Office of Public Affairs
U.S. Coast Guard

Date: Dec. 7, 2009

Contact: 
U.S. Coast Guard External Affairs
(504) 671-2020

Click the above image to obtain a high-resolution version.

Office of External Affairs
U.S. Coast Guard

Date: Dec. 5, 2009

Contact: Petty Officer 2nd Class Thomas M. Blue
(314) 603-5966

1st operational Coast Guard UAS pilot ready to develop program

U.S. Coast Guard story by Petty Officer 2nd Class Thomas M. Blue

A CBP Predator-B UAV taxies to a runway. CBP photo

After eight years of testing the Department of Defense Unmanned Aircraft Systems program, the U.S. Coast Guard has its first qualified operational UAS pilot ready to develop and implement training and standardization for the service’s newest branch of aviation assets—UAVs or Unmanned Aerial Vehicles.

Coast Guard Lt. Thomas Shuler returned to his duty station at the Coast Guard’s Aviation Training Center in Mobile, Ala., as a qualified UAS pilot, after landing his General Atomics Aeronautical Systems MQ-9 Predator at the U.S. Customs and Border Protection (CBP) Training Facility in Sierra Vista, Ariz., Oct. 21, 2009.  

“It’s an honor to train with the CBP and to earn the title as first operational UAS pilot,” Shuler said.

While Shuler is the first operational pilot, he was not the first Coast Guard pilot qualified to fly a UAS.  That distinction is held by Cmdr. Jose Saliceti, now stationed at the U.S Navy’s Commander Operational Test and Evaluation Force in Norfolk, Va. 

U.S. Coast Guard Lt. Thomas Shuler, flies the Predator-B from inside a ground control station. CBP photo.

The Coast Guard is currently working with the Navy evaluating and testing different UAS platforms to determine those best suited for maritime deployment operations.

The Coast Guard’s UAS testing began in February of 2001 when a Boeing Condor UAV deployed aboard the Coast Guard Cutter Harriet Lane to evaluate how a UAV would operate from a cutter and its potential as an asset.

Since then, the Coast Guard’s research and development branch in Groton, Conn., working alongside the U.S. Air Force, U.S. Navy, and other Department of Homeland Security agencies, has been steadily testing several of the U.S. government’s UAS platforms already in use by the DoD.

Coast Guard pilots attend a nine-week CBP UAS training course. They train first at the UAS Operations Center in Grand Forks, N.D., located on the Grand Forks Air Force Base and secondly at the Predator-B training facility at Fort Huachuca, in Sierra Vista, Ariz.

“It was an easy fit and transition, training under the CBP,” explained Shuler.  “The missions they fly are similar to the missions we fly every day.”

Shuler, a six-year veteran as an HU-25 Guardian pilot, decided to enroll in the UAS program once he saw the opportunity to succeed in the Coast Guard utilizing a new aircraft and technology. He will maintain his qualifications on both airframes, therefore increasing his operational capabilities.

“I decided to apply for the UAS program because I wanted to be part of something new and innovative in the Coast Guard,” Shuler said.  “Along with my command giving me the opportunity to succeed with this new technology, I will have a footprint in bringing a new aircraft and technology into Coast Guard aviation.”

Now back at ATC Mobile, Shuler, along with a few other newly qualified pilots and maintenance officers, will take on the ever important task of developing standards and training program for the newly created UAS branch. 

“With such a new technology, there are new challenges and hurdles to cross,” Shuler said with confidence.  “We ask ourselves, ‘How are we going to use a UAS in the Coast

Guard and use it to the Coast Guard's advantage in support of SAR or Homeland Security?’  Implementation of new technology and a new aircraft is always an obstacle but one the UAS Branch looks forward to tackling.”

At this early stage of development the UAS branch team will be responsible for developing manuals and procedures and also creating maintenance schedules.  All components needed to bring the program on line. 

Also, the UAS program is scheduled to get its first maintenance officer, Chief Warrant Officer Scott Corner, an aviation engineer also stationed at ATC Mobile.  

“I’ll be attending several maintenance schools and developing a maintenance schedule for the UAS program,” Corner said.  “Also, I’ll be looking at the other branches and see how each conduct and oversee their individual UAS programs and find the best way for us to administer ours.”

Another part of the branch development stage is getting crewmembers qualified to maintain and repair the UAVs. Procedures and steps are being established to send enlisted aviation maintenance technicians to UAS maintenance schools in the future.

These procedures are important when developing the program since Coast Guard crewmembers are responsible for repairing and maintaining each airframe in the fleet and do not contract out any maintenance or repairs. 

