructional aircraft and maintenance training units, engine, metal,
composite classrooms. There are also state-of-the-art ‘Hot” mock-ups, a computer media center and
swimmer training facilities. A staff of six officers, seventy enlisted and five civilians provide apprentice
level ("A" School) and journeyman level ("C" School) training to nearly 700 of the Coast Guard's aviation
maintenance personnel yearly.
ATTC provides a number of additional training related services including analysis , design, development,
and evaluation of resident and non-resident courses and the development of all service wide exams.
These services support the Office of Aeronautical Engineering, the Office of Aviation Management and the
Office of Training and Performance Consulting. Career development programs such as obtaining FAA
Airframe and Power Plant (A&P) certificates are available. There are advanced education programs
available whereby qualified enlisted personnel may obtain associate and baccalaureate degrees.
ATTC continuously evaluates the training needs of aviation personnel, examining the feasibility of hosting
courses and providing training materials and other means to expand training capabilities and
effectiveness.
1978: Coast Guard Air Station Sacramento Established:
Air Station Sacramento participates in a wide range of Coast Guard missions. Primary among them and perhaps most widely known is Search and Rescue. The Air Station maintains a 24-hour immediate response capability, with a "ready" Search and Rescue crew on duty at all times. Search and rescue coverage is provided for the Eastern Pacific Area, the entire west coast of the United States, areas west of Canada, and south along the Baja California coast.
Other missions of Air Station Sacramento are Marine Environmental Protection and Federal Law
Enforcement. These efforts include fisheries patrols in support of the Fisheries Conservation and
Management Act of 1976 and law enforcement patrols aimed at enforcing the 200-mile limit and
combating the ever-increasing problem of drug smuggling.
Law enforcement patrols are flown year-round and are coordinated with Coast Guard cutters allowing a greater geographic area to be more thoroughly covered. As many as six or eight Coast Guard cutters may be coordinated into a patrol. The aircraft extends the ‘eyes’ of the ship while patrolling not only coastal waters, but shipping lanes and fishing grounds miles at sea. The ship provides a boarding capability should a violation be detected.
Another major area of responsibility of Air Station Sacramento is that of providing transportation for the
Pacific Strike Team, the Coast Guard’s oil spill prevention and containment team on the west coast.
Located at Hamilton Field, the Strike Team is immediately alerted in the event of an oil spill, responding
to provide expert assistance in containment and cleanup of environmentally damaged areas.
Air Station Sacramento further supports the many missions of the Coast Guard by performing logistics
flights between the stations, carrying essential cargo and passengers on an ‘as- required’ basis. Also, the
Coast Guard’s Long Range Aids to Navigation System is frequently checked for accuracy by LORAN
monitor flights over both the Atlantic and Pacific oceans. Aircrews are constantly conducting training
flights to maintain proficiency in the basic airmanship and Search and Rescue techniques that so often
result in the saving of lives and property at sea.
The aircraft’s high maximum weight allowance and large cargo compartment permit handling of a wide variety of cargos. An aft ramp and door may be opened in flight, allowing aerial delivery of cargo or emergency equipment. All in all, the HC-130 is an extremely versatile and reliable aircraft, well-suited to the multiple mission needs of Coast Guard aviation.
1979: HH-65 Aircraft Program Office Established
The Bell 230 was relatively small and had old technology; Sikorsky proposed a different avionics package
than what the Coast Guard wanted and would not modify their proposal. The 366G (SA-365) was 75% composite,
including rotor head, blades and fuselage, with a much higher speed than both competitors. The Coast
Guard version of the SA 365 was designed to be equipped with Lycoming engines which claimed
marvelous specifics. The Aerospatiale proposal was accepted. The Coast Guard contract specifications reflected a very ambitious schedule. The helicopter was to be FAA-certified under Part 27.
