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A History of Coast Guard Aviation The Early Years Summary Overview It could be said the Coast Guard's introduction to aviation took place in when the surfmen from the Kill Devil Hill Life Boat Station of the US Life saving Service provided the Wright Brothers with additional man power during the pre-launch activities of that epic flight. They helped transport the Wright biplane to its launch site.

Daniels took the only photograph of the event. By act of Congress, the US Life Saving Service was merged with the Revenue Cutter Service to form the United States Coast Guard. The Coast Guard came into being when President Woodrow Wilson signed into law the Act to Create the Coast Guard on 28 January Coast Guard Aviation owes its beginnings to Second Lieutenant Norman B.

Hall, Third Lieutenant Elmer F. Stone and their commanding officer Captain B. All felt strongly that disabled vessels and derelicts could be located more quickly from an airplane than from a relatively slow moving vessel. They approached the Curtiss Flying School at Newport News Virginia, discussed their concept and made arrangements for a series of flights to evaluate the idea.

The flights proved to be successful. Captain Chiswell set about selling headquarters on the idea and requested that consideration be given to sending Coast Guard Officers to Naval Flight School. The Coast Guard Commandant E. Bertholf queried the US Navy Department concerning this possibility. The Navy agreed and on the first day of April Lieutenant Elmer Stone received orders for flight training.

Lt Sudgen and others would follow. Norman B Hall was ordered to the Curtiss Aeroplane and Motor Company factory to study aircraft engineering. The United States entered World War I on 6 April and the Coast Guard was transferred to the US Navy. An additional eight Coast Guardsmen had obtained their wings by this time and all participated. The expansion of Naval Aviation was rapid and the Coast Guard Officers having had previous sea duty were senior in rank.

As a result they were assigned as Commanding Officers of major commands and Naval Air Stations. Sudgen became commanding officer of the Naval Air Station, Ille Tudy, France, LT. Eaton was commanding officer of the Chatham Naval Air Station. Donohue was commanding officer NAS Sydney, Nova Scotia, LT Parker was commanding officer of NAS Key West and Lt.

Coffin became commanding officer of the enlisted training school at Pensacola. After the armistice the Coast Guard was returned to the Treasury Department and opportunities for aviation duties were extremely limited. In the unsettled times following the war Coast Guard Aviation was all but lost. Then an event occurred which brought hope to all.

Three Navy flying boats, NC-1, -3, and -4, took off on a flight across the Atlantic to Europe in May to demonstrate the reliability and usefulness of large flying boats. Elmer Stone had continued to work with the Navy after the war at the Navy's request.

He was assigned as pilot of the NC-4; the only one of the three flying boats to successfully complete the journey.

The successful crossing of the Atlantic by NC-4 had far reaching effects on the development of naval aviation. Interest in aviation was again renewed within the Coast Guard and the former US Navy Air Station at Morehead City, North Carolina was obtained for the establishment of an air station.

It operated with 6 borrowed aircraft and proved successful in locating marine hazards and protecting life and property. The air station was forced to close after a year due to lack of funds. The manufacture, sale or import of intoxicating beverages was forbidden by the Eighteenth Amendment to the Constitution after 16 January The Coast Guard found itself enforcing federal anti-smuggling law on an unprecedented scale. During the mid's rum running became so flagrant that surface craft were unable to cope with it.

Early in LCDR C. Von Paulsen, with the assistance of the Coast Guard Commandant, obtained the loan of a Navy aircraft for a year. An Air Station was set up on Ten Pound Island in Gloucester Harbor, Massachusetts.

A schedule of daily patrols substantially reduced the rum running in that area. Impressed by the activity of the Air Station, Congress appropriated the funds for five aircraft. Three were paced at Ten Pound Island and of two were placed at Cape May, New Jersey establishing a second aviation unit. In an aviation section was established at Coast Guard Headquarters under the command of CDR Norman Hall. It drew up specifications for a multi-mission aircraft which could fly hundreds of miles, land in open and frequently uninviting seas and carry out a rescue.

These were the General Aviation PJ "flying lifeboats. He was an aviation enthusiast and supported its expansion within the Coast Guard.

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In the mid 's RD-4 Dolphins were added, Grumman JF-2s were purchased and Hall PH-2 flying boats came on board in The marriage of aircraft and ship first took place during this period. The foot cutters each embarked a Grumman JF-2 amphibian. In addition the Secretary obtained Public Works Administration funds and by the end of there were fifty aircraft, eight Air Stations and one Air Detachment.

Search and Rescue The initial proposal for Coast Guard utilization of aircraft was to assist Coast Guard Cutters in searching for vessels in distress and locating derelicts and hazards to navigation in the open seas.