Each branch of Armed Forces utilized the UAS program in its own way.  The common mission to protect and defend is the same, but there are different platforms and standards. This is where Shuler and the UAS branch members’ roles are so important.  What they develop and propose will lay the foundation and groundwork for future Coast Guard UAS pilots.  

“What we develop, if approved, will be incorporated into the Coast Guard Air Operations Manual,” Shuler said.  “Basically outlining what we can and cannot do with the aircraft.”

The Coast Guard is currently testing two different UASs: the Northrup Grumman MQ-8 Fire Scout and the MQ-9 Predator. Each UAS has very distinct differences and capabilities, one of them being a fixed-wing and the other a helicopter.

“It’s an awesome program with a lot of potential to increase Coast Guard capabilities,” said Shuler. 

For instance, according to a CBP fact sheet, the MQ-9 Predator B can reach altitudes of up to 50,000 feet, fly at speeds of approximately 240 knots, has a range of approximately 3,222 miles and can fly for up to 30 hours.  This flight duration greatly increases how long the Coast Guard could stay on station during a search and rescue mission. 

During a case with multiple people in the water and air assets needing to switch out and refuel, an UAV could stay on scene and monitor situational developments, relaying real-time video and other information to search and rescue controllers on the ground or aboard cutters.

Another advantage to the flying a UAV is its ease of piloting from anywhere in the world.

“It’s really amazing technology,” Shuler says.  “We fly the Predators from the ground control station, which means: I can be sitting overseas and fly a mission in Las Vegas if needed.

A CBP ground control station. CBP photo

The GCS is basically a cockpit built into a high-tech trailer that can be towed anywhere it’s needed.  It is equipped with all the latest communications and optical viewingapparatuses needed to fly a $10 million dollar remote-controlled aircraft. Included in GCS are HF, UHF, VHF radios, cellular satellite communications, infrared radar, GPS, TV monitors and several types of recording devices that can store and relay real-time information for strategic planning and observation of missions all over the world.

Lastly, as the early stages of the Coast Guard UAS program are being developed, Shuler and the new branch crewmembers will be working alongside the CBP flying joint missions on a regular basis. As of now, there are three locations crewmembers will deploy in support of CBP law enforcement missions: Cape Canaveral, Fla., Grand Forks, N.D., and Fort Huachuca, Ariz.

These missions and continued training with CBP will not only maintain the Coast Guard’s UAS pilot’s qualifications, but also aid in the development of the Coast Guard’s UAS program and lay the foundation for future pilots to follow.

For more information on the U.S. Coast Guard's UAS program click here.

Saving Lives and Guarding the Coast Since 1790.
The United States Coast Guard -- Proud History. Powerful Future.

###

Office of External Affairs
U.S. Coast Guard

Date: June 11, 2009

Contact: PA3 Jaclyn Young
(504) 671-2020

Coast Guard Station Gulfport overcomes hurricane devastation
(Story and photos by Petty Officer 3rd Class Jaclyn Young)

GULFPORT, Miss. — One hurricane would be a strong enough force to slow down most organizations, and probably enough to stop some altogether.  For Coast Guard Station Gulfport, it's another story.

Compliments of Hurricane Katrina, a 26-foot wave of water blasted into Station Gulfport on Aug. 23, 2005, leaving nothing but a splintered frame.

Four years, three hurricanes and $17 million later, Station Gulfport now stands bigger and better than ever.

 "With Hurricane Katrina and Gustav, we lost our Coast Guard home twice," said Chief Warrant Officer Brandt Martin, commanding officer of Station Gulfport. 

 "In the midst of devastation each time, we have still been able to watch over hundreds of miles of waterways, conduct 150 plus search and rescue cases, save 35 lives, and assist mariners in distress," said Martin.

On May 22, 2009, Station Gulfport held a ribbon cutting ceremony, attended by U.S. Coast Guard Commandant Adm. Thad Allen, Rear Adm. Joel Whitehead, commander of the Eighth Coast Guard District, and Mississippi Congressman Gene Taylor, to commemorate the new station and move on from previous hardships.

The new facility is now home to a multi-mission station, harboring the Gulfport aids to navigation team and the Coast Guard Cutters Razorbill and Pompano.  The new station is also equipped with a new boat bay, storage facility, and moorings for station small boats.

"This facility's dedication represents a huge commitment to maintaining the robust Coast Guard presence on the Mississippi Coast," said Whitehead.  "The Coast Guard has enjoyed an outstanding partnership with the state of Mississippi and the cities of Gulfport, Biloxi and Pascagoula for many years.  We couldn't ask for better cooperation." 