The airframe, a derivative of the basic Sud Aviation SA 365A, was considered
a new airframe and thus required a Type Certificate (TC). The Lycoming LTS-101 engine, replacing the
AS365 Turbomeca Arriel engine, was also new and thus needed its own TC. The Aerospatiale aircraft,
now designated AS366G, was considerably smaller than the HH-52 it was to replace and space for all
equipment was at a premium. The Coast Guard provided an Avionics Specification detailing the
capabilities and in many cases the exact equipment to be used. The helicopter was to be certified for
single-pilot IFR flight and be the first helicopter so certified with a four-axis autopilot. Military
Specifications for virtually every aspect of naval helicopter operations were imposed on top of all of the
requirements.
The Coast Guard Plant Office for the SRR contract was established soon after the contract was awarded
in 1979. CDR Dave Young was the original Commanding Officer. Aerospatiale’s original facilities were
located at the Vought Helicopter Corporation which operated for a short period as a
licensee of Aerospatiale. In late 1980 Aerospatiale built its own plant facilities at Grand Prairie, Texas.
The unit functioned as the Contracting Officer’s Technical Representative (COTR) for the program and
was provided dedicated space. The assigned personnel were involved from the beginning, attending not
only the formal program reviews but visiting Aerospatiale Helicopter Division in France, Lycoming,
Rockwell Collins, and the FAA lead region for helicopter certification. The formal reviews consisted of a
post award meeting, a Preliminary Design Review (PDR), Critical Design Review (CDR) and monthly
program/progress reviews.
In an effort to gain early Coast Guard approval of the proposed configuration, Aerospatiale fabricated a
full-sized mockup for use at the CDR. The cockpit was fairly well designed and was modified by inputs
received during reviews at Rockwell Collins and the PDR. In addition, various equipment such as the
litter, rescue basket, trail line, float lights, and pumps were utilized to allow crew members to work
through the necessary cabin operation scenarios. The interface between the hoist operator and his
various controls received considerable input that was incorporated into the final configuration. The use of
the mockup enabled the contractor and major vendors to rapidly move out with prototype builds. Three
helicopters were used in flight tests. Two were flown to obtain certification in France and then through
reciprocity the FAA certification. The third was used in the United States to prove the avionics installation. Eventually
all three were flown out of Grand Prairie.
As the program progressed, personnel became involved in component development, testing, and
conformity to specification as the aircraft went down the production line. Coast Guard aviators eventually
took over the test program. The Coast Guard enlisted personnel participated in all phases as well. They
went through maintenance procedures and manuals and performed ground tests on all aircraft and
support equipment.
The first of ninety-six HH-65s was delivered to the Coast Guard in November of 1985.
During the production years the relationship between Aerospatiale and the Coast Guard became a
contentious one. The benefits of an open and frank exchange and negotiating for a better product were
not recognized. The Coast Guard Plant Office, under guidance from Headquarters, refused to depart from
any specification, standard or requirements regardless of circumstances. Aerospatiale filed a claim against
the Coast Guard. The Plant Office eventually moved off the facility and awards were made to the
company.
The HH-65 had only one major fault. The LTS 101-750 did not meet the manufacturer’s claims resulting
in an underpowered aircraft. The Coast Guard litigated against AVCO Lycoming for grossly deficient
performance of the HH-65s LTS101-750 engine. Seventeen Million was awarded the U.S. Government but
of particular benefit to the Coast Guard was a six year Power by the Hour (PBTH) overhaul and service
agreement provided by AVCO Lycoming. The LTS 101-750 engine is now being replaced by the more
powerful Turbomeca Arriel 2C2-CG and the HH-65 will undergo a service life extension and become the
Multi-Mission Cutter Helicopter.