World War I interrupted the development of this concept but in an air station was established at Morehead City, North Carolina, to evaluation purposes. The aircraft proved effective but the air station closed after a year of operation due to lack of funds.

During two air stations, one at Ten Pound Island at Gloucester Massachusetts and one at Cape May, New Jersey, were established to search for and locate maritime smugglers of alcohol during the Prohibition period. The use of aircraft proved to be very effective for this purpose. Aircraft also proved to be very effective in rendering assistance to those in distress in the bays, coastal regions and those areas adjacent to the sea. They were able patrol and search vast areas in much less time than a surface vessel could.

The fact that these aircraft could operate from the water contributed significantly to the saving of life. This capability to cover vast areas in a limited period of time was also utilized to warn people of impending storms and hurricanes. Evacuations for medical reasons became part of the mission and in the early s, a series of aircraft, referred to as flying lifeboats, were developed with a capability of landing in the open sea.

During the year there were 1, persons warned of impending danger; vessels warned of impending danger; persons in peril assisted; medical cases, 10 off which were facilitated by landings in the open sea; 87 disabled vessels located; and 21 navigation obstructions located.

Coast Guard aviation was in the beginning changes of what has become recognized today as its search and rescue mission. Search and Rescue will be a continued part of the introductive narrative to each section of the Coast Guard Aviation History Timeline.

It will trace the overall development and the expansion of the search and rescue mission. The individual exploits and amazing performance of Coast Guard aviators is a subject so vast that it is beyond the capabilities of this project to effectively present them.

The Ancient Order of Pterodactyls, as part of its commitment to the preservation and promulgation of Coast Guard aviation history, has developed an ongoing electronic repository website which addresses this subject as well as others.

You are encouraged to avail yourself of this information. Historical Timeline of Events The Early Years 28 January The United States Coast Guard Was Established 21 March The Beginnings of Coast Guard Aviation 1 April The Navy Offers Flight Training to the Coast Guard 7 April Coast Guard Aviation in World War I 27 May NC-4 Transatlantic Flight 24 March The First Coast Guard Air Station - Morehead City, NC 20 June The First Permanent Coast Guard Air Stations Established 13 June Air Traffic Flight Following Established by USCG 1 June The Flying Lifeboats 1 June Coast Guard Air Station Miami Established 9 March Coast Guard Commences Aerial Border Patrol Operations 27 October Coast Guard Obtains Grumman JF-2 Ducks 5 December Coast Guard Air Station Biloxi Established 15 February Coast Guard Air Station Salem Established 20 February VIP Executive Transport Purchased 1 March Coast Guard Air Station St.

In President William H. Taft appointed a commission under the direction of Frederick A. Cleveland to recommend ways to increase the economy and efficiency of the government. A conclusion of the Cleveland Commission was that uni-functional government agencies were more efficient and economical than multifunctional ones.

A portion of this report recommended that the duties and assets of the Revenue Cutter Service be apportioned among other government agencies and departments. The commission's report further recommended combining the Lighthouse Service and the Life-Saving Service due to their similar protection function.

The Treasury, Navy, and Commerce and Labor departments were asked to comment on the report. Secretary of Commerce and Labor Charles Nagel favored combining the Lighthouse Service and the Life-Saving Service and that it be placed under his control. He further stated that he would need some of the revenue cutters for aiding ships in distress off the American coasts.

Secretary of the Navy George von L. Meyer said he was interested in the revenue cutters and enlisted personnel but stated that the chief functions of the Revenue Cutter Service could not be accomplished during the regular performance of Navy duties. The final responses came from Secretary of the Treasury Franklin MacVeagh and the Revenue Cutter Service's Captain Commandant Ellsworth Price Bertholf.

Secretary MacVeagh's response was indignant. He pointed out the close and successful working relationship the Revenue Cutter Service and the Life-Saving Service had. He went on to question the validity of the alleged efficiencies put forth by the Commission and echoed the Navy's argument with reference to their inability to perform Rescue Cutter Service functions.

Captain-Commandant Bertholf asserted that without the revenue cutters the Departments of Commerce and Labor, Agriculture, Interior, Justice, and Treasury would have to obtain their own maritime assets in order to meet certain parts of their responsibilities which would require additional expenditures for procurement and operation resulting in increased costs and a proliferation of forces afloat.

He additionally pointed out that transfer of the cutters to the Navy would result in an increase in cost of operation due to the increase in crew and battery of naval vessels.

President Taft was not convinced and forwarded the Cleveland Commission's final report to Congress with his recommendation that the legislators adopt the commissions findings. Secretary MacVeagh remained opposed and directed Sumner Kimball, head of the Life-Saving Service, and Captain-Commandant Bertholf of the Revenue Cutter Service to draft legislation that would join the Revenue Cutter Service with the Life-Saving Service.