One example of the partnership is when U.S. Marine, a boat company specializing in building special mission capable boats for military and other agencies, accommodated the crew of Station Gulfport with their temporary facilities, when Station Gulfport's were destroyed last summer during Hurricane Gustav.

 "We were in quite a bind until they stepped forward to help," said Whitehead.  "It really allowed Station Gulfport to continue performing their mission." 

The crew faced tough living conditions and continued adversity while the new station was being built, yet they maintained superb operational effectiveness. 

"The crew's resiliency, responsiveness and hard work in getting this station up and running exemplified the Guardian Ethos," said Whitehead.

"I was here during the modular buildings, living in the trailers, throughout hurricanes Gustav and Ike," said Petty Officer 2^nd Class Caleb Strong.  "It was real bad, but I can say that it brought our crew closer together.  It kind of dispersed us between two different facilities, but between the two facilities we've actually been able to focus a lot more on work, being on the boats and doing things out on the water instead of worrying about where we were living."

"We've had the dream of getting into this building, and now it's finally here," expressed Strong.

 "It was extremely tough for the crew after the station was destroyed," said Martin.  "Our main focus became the motivation of our crew to stay professional and advance in their careers even through the difficulties around us."

 "Everyone has advanced at least one pay grade since I assumed command here in 2007," said Martin.

Now as the crew gets comfortable working in their new space, they can prepare for future hurricane seasons with more confidence.  The new building has a lot more structural integrity than other buildings in the area. 

Station Gulfport was built to withstand Category 4 hurricane winds traveling at 160 miles per hour.  The first floor of the building has walls designated to give during flooding to help water flow without destroying the entire base of the building allowing the station to stand even with an 18-foot storm surge. The facilities watertight integrity extends beyond doors and windows by including a watertight elevator. The building also has a generator designed to provide power for six full days before resorting to outside sources.

Station Gulfport, which houses partner agencies boats including Customs and Boarder Patrol and the Mississippi Dept. of Marine Resources, hopes to become an emergency operating command to all assisting agencies during future hurricane responses.

 "Wherever we meet, I assure you we will be Semper Paratus with whatever we do," said Martin.

Even when the crew of Station Gulfport suffered personal losses and worked out of trailers for months on end, they kept watch on Mississippi's maritime community as guardians of the Gulf Coast.  Now with a new building and all new facilities to back them up, the crew can rest assured that they will continue to stand tall when faced with the adversity of hurricanes.  

To view images of Coast Guard Station Gulfport click on the links below:

Office of Public Affairs
U.S. Coast Guard

Date: March 20, 2009

Contact: PA3 Tom Atkeson
(618) 225-9008

Biloxi, Miss. - In this video released by the U.S. Coast Guard, Coast Guard investigating officers from Coast Guard Sector Mobile, Ala., respond to the the towing vessel, Cheryl Stegbauer, after it allided with the Popps Ferry Bridge in Biloxi, Miss., Friday, March 20, 2009, which resulted in a 150-foot section of the bridge collapsing into the bay.

U.S. Coast Guard video / Petty Officer 3rd Class Tom Atkeson

http://cgvi.uscg.mil/media/main.php?g2_itemId=500362

Click the above link to obtain the video..

Office of External Affairs
U.S. Coast Guard

Date: Feb. 9, 2009
Contact: PA3 Jaclyn Young
(504) 671-2020

Operation Big Tow confirms 99% of towing vessel operators properly licensed

By Petty Officer 3rd Class Jaclyn Young, D8 External Affairs

NEW ORLEANS - The Eighth Coast Guard District recently completed Operation Big Tow, a three-month long effort designed as a result of a collision between a cargo vessel and a loaded oil barge on the Mississippi River that spilled more than 282,000 gallons of #6 fuel oil to spill into the river.  Operation Big Tow was designed to ensure vessel operators were properly licensed for their respective vessel's size, type and route.

An initial investigation into the July 23, 2008 collision that closed nearly 100 miles of river near New Orleans revealed that a crewmember operating the Mel Oliver, an uninspected towing vessel (UTV) pushing the barge was improperly licensed.  UTVs are towing vessels 26-feet or longer and must be under the direction of a licensed master.

In November, District Eight launched Operation Big Tow, which had the primary purpose of ensuring UTVs were operated by individuals with the proper licenses and endorsements through spot checks and safety exams.

"The Mel Oliver collision cast doubt over whether UTVs were under the command of properly licensed operators," said Capt. Verne Gifford, chief of the Eighth Coast Guard District Prevention Division.  "Operation Big Tow was necessary to restore confidence in the towing vessel industry."