1980: Mariel Boatlift -- U. S. Coast Guard Operations During
the 1980 Cuban Exodus
A huge Cuban refugee exodus took place in 1980. The reason is deeply rooted in that nation's internal
affairs. After the Cuban Revolution in 1959 a steady flow of Cuban immigration took place as Castro
moved deeper and deeper into the communist fold. This was temporarily halted by the Cuban Missile
Crisis. In 1965, as economic conditions continued to deteriorate and opponents of government policies
increased, Castro announced that the port of Camarioca would be opened to Cuban exiles who wished to
return to Cuba to pick up relatives desiring to leave Cuba. This boatlift was terminated after President
Johnson negotiated a safer and more orderly use of commercial aircraft for the transportation of
refugees. These flights continued until August of 1971. A total of 263,540 Cubans came to the United
States during this period. In April 1980 the Castro regime again initiated a large scale emigration to
reduce discontent caused by Cuba’s deteriorating economic conditions. The exodus grew in magnitude to
a point where it seriously taxed the ability of the United States to accommodate it.
On 1 April 1980 a group of six Cubans crashed the gate of the Peruvian Embassy and requested asylum.
Castro exploited the incident and announced the gates to the embassy would remain open to all who
wished to leave Cuba. By 6 April there were over 10,000 Cubans crowded onto the grounds of the
Embassy. Castro had not expected this number and found himself boxed in. He was experiencing
considerable negative publicity but realized the situation was an excellent opportunity to initiate another
boatlift. Shrewdly he made contact with the Cuban exile community and let it be known that if they
came by small boat to the port of Mariel they could pick up relatives along with the refugees from the
Peruvian Embassy. Castro’s message to the Cuban exile community came through loud and clear. On 21
April two fishing vessels arrived in Key West with forty-eight Cuban refugees. The next day additional
refugees arrived and during radio interviews they stated that the Cuban government had opened the port
of Mariel to those wishing to leave. By 24 April there were close to 400 boats in Mariel harbor waiting to
pick up refugees.
At the end of April the Cuban Government reported over 1700 vessels were in the port of Mariel.
The Coast Guard responded to distress calls on a case by case basis. Within a 21- hour period, Group Key West
assisted sixteen craft and had a waiting list of twenty boats which had suffered mechanical failures and
needed assistance. In addition to the Groups three patrol boats the cutters Acushnet (WAGO-167),
Dauntless (WMEC-624), and Dependable (WMEC-626), the latter with a HH-52 helicopter embarked,
patrolled the general area.
Recognition that the problem was going to grow was immediate. A request for supplemental assistance
was made to the Atlantic Area Commander who ordered additional units transferred to the operational
control of the Seventh District. The units consisted of two additional HC-131s with double crews; an HH-
3F with double crew assigned to Group Key West; two HH-52 aircraft assigned for shipboard operations;
four additional cutters and three additional patrol boats. The Coast Guard mission was to provide
maximum protection for refugee vessels transiting between Florida and Cuba. The SAR workload
continued unabated. Helicopters and surface ships coordinated efforts for maximum effectiveness. By the
end of April the volume of cases had become so heavy that accurate records could not be kept. It was
not uncommon for a cutter to have five or six boats in tow and a number of survivors on board from
swamped boats. During one 24-hour period the cutter Dauntless picked up 131 persons from six
overloaded boats, two of which were disabled. Diligence had six craft in tow, was escorting two others,
and had twenty-three persons on board from a sunken vessel.
By the middle of May emphasis was being placed on bringing order to the boatlift and stopping the flow of refugees. The revised Coast Guard Operations Order of May 15 contained an additional mission. Units were to be heavily engaged in law enforcement as well as Search and Rescue operations.
Group Key West was under the command of LCDR Sam Dennis. Key West was the primary departure and
arrival point for the exile boats making the trip to Mariel and back. The SAR responsibility was along the
coast out to 30 miles offshore. The group had quadrupled in size and operated and supported an
imposing group of additional resources consisting of 110-foot, 95-foot and 82-foot patrol boats, and a
large number of 41-foot utility boats. To assist with coastal rescue and surveillance, an HH-52A and two
HH-3F Coast Guard helicopters were also assigned.
As the tempo of operations continued to increase, with no let up in sight, the Group Commander,
burdened with increased responsibilities, needed assistance in coordinating and maintaining air assets at
his disposal. On 20 May 1980 the Coast Guard Aviation Detachment (AVDET) came into being with
LCDR Mont J. Smith assigned as “Aviator-in-Charge.” The detachment consisted of an
aircraft maintenance officer, an enlisted maintenance supervisor, four HH-3E flight crews, three HH-52A
flight crews, and three seven-man maintenance support sections. NAS Key West provided ramps space,
limited office space and messing for Coast Guard personnel. Ground support equipment was obtained
from CGAS Clearwater and a supply network was set up with CGAS Miami, CGAS Clearwater and the
Coast Guard Aviation Repair and Support Center (AR&SC) at Elizabeth City, N.C. AVDET Key West grew
into an “ad-hoc” air station -- one of the busiest in Coast Guard history -- significantly contributing to the
successful response to the Mariel Exodus. A more detailed account of the creation and operation of the
Key West AVDET is addressed at the end of this narrative.
The Cuban exile community became aware that Castro had used them. The make-up of the people leaving Cuba was different than in previous years. During the Mariel Boatlift more than 20,000 men were forced to leave Cuba without their families; an extremely small percentage of the refugees were related to those in the exile community; close to 2000 of the 126,000 refugees were convicted felons and an estimated 3000 Cuban Intelligence Service agents, given a variety of assignments, entered the United
States.
On 25 September 1980 the Coast Guard Cutter Point Thatcher was patrolling north of Mariel. A look at
the cutters radar screen showed a series of blips on the radar screen departing the harbor entrance. By
the next morning it had been confirmed that none of the 58 boats carried refugees. The boat crews told
the Coast Guard that they had been forced to leave by the Cuban government. The 159-day boatlift was
over! There were 600 stranded refugees who had already been processed that were flown out later.
RADM Stabile and staff, with Captain Raymond J. Copin as Chief of Operations, did an outstanding job.
The task at hand was huge and they were forced to react to an ever changing situation orchestrated by
Fidel Castro as well as an initial lack of a coherent policy on the part of the Administration. They opted to
augment existing staff components and operational forces within the already established organization.
Augmentation allowed the people most knowledgeable, having the greatest familiarity with the area and
resource capabilities, to direct the operation on a day to day basis. This proved to be a wise decision.
Operational authority was vested at the lowest level possible and was supported up through the chain of
command providing a great degree of flexibility and the ability to meet the ever changing requirements.
Jack Watson, President Carter’s Chief of Staff said “The Coast Guards response was outstanding, from
the top of the organization to the boat operators on the scene --- ‘Semper Paratus’ was exactly right. The
Coast Guard was ready and they had the flexibility to get the job done – they were creative in solving
problems.”
This was a large operation. The Coast Guard utilized twenty-two large cutters, eleven 95-foot patrol
boats, twenty-six 82-foot patrol boats and twenty-one 42-foot utility boats during this operation. The
Navy provided fourteen additional ships and aircraft from four aviation units. This effort also saw the
greatest concentration of Coast Guard aircraft ever. Aviation resources were critical to the Coast Guard
response to the exodus. Aircraft and aircrews were provided from fifteen Air stations. An additional
eleven Air stations provided supplemental crews. There were a total of thirty-three fixed-wing aircraft and
thirty-six helicopters that flew a total of 9,026 mission hours without an accident.
Over 126,000 refugees crossed the Straits of Florida in craft that were marginal and in various states of
disrepair. Amazingly there were only forty-five known fatalities. This is directly attributable to the talent
and professionalism of those personnel working the air and sea. Over 1,300 separate SAR cases were
reported. This is an impressive number considering that there was a period at the end of April when the
Coast Guard was too busy to record them. Thousands of lives were saved. This operation stands out in
Coast Guard annals as one of the Service’s greatest achievements.
Coast Guard Aviation Detachment Key West
The shortest distance between Mariel and a port in the United States was across the Florida Straits to Key West. To assist with coastal rescue and surveillance and provide support for forces
afloat, an HH-52 from CGAS Miami and two HH-3Fs, one from CGAS Clearwater and one from
CGAS Elizabeth City were deployed to Coast Guard Group Key West. The helicopters at Key West
were deployed from a parent air station as a pre-positioned SAR resource -- usually for a period
of two or three days. Each carried a parts and service kit and obtained support from their air
station.