The Coast Guard used three tactics to verify licensing compliance: examinations of vessels, contacting vessels by radio and mobile phone, and auditing the entire list of a company's operators.

"The desired outcome of the operation was to look into licensing issues needed to help get qualified pilots on the river thus making the river safer," said Lt. Cmdr. William Daniels, with the Eighth Coast Guard District Waterways Management.

In an effort to minimize interference with day-to-day commercial operations, examinations were conducted at locks, where it was possible to get on the vessel while it was waiting to transit through.  Therefore, the only vessels delayed were those with operators who had licensing deficiencies.  

The Coast Guard's Vessel Traffic Center's (VTC) were also used to help expedite the operation.  These VTCs operate in areas of heavy vessel traffic, and the VTCs used cameras, radar and automatic plotting systems to identify and contact every UTV in an area.  

Any towing vessel in the area was contacted using VHF radio by the VTC, and then referred to a call center.  When the vessel operator called they were asked about licensed mariners onboard and questioned about their licenses.  A response team that included a marine inspector and/or an investigator was on call to go aboard any towing vessel that could not respond properly to the questions.  These call outs allowed the Coast Guard to contact every vessel navigating on the Mississippi River through key areas. 

In total, more than 3,400 licenses were reviewed and only 43 licenses were found to have issues.  This included expired licenses and lack of proper endorsements. 

"The high percentage of vessels in compliance with Coast Guard standards is not surprising.  Industry members have always tried to do the right thing, ensuring that their vessels are operated safely by licensed operators," explained Lt. Cmdr. Robert Keister, chief of vessel and facility inspections for the Eighth Coast Guard District.

Coast Guard Sector New Orleans was the first to participate in Operation Big Tow, conducting a seven-day operation Nov. 14 -20, 2008.  All Sectors in the Eighth District followed shortly after.  Collectively, the seven Sectors that make up the Eighth District were able to thoroughly check that vessels navigating in or through the district were operated by properly licensed personnel.  Company audits were conducted when the Coast Guard requested a company to voluntarily provide a list of all licensed operators for Coast Guard verification of licensing compliance.

Among the various discrepancies found were a number of captains who do not posses a Western Rivers endorsement.  This license endorsement gives authority to operate on the Mississippi River and its tributaries South Pass and Southwest Pass.  Vessel operators without this endorsement were referred to the Regional Exam Center.  Vessels were not permitted to continue transiting on the river until qualified personnel were made available to man the vessel.

"We and our partners are committed to ensuring that the mariners are licensed while ensuring the safety of the mariners," said Daniels.  "Although focus of the operation began as licensing issues, safety exams were added to watch against potential hazards on the river."

The examinations also allowed the Coast Guard to gauge compliance with key safety equipment requirements.  Safety checks ensure towing vessels are equipped with appropriate operator licenses, an original certificate of documentation, a life ring buoy, appropriate life jackets, and appropriate fire extinguishers. 

All totaled, nearly 99 percent of vessels were operated by properly licensed operators.  Using information gathered from this operation, The Coast Guard is directing efforts toward better identifying the 1 percent that are not in compliance.

"This operation highlighted how we can work with industry to minimize impact to commerce while maximizing the positive effect on safety.  It is a first step, and we are prepared to continue sending the message that non-compliance doesn't pay," said Gifford.

###

Office of External Affairs
U.S. Coast Guard

Date: Nov. 10, 2008

Contact: Petty Officer Renee C. Aiello
(713) 578-3080

THE FEROCIOUS WILL TO LIVE
by: Petty Officer Renee C. Aiello

In the early morning hours of June 7, 2008, Steven Conway, a retired Coast Guard commander, assessed his situation. Moments before everything was going so very right, and now everything was going so very wrong. Moments ago he was enjoying the company of his fellow crewmembers.  Now four of his fellow crewmembers were bobbing alongside Conway in the Gulf of Mexico, and a sixth crewmember was missing.  The events that transpired over the following days formed an equation like none other:

• Twenty-six hours at sea testing the mind, body and soul of five men
• Five men with a ferocious will to live
• Four lifejackets providing the buoyancy needed to give these men hope
• One man with the ability to confidently lead his fellow sailors through the ensuing peril and fear of the unknown

The afternoon prior, Conway, along with fellow sailing safety instructor Roger Stone, and students Joe Savana, Ross Busby, Travis Wright and Steven Guy, set out to participate in the Veracruz Regatta onboard the Texas A&M sailboat Cynthia Woods.  The crew was one of several sailing from Galveston, Texas, to Veracruz, Mexico, in what was supposed to be a routine race to promote the sport of sailing.  After a full day of sailing, complimented by fair seas, the late night hours of June 6 brought peril which tested the human strength and endurance of these six sailors.   Conway, who is currently the director of computing and information services at Texas A&M University at Galveston, said there was nothing out of the ordinary about the first day of the race.