On April 14 LCDR Mont Smith and LCDR Tom Burnaw arrived at NAS Key West as the CGAS
Clearwater HH-3F replacement. They obtained a briefing from LCDR Jim Leskinovitch, an HH-52
pilot and the senior aviator from CGAS Miami. Both LCDR Leskinovitch and LCDR Burnaw were
aircraft maintenance officers and Jim explained to Tom how NAS Key West had become a “drop
point” for aviation resources. A number of HH-52s would come ashore from their assigned cutter,
refuel, perform a 10-hour tail rotor maintenance check, re-supply with parts requested from their
home air station, water wash the engine and proceed back to their ship. LCDR Smith and LCDR
Burnaw analyzed the situation. Aviation assets were growing and operations were continuing
without let up. The Group Commander, LCDR Sam Dennis, burdened with a rapidly increasing
workload, needed assistance in coordinating the operation and maintenance of aviation assets.
The three met to set up a structure that would provide logistical, maintenance, and operational
support for aviation resources attached to his command. An OPLAN was drawn up and submitted
to CAPT Ray Copin, CCGD7 Operations. He bought the plan and made it happen.
The CGD7 Chief of Operations worked with COMLANTAREA to arrange personnel and aircraft
rotation cycles. Where in the past crews and aircraft had been deployed for two or three days
they were now assigned to the unit, on a temporary basis (TAD), for periods of thirty to forty-five
days. Supplemental crews were also provided. Standard Operating Procedures (SOP) were
developed and initiated. As the workload increased and augmentation crews came aboard you
were apt to have found a Mobile aircraft commander with a Clearwater co-pilot and an E City
enlisted flight crew flying a Borinquen helicopter. It all worked flawlessly --- a real credit to
service-wide aircrew standardization. The AVDET aircraft averaged eight daylight hours of
“boatlift” patrol in the Group Commanders area of responsibility. One HH-3F and one HH-52 were
maintained on a 24-hour “Bravo Zero” SAR status. An additional HH-3F was kept on two hour
standby.
AVDET Search and Rescue was on-going but of note was the launch of two HH-3Fs and one HH-
52 helicopters in darkness in the early morning hours of 17 May when a 30-root vessel carrying
fifty-two Cuban refugees grounded and sank on a coral reef south of Key West. All fifty-two
persons were hoisted to safety in an operation where twenty-three persons were hoisted by one
HH-3F, twenty-two persons by another HH-3F and seven by the HH-52 in a simultaneous
operation.
Capt William J Brogden, on the cutter Dallas, was the On-Scene-Commander surface vessels. He
acted as the command-and-control ship and strung out 210 foot WMECs, with HH-52s aboard, on
stations along the track line from Mariel to Key West. The HH-52s provided short-range
reconnaissance and tactical SAR. The concentration of helicopter assets aboard mobile support
platforms in a “target rich” environment provided a greater synergy and a high degree of
effectiveness. Capt Brogden conducted conference calls to operating units every night on HF
radio. LCDR Smith, as (AIC), participated in the net. He was briefed on operational requirements,
logistical requirements, and ascertained aircraft maintenance and parts requirements. The
shipboard helicopters had been deployed to a specific cutter --- but this was not the way to
operate efficiently and effectively in the given situation. The option of cross-platform operations
to other flight decks, including the Navy’s Amphibious Assault Vessel Saipan, was a requirement.
In addition the WMECs were limited on aircraft fuel and freshwater for engine wash. The 10-
hour rotor inspections were not labor intensive but could be difficult and sometimes dangerous
because the rotor would extend out over the fantail when the helicopter was secured in the
landing grid. A non-operational helicopter was of no value to the cutter --- so it evolved that the
helicopters would come to the AVDET for maintenance and repair, water wash engines, and
obtain a full load of fuel. The HH-52 assigned to Key West, was in many instances, utilized as an
“operational spare.” HH-52 flight crews were assigned to helicopters, not necessarily their own,
and deployed to where they were needed. Personnel and high priority cargo were routinely
transported between ship and shore. The AVDET, in addition to providing Group SAR, had also
become what the Navy would later call an AVLOGDET or “Aviation Logistics Detachment.”