"It felt like a regular day to me," said Conway.   

Conway's wife, Mary, had a different feeling about race day.  She described a lurking feeling of unease while driving her husband to the start of the race.  She recalls kissing him goodbye, and having this overwhelming feeling of needing to wrap her arms around Conway one last time.

"That feeling of unease was just so strong," said Mary Conway. 

The crew of six set sail on June 6, prepared to enjoy the camaraderie that accompanies these types of sailboat races.  As the first day of the race drew to a close, Conway was at the end of an 8 p.m. to 12 a.m. watch.  At approximately 11:30 p.m., June 6, Conway said he saw a white interior cabin light come on and he heard Stone yell from below deck, "We are taking on water.  Start the engine."

"Then he yelled up, ‘dowse the sails,'" said Conway. 

The following sequence of events would be life-altering for the crew of the Cynthia Woods.  The keel had apparently separated from the sailboat, said Conway.  The sailboat then suddenly rolled 90-degrees onto its side, and finally came to rest flat down on the water, said Conway.

Thirty-seconds later the Cynthia Woods had capsized, said Conway.

"There was this really surreal experience of things not being how they were supposed to be," said Conway, a 1975 Coast Guard Academy graduate. 

Of the six crewmembers, Savana, Busby and Conway were above deck, and Stone, Wright and Guy were below deck.  One by one, Savana, Busby, Conway, Wright and Guy surfaced.  The following moments were tense, as these five sailors waited for Stone to surface.

"We looked and watched, and Roger never surfaced," said Conway.

Conway would later discover that Stone had physically pushed Wright and Guy, both of whom where below deck with Stone, from the capsizing sailboat.
 
"He was a selfless person.  He would never have gone out first," said Conway.

At this instant, Conway knew that in order for the five remaining crewmembers to survive he would have to draw upon his 21-years of service in the Coast Guard to see them all through the following hours.  At this point, the sailboat was almost completely submerged, said Conway.  The only parts slightly visible were the bottom of the hull and rudder. 

Instinctively, Conway knew he and the crew had two options:  either all five crewmembers stay with the sailboat or all five crewmembers stay together.  Conway and fellow crewmember Guy attempted to swim back to the sailboat to retrieve the horse collar, which is a life saving float, but the pair were unable to retrieve it, said Conway. 

Once Conway and Guy swam back to the other three crewmembers, Conway assessed the situation.  He decided it would be most beneficial if the five men stayed together, instead of attempting to stay with the submerged sailboat.  Between the five men, they had four lifejackets, said Conway.  Guy was the only crewmember without a lifejacket.  Now was the time for Conway to put his Coast Guard seamanship and survival skills to work.

"Those things just come back.  All that stuff you did in training, it really works.  It helped not just me, but I shared it with the students," said Conway.

It was decided that Guy would be tethered by Conway's belt between Conway and a third student, who was wearing a lifejacket, said Conway.  The remaining two also tethered themselves to one another using a safety harness, said Conway.  They did everything they could to prevent separation, he said.

The nights proved to be as challenging as the daylight hours, said Conway.

"The dark is harder psychologically," he said.

Under the cover of darkness, these five men constantly battled the turbulent surf.  Every three to five minutes, said Conway, the men were choking on salt water.  As 5-foot waves crashed over their heads, the men struggled to expel the salt water they were slowly ingesting, said Conway.

The daylight hours provided a different set of challenges.  Not only did the men have to contend with dehydration and sunburned skin, but their presence had attracted the attention of underwater creatures, said Conway.

On Saturday, June 7, the men started feeling something bump their legs.  Conway described a 4-foot fish circling the group for the better part of four hours.  He identified it as a Ling fish, a game fish common to this area.  By this time on June 7, Coast Guard rescue crews were out in full-force searching for the Cynthia Woods. 
Even though Coast Guard crews were diligently searching, Conway knew it would take an expert eye and numerous search and rescue passes to pin-point their exact location. The five men watched with heavy hearts in the late morning hours of June 7, as a Falcon jet crew made three search passes over the area of the capsized sailboat, said Conway.
By this point, the five men had settled into various roles within the group.  Conway told stories to lighten the mood, Ross was the official time keeper, Guy was the morale booster, Savana was the comedian and Wright was the student skipper.  Their fierce will to survive helped these men surge forward, said Conway.

"These four students did an outstanding job in an extraordinary situation.  They didn't panic, they kept their wits about them and once they got to the surface, they stayed positive," said Conway.

Throughout the day on June 7, Conway noticed the CGC Manowar off in the distance completing a search pattern and a commercial shrimp boat, but both were too far away to see the five men floating in the Gulf of Mexico.

The five men mentally prepared themselves for yet another night in the water on June 7.  Though mentally and physically drained, these men still exhibited a strong will to survive, said Conway.

At approximately 1 a.m. on Sunday, June 8, Conway's attention was turned toward the sky.  He heard the unmistakable hum of an HH-65C Dolphin helicopter.  To attract the helicopter's crew attention, Conway simply beamed light from the $2 flashlight affixed to his lifejacket.  The helicopter hovered, for what seemed like an eternity, above the five men, said Conway. 

The rescue helicopter crew consisting of Lt. Justo Rivera and Lt. Gary Allen, Chief Petty Officer Albert Shannon, a Coast Guard rescue swimmer, and flight mechanic Petty Officer Louis Bishop, completed several search patterns within close proximity of the five men.  Bishop was the first to spot the beam from Conway's flashlight, said Shannon.  He reported the unusual light to the pilots and they fixed their position on that beam.  The helicopter was now holding steady in a 50-to-100-foot hover above the five men, he said.  As the crew painstakingly scanned the water through night vision goggles, Rivera exclaimed, "those are life jackets," said Shannon.

"As soon as we saw the lights, I turned around and changed out of my flight suit.  Everybody in the crew transformed from search mode to rescue mode," said Shannon.

After 26 hours at sea, enduring the loss of a fellow crewmember and over-exposure to the harsh elements, one-by-one the five men were hoisted to the safety of an Air Station Houston helicopter.

"The odds were definitely stacked against them.  They did everything right.  They did everything by the book.  I definitely think the five of those guys are alive because of Steve Conway and his training," said Shannon. 

Shannon, who has dedicated 20 years of service to the Coast Guard, said this will be one of his most memorable cases.

"When you are searching out there you have to remember that these people have families and loved ones.  I'm reminded of that with this case when Mary Conway wrapped her arms around me and cried, thanking me for saving her husband," said Shannon.

Dr. R. Bowen Loftin, vice president and CEO of Texas A&M University at Galveston, was highly involved on the university's end with this particular case.  He is familiar with the skills and abilities of all the men that were onboard the Cynthia Woods at the time it capsized.

"Steve is a seasoned Coast Guard officer and from that he knows exactly what the Coast Guard's rescue operations are like.  Steve is also an excellent sailor and an excellent leader for our young people here," he said.  "Texas A&M is known worldwide for its faculty, staff and graduates putting others first.  We call that selfless service.  Steve, in this event, put himself behind the students.  He embodies the spirit of Texas A&M," said Loftin.

Now that Conway has settled back into the routine of life, he has had time to reflect on the events of that catastrophic weekend, said Conway.  He's taken a slightly different approach to dealing with life's little pleasures.

"I've decided I'm going to savor life more.  Life is wonderful.  The only difference now is I'm going to take a little extra minute to enjoy it," said Conway.

As for the loss of his friend and fellow sailing and safety instructor, he will feel that void for a long time to come, said Conway.

"Roger Stone was a good sailor, humble, quiet, classic salt-of-the-earth person.  A good solid guy.  He has an amazing family and they reflect Roger," said Conway.

Photos may be obtained by contacting Petty Officer Renee C. Aiello

###

Office of External Affairs
U.S. Coast Guard

Date: Nov. 10, 2008

Contact: Petty Officer Renee C. Aiello
(713) 578-3080

MOORE'S MONUMENTAL MOMENT
(by: Petty Officer Renee C. Aiello)

Hurricane Ike was a natural disaster that will long be etched in the minds of Texans for years to come.  Thousands of Galveston-area residents suffered devastating loss.  For Petty Officer 3rd Class Shane Moore, a Coast Guard rescue swimmer, the events of Hurricane Ike will be etched for a lifetime in his memory, but for a different reason.  Moore, a 23-year-old Cabot, Ark., native, earned the first rescue of his rescue swimmer career during the course of Hurricane Ike.

Moore joined the Coast Guard at 20.  He was two years out of high school lacking direction.

"I was out of high school and working odd jobs.  My sister was in the Coast Guard, so I said ‘why not,'" said Moore

It was never in his game plan to become an Aviation Survival Technician.  His first career choice was as a flight mechanic.  When he first joined the Coast Guard he admits to unhealthy habits that would prevent him from successfully completing the AST rate's strenuous training. 