All AVDET personnel were TAD. LCDR Mont Smith was relieved as AIC by LCDR Jack Stice who in
turn was relieved by LCDR Bill Meininger. Here again planning was evident. Each had been
assigned to the AVDET prior to being appointed AIC and each was familiar with the “Drill” prior to
becoming AIC thereby providing continuity.
This was a truly remarkable operation. A group of LCDRs, strongly backed by CAPT Bob
Whitley, Commanding Officer CGAS Clearwater and CAPT Ray Copin, CGD7 Chief of Operations,
planned, established and operated an “ad-hoc” air station under the Group Commander with an
operational workload as great or greater than any other aviation unit at the time. AVDET Key
West was not a dedicated unit – it was operationally created by men of vision who were willing to
operate outside the box and answer for it. The unit was exceptionally well run and highly
effective. It became the model for future aviation deployments in support of alien and drug
interdiction operations.
1981: Coast Guard Air Detachment Guantanamo Bay Cuba
Established:
Utilizing the experience gained from AVDET Key West, representatives from the Seventh District
Operations, Air Station Miami and Air Station Clearwater drafted detailed Operation Orders, well in
advance, to delineate personnel tasking, a concept of daily flight support, a communications plan, and
aircraft maintenance/supply procedures. Support for the operation was provided by the Seventh Coast
Guard District with Air Station Clearwater providing operational and logistical support and Air Station
Miami providing the helicopter maintenance support. HC-130 aircraft were deployed to GTMO (Naval
Station Guantanamo Bay, Cuba) from Air Station Clearwater on a weekly basis. While at GTMO they flew
four to five hour surveillance patrols. During the initial period HH-52 helicopters and crews from Air
Stations Traverse City, Brooklyn, Savannah and Miami rotated through the AVDET. Two HH-52s were
attached to the AVDET at a time. The helicopters alternated between a week at sea onboard the WHEC
and a week ashore at the AVDET for maintenance and logistical service to the cutter. The deployed
helicopter ranged extensively throughout the flying area. Three C-130 loads of personnel, ground support
equipment, a communications van, and an extensive HH-52/HC-130 spare parts allowance began to
arrive in GTMO on 5 October 1981. Four days later USCG Aviation Detachment (AVDET) Guantanamo
Bay, Cuba became an operational reality. The Aviator-in-Charge concept was again utilized and LCDR
Mont J. Smith was assigned this responsibility.
A typical interdiction was similar to one which occurred in late October. An HH-52 sighted an
unseaworthy and overloaded sailing vessel. The USCGC Chase intercepted and removed fifty-six Haitians
from the now sinking thirty-five foot vessel. As soon as they arrived aboard the Chase, all were given
medical examinations and then they were extensively interviewed by the Immigration Service Officer
through the Immigration interpreter to determine if any had valid claims of asylum in the United States.
None made claim for asylum and they were returned to Port Au Prince where they were met by officials
of the Government of Haiti, the Haitian Red Cross and staff from the American Embassy.
Commenting on the operation, CAPT Douglass Currier, the Commanding Officer of the Chase said that
without the helicopter the interception would probably not have been made and the Haitians would have
perished at sea. Coincidentally, interception and seizure of drug smuggling vessels had increased
considerably since the beginning of the operation. By mid November the seizure of the fifth drug ship had
occurred. The estimated street value of the contraband totaled more than $14 million. When the Chase
was relieved on station in early December CAPT Currier sent a message to the AVDET, information to the
Seventh District, praising the flight crews for their skill, dedication, support and professionalism displayed.
The message included his personal BZ (Bravo Zulu - "Well Done").
The AVDET Guantanamo Bay was a continuing success. Once again the concept had been proven. During
drug interdiction activities in 1984-85 an AVDET was established at Curacao. AVDET GTMO was used
during the late ‘80s for air interdiction missions and again in 1994-95 during a peak interdiction period as
well as a number of times since. The AVDET is maintained in a skeletal form and is fully activated when
operations dictate. At present HU-25 aircraft are operating out of GTMO on interdiction missions and HH-
65 helicopters support the Coast Guard Port Security Detachment.
1982 -- Coast Guard and Department of Defense conducted joint
evaluation of Lighter Than Air (LTA) aircraft:
In addition to operating tests, additional costs such as acquisition costs , capital investment in real estate
and facilities, personnel, training, and maintenance were determined and taken into consideration to
provide a comprehensive cost comparison. The airship came off well. The hourly cost of the 210-foot
cutter was about 15 percent lower than an airship but the airship can perform a larger range of missions.
The airship cost 15 percent less to operate than the HU-25 Falcon medium range search aircraft, half of
what it cost to operate 378-foot cutters and the C-130 long-range search aircraft, and 70 percent less
than the H-3 medium range helicopter. It found that airships could perform long-endurance missions
beyond the capabilities of helicopters and some vessels. An airship could interact with surface units more
directly than fixed-wing aircraft. These missions were within the abilities of the larger vessels but with an
airship, could be done in half the time and use one sixth the fuel.
A contract was signed January 20th between the Navy and Airship Industries Ltd. Of Great Britain for
lease of an AI-500 airship for evaluation purposes. The AI-500 was the same size as the “Goodyear
Blimp” with a payload capacity by weight of plus 40percent. This efficiency was achieved by the use of
vectored thrust propulsion and light weight materials such as Dacron/ Mylar for the envelope and a rigid
structure of glass-reinforced plastic and suspension cables of Kevlar. The nearly exclusive use of
nonmetallic components produced an aircraft with a very small radar signature ----a “stealth blimp.” The
envelope and components were transported to Toronto Canada for assembly. The AI-500 was assembled
and then flown to Elizabeth City North Carolina for the evaluation phase of the project. The airship
operated out of the nearby Weeksville blimp base. The base consisted of two blimp hangars which served
as the site of an extensive U.S. Navy airship activity up until the mid 1950s.
The on-site test program was under the direction CDR James Webster, USCG. During the test
flight phase data was gathered in a number of areas. The airships response to wind gusts and the
effectiveness of the control and propulsion systems during critical landing and retrieval conditions was
documented. The quality of the ride, safety, and vibration levels were monitored. The radar performance
and the airships ability to use night vision devises for effective 24-hor surveillance was evaluated. These tests were conducted by
pilots and crewmembers from the Elizabeth City Air Station. The data obtained was used to verify a NASA
computer simulation program.
The Coast Guard established Mobile Aerostat Platforms on board leased vessels commencing in July of
1985. Ships were civilian contracted. They were used primarily in the “choke points” and targeted surface
vessels. Coast Guard personnel operated the radar computer package. The civilian master and crew
operated the vessel as directed by the Coast Guard officer-in-charge. They performed well but were
susceptible to weather. Strong winds could damage the Aerostat and, being tethered, a lightning bolt
could severely damage the electronic package. When bad weather was encountered a decision had to
reposition or bring the Aerostat down. In 1987 the Coast Guard was assigned co-responsibility for air
interdiction. Four E2C AWACs were operated for air surveillance purposes. Both of these operations were
effective but single mission and expensive.
The airship could have provided a mobile platform able to operate in both land and marine environments.
It could operate at a higher altitude than the shipboard aerostat did, providing more range. It would not
have been tethered and would have been much less susceptible to weather. Equipped with the proper
radar inside the envelope it could have performed both surface and air surveillance. Its non metallic
construction would have made it hard to detect on radar and its speed would have allowed it to keep up
with the “go-fasts” of the time. The endurance would have provided a 24/7 surveillance in the departure
zone off the coast of Columbia as well as other areas. It would have had multi-mission capabilities. The
total cost including support would have been significant but in all probability nowhere near as great as
the combine expenses for the Aerostats and the E2Cs.