All that changed while he was stationed in Key West. Moore said he made a conscious decision to begin a daily running program, clean up his eating habits and start swimming to prepare for AST A-school.

Once he graduated A-School and received orders for Air Station Houston, never in his wildest dreams, would Moore predict his first rescue would come during the devastation of Hurricane Ike, he said.

"When Hurricane Gustav came through I thought we would help some people, but after I thought we would be OK.  I never though anything like Ike would happen," said Moore.

Moore arrived at Air Station Houston on Nov. 1, 2007.  He diligently worked to complete his final qualifications, and in May 2008 he became qualified to stand duty as a rescue swimmer.  Between May 2008 and September 2008 Moore stood regular duty days.  During those five months, the search and rescue alarm would sound, but not one case resulted in a rescue.  That was until Hurricane Ike reared its ugly head.

On Friday, Sept. 12, 2008, as Air Station Houston personnel made the necessary preparations for landfall of Hurricane Ike, aircrews evacuated to Air Station Corpus Christi, to shelter from the wrath of Ike.  Moore, who was appointed to the first fly-away crew headed to Corpus Christi, was anxious to help, regardless of what the relief effort would entail, he said.

At approximately 7 a.m. on Sept. 12, Moore was resting in bed when an Air Station Houston pilot alerted the crew of a pending mission.

"Lt. Moran said, ‘get your gear we're going back to Houston.  There's SAR,'" said Moore.

Moore, and the rest of the 6512 helicopter rescue crew consisting of Lt. John Moran, Lt.j.g. Dakata Brodie and Petty Officer 2nd Class James Russell, flight mechanic, all suited up for the mission.

As Moore donned his flight helmet and the helicopter powered up, he recalled the radio air traffic was almost overwhelming that morning.

"The radios were spilling over with people in distress," Moore said.

The rescue helicopter crew of 6512 received its first call, and the crew was ordered to complete a search pattern of possible people in the water.  They methodically searched the provided coordinates, but to no avail.  Another Air Station Houston helicopter rescue crew flying in the area passed coordinates to 6512, leading to the exact location of five survivors in dire need of the Coast Guard's assistance. The crew quickly identified the coordinates and located the black truck, containing the reported survivors helplessly clinging to the bed of the truck.

The helicopter was positioned in a hover over the truck, and Russell prepared for a direct deployment of Moore.  A direct deployment of the rescue swimmer enables the swimmer to remain attached to the helicopter via a cable, said Moore.  In this particular situation, a direct deployment was the most time efficient way to complete this particular rescue with the given time constraints, said Russell.

"It really just came down to everyone knowing their job and knowing this had to be quick.  We did the entire checklist like we were supposed to.  Everyone knew it had to be done right every time," said Russell.

Before being deployed to the truck, Moore was told the rescue could take no longer then 20-minutes.  The helicopter had a limited amount of fuel to sustain the mission.  Needless to say, the pressure was on, but he said he was prepared to handle it. 

As Moore was carefully lowered to the bed of the truck, he realized that there were seven survivors instead of the initial report of five survivors; three children and four adults, said Moore.

The conditions on the ground were less then ideal.  Moore said he was fighting a storm surge in chest to neck-deep water.  He reached the bed of the truck and had to make the crucial decision of who to hoist first.  None of the survivors had injuries, so he relied on his A-School training and first hoisted the children, one at a time.

"In school they teach you about a pecking order, so I went for the children first," said Moore.

As the rescue progressed, the weather conditions slowly deteriorated.  The storm surge strengthened, which made the rescue more challenging, and the wind intensified, said Moore.

"I wasn't tired, I wasn't breathing heavy.  I was just ready to go out and grab another survivor," said Moore.

After the last survivor had been hoisted, Moore returned to the helicopter and prepared for the flight back to Air Station Houston.  He did a thorough check of the condition of the survivors, said Moore.

Once the last survivor was taken off 6512, Moore boarded the helicopter and prepared for the next mission.  It was during this brief moment that he reflected on the course of events over the last hour, he said.  He attributes the great success of his first rescue to the drive, determination and professionalism of the entire crew of 6512.

"I think they did a fantastic job.  My flight mechanic put me down every time right where I needed to be.  The pilots did a perfect job.  Everything just fell into place.  I couldn't ask for anything better," said Moore.

After a few brief moments of reflection, it was back to business for the crew of 6512.

"We went right back out and flew for five more hours.  There was an air of excitement following the rescue, but we all knew it wasn't over," said Russell.