Would this have been a cost and operationally effective operation? There is no way of knowing.
1982 – HU25 Falcon Jet Enters service:
It is 56.25 feet in length, 17.6 feet in height, and has a crew of five. Its ceiling at Mach .855 is 42,000
feet and it flies at 350 knots at sea level and 380 knots at 20,000 feet. The Falcon's ability to operate
from sea level to altitudes of 42,000 feet makes it suitable for Coast Guard's missions of search and
rescue, drug interdiction and marine law enforcement. Key features include computer controlled air
navigation system, surveillance system operators console, surveillance camera and avionics adapted for
oil pollution over-flight detection. Forty-one HU-25, medium range surveillance fan jets replaced the HU-16E Albatross and the C-131A Samaritan prop driven aircraft, in the Coast Guard aviation fleet. The Guardian's modern technology and
design enhances its performance as the services first multi-mission jet. It is twice as fast as previous
Coast Guard fixed wing aircraft and can get to the scene quickly to perform its role.
The airframes were assembled in Little Rock, Arkansas at Falcon Jet Corporation, a subsidiary of
Dassault-Brequet Aviation.
The acrylic search window, drop hatch for delivery of emergency equipment to
vessels, and other fuselage modifications unique to Coast Guard aircraft were made at Grumman Aircraft
Corporation in New York. The Garrett turbo fan engines were manufactured in Phoenix, Arizona
specifically for the aircraft's long flights. The computer controlled air navigation system was built by
Rockwell International, Collins Avionics group in Cedar Rapids, Iowa. The HU-25 had surveillance system
operators (SSO) console including Texas Instruments radar with 160-mile range, manufactured in Dallas,
Texas.
In 1997 the Coast Guard initiated a study to determine the mission profile of the HU-25. The reason for
this study is a part of continuing efforts to extend the service life of the HU-25. Dassault-Falcon Jet
developed a program whereby Falcon 20's (the HU-25 is really a Falcon 20G) can have its' service life
extended from 20,000 flights and 30,000 landings to 40,000 flights and 60,000 landings. The aircraft
would first undergo a Major Corrosion Inspection and then periodic additional inspections in critical areas
to assure the airplane can continue to fly. To put this in perspective, the Coast Guard has been operating
the HU-25 since 1982 and by 1997 the aircraft with the highest time was only about halfway through its
initial service life. Civilian Falcon aircraft track flights, while the Coast Guard has always tracked only
hours and landings. Pressurization cycles of the fuselage are the most critical factor for the HU-25.
A program, to upgrade the sensor capability on HU-25 aircraft resulted in the HU-25B variant. The HU-
25B was equipped with the Aireye Surveillance System and wing pads carrying side-looking radar (SALR)
The upgrade was delayed due to funding and technical problems. The project goal was to capture the
analog output of the HU-25B sensors, convert it to a digital signal, and be able to process the data on a
computer. The hardware for the first installation was installed on CG 2118 in Kalispell, Montana. Software
integration problems were the driving force in the delay of the program.
Additional sensor upgrades resulted in the HU-25C and HU-25D variants. The HU-25C, used for air
interdiction, is equipped with an APG-66 air intercept radar, improved Forward Looking Infra Red (FLIR)
radar, and an Electro-Optical day color Electro-Optic device, military satellite communications and
advanced tactical workstation, with data base, capable of tracking up to 30 surface contacts
simultaneously significantly improving command, control, communications, computers and intelligence
capabilities. The HU-25D has the same FLIR/EO/LLTV/ Tactical Workstation as the HU-25C but is
equipped with the AN/APS-143(V) Inverse Synthetic-Aperture Radar (ISAR) system.
1982 - OPBAT – Operation Bahamas Turks and Caicos; A
cooperative drug interdiction operation initiated:
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