Helicopter rescue crews, including 6512 worked tirelessly around-the-clock responding to the calls of hundreds of Texans left stranded by Hurricane Ike.  On Friday, Sept. 12, 2008, aircrews performed 103 pre-storm rescues.  Following the storm, crews saved an additional 106 souls.  This collaborative rescue operation included the efforts of helicopters and/or crews from ATC Mobile, Air Stations Atlantic City, New Orleans, Corpus Christi, Elizabeth City, Cape Cod, Clearwater, Detroit, Houston, Miami, Sacramento, Traverse City, MSRT Chesapeake and HITRON Jacksonville.  

Image available by clicking on the provided link:

http://cgvi.uscg.mil/media/main.php?g2_itemId=416614

###

Office of External Affairs
U.S. Coast Guard

Date: June 20, 2008

Contact: PA3 Jaclyn Young
(618) 225-9008

NEWEST COAST GUARD AIRCRAFT ASSISTS  WITH  MIDWEST FLOODS
(Story by PA3 Jaclyn Young)

ST. LOUIS -  The newest type of Coast Guard aircraft, the HC-144A Ocean Sentry -- which has only been in service for a little more than a year -- was selected by the Commander of the Eighth District to conduct an overflight of the Midwest floods with key marine industry representatives Thursday, June 19.

Rear Adm. Joel Whitehead boarded a HC-144A at Air Station New Orleans and headed to St. Louis, where passengers Coast Guard Capt. Sharon Richey, Commander of Sector Upper Mississippi River (SUMR), Scott Noble, Senior Vice President of Ingram Barge Company, Ed Henleben, Senior Vessel Operations Manager of Ingram Barge Company and Gary Christmann, Chief of Emergency Management in St. Louis embarked the aircraft to conduct the thorough overflight of flooded areas.  The overflight focused on central and eastern Iowa and northeast Missouri.

The goals of the mission were to assist Whitehead in determining where Coast Guard response and recovery resources should be utilized in the ongoing flood efforts and to share information with the marine industry on economic impact from the floods.

Whitehead specifically selected the HC-144A for the trip because he believed the aircraft’s longer ranges, ability to fly slower and the passenger capacity would best suit the needs of the mission.

"The Coast Guard's newest fixed-wing aircraft, the HC-144A Ocean Sentry, was the platform of choice for the Midwest flood operations mission because of its ability to carry several senior Coast Guard and maritime industry officials.  The aircraft's two bubble search windows allowed for unobstructed views of the impacted areas.  Additionally, the Ocean Sentry's ability to fly at slower speeds allowed for more effective aerial assessment and increased time on scene," said Coast Guard Cmdr. Brian Lisko, of the service’s Aviation Training Center in Mobile, Ala., where the aircraft is based.

“One thing I will need to figure out from this trip is how the flooding will affect the southern regions as the water moves down river,” said Whitehead.

High water levels have a tendency to cause more vessel groundings and observation through aerial assessments can help the Coast Guard predict future vessel casualties.

“From meeting with the marine industry representatives I was able to get a better appreciation for the impact on the industry,” said Whitehead.   

“Part of our job is to do it in a way that is prudent for businesses also (if we can) and not limit ourselves only to aids to navigation and pollution clean up,” said Whitehead, referring to the importance of open communication with industry representatives during recovery operations.

Richey gave a first-hand assessment to the group on the Coast Guard’s current and future needs for flood response in the region.  Whitehead also met with responders at the Coast Guard Incident Command Post at SUMR in St. Louis.

The HC-144A Ocean Sentry is an EADS Casa CN-235 Maritime Patrol Aircraft.  It is a multi-role, medium range transport and surveillance aircraft.  The HC-144A has the ability to deliver search and rescue equipment offshore, act as an on-scene commander platform or transport cargo on quick-loading pallets.  The aircraft is slated to replace the Coast Guard’s current fleet of HU-25 Falcon fan-jets.

Because the Ocean Sentry is still a new asset to the fleet, this mission not only helped the Eighth Coast Guard District Commander gain a more detailed understanding of future impacts resulting from flood-affected areas, but it also provided one more opportunity to use the aircraft in an operational mission.

***Click below imagery to view the HC-144A Ocean Sentry*** 

http://cgvi.uscg.mil/media/main.php?g2_view=core.DownloadItem&g2_itemId=231228

http://cgvi.uscg.mil/media/main.php?g2_view=core.DownloadItem&g2_itemId=307455

http://cgvi.uscg.mil/media/main.php?g2_view=core.DownloadItem&g2_itemId=307452