Revenue Cutter Service supporters within the federal government, the press, and the general public fought the move to eliminate the Service. The press reviewed the Service's record and reported cutter rescue activities in detail. Editorial comment was heavily in favor of the retention of the Revenue Cutter Service. Captain Commandant Bertholf was also very active in promoting Revenue Cutter Service accomplishments and capabilities.

In the White Star liner Titanic, after hitting an iceberg, sank with a high loss of life. In response, the Navy conducted ice surveillance in May of that year utilizing two light cruisers. Bertholf prepared a memorandum stating that North Atlantic ice surveillance was markedly similar to the Bearing Sea Patrol that the Revenue Cutter Service presently performed. He stated that revenue cutters could perform the same duties in the North Atlantic much more economically than the large cruisers and that the Revenue Cutter Service should assume these duties.

He cited a act of Congress as the authority. The Revenue Cutter Service conducted its first Ice Patrol in in exemplary fashion. The Revenue Marine was established in to enforce the tariff and all other maritime laws and until was the only armed military service of the United States.

During the War of the Revenue Marine Service and its cutters were placed under the command of the United States Navy. Insecretary of the Treasury Louis McLane ordered in writing that revenue cutters were to conduct winter cruises to assist mariners in need. Congress made the practice an official part of regulations in The Revenue Marine Service served under the Navy in the Mexican-American War of In the Revenue Cutter Harriet Lane fired the first shots of the American Civil War.

The Revenue Marine was renamed the Revenue Cutter Service in The Revenue Cutter Service again participated in the Spanish American War in In Congress appropriated funds for the establishment of unmanned life saving stations along the New Jersey and Massachusetts coasts. Between and other stations were built and loosely managed. They were run with volunteer crews, much like a volunteer fire department.

The Revenue Marine Service was charged with administering them and thus the initial relationship came into being. The Great Carolina Hurricane of highlighted the poor condition of the equipment, the poor training of the crews and the need for more stations.

Additional funds were appropriated by Congress including funds to employ a full-time keeper at each station and two superintendents. In the system of stations was officially recognized as a service and Sumner Increase Kimball was appointed chief of the Treasury Departments Revenue Marine Division.

Kimble convinced Congress to provide additional funds to operate the stations and to employ crews full-time. New stations were built and regulations and standards were established. In the network of life saving stations were formally organized as a separate agency of the Treasury Department and was named the Life-Saving Service. Treasury Secretary MacVeagh and the Taft administration left office in March of The new Secretary, William G McAdoo, was thoroughly briefed and the Wilson administration strongly backed the Treasury Departments proposal to merge the Revenue Cutter Service and the Life-Saving Service.

It was sent to Congress in and introduced in the Senate to be considered by the committee on commerce. It was adopted without exception on 12 March However, in the press of activities generated by the incoming administration the Senate bill was not scheduled on the House Calendar. President Wilson was apprised of this and addressed a note to the House Democratic leader, as follows: White House Washington December 19, Hon.

Underwood House of Representatives Dear Mr. I hope that you will not think I am unduly burdening you if I write to express my great interest in the bill which has been passed by the Senate and is pending in the House which provides for the consolidation of the Revenue-Cutter and Life-Saving Services.

It is of the highest consequence for the efficiency of both services that this bill should pass, and I hope that some chink may be found for it even in the rush hours of the House Calendar. Adamson of Georgia, an advocate for combining the two services, steered it through the House.

Recognizing that World War I was in the initial stages, Mr. Adamson further suggested to Congress that: This asset of military preparedness must therefore not be overlooked when appraising the value of a coast guard to the Government.

Bertholf First Commandant - United States Coast Guard. Adamson was highly effective. After a debate that centered more upon cutter officer and surfman pay and retirement benefits than conceptual issues the Act to Create the Coast Guard was approved on 20 January by a vote of for and 79 against.

The yes votes were spread evenly between both major parties. President Wilson signed it into law eight days later. The name Coast Guard had it's origin in European usage. The Spanish had attempted to prevent illegal trade with its New World colonies during the and hundreds by utilizing intercept vessels known as guarda costa.

In the British Government had given the name "Coastguard" to an organization of coast watchers that reported smuggling activity and vessels in distress, and acted as a naval reserve. The term Coast Guard had been applied informally, from time to time, to the Rescue Cutter Service during the late s. Captain-Commandant Bertholf deemed this to be the logical name for the new service and it found ready acceptance with the public.

Captain-Commandant Bertholf, appointed for a second term, faced the delicate challenge of combining the civilian Life-Saving Service and the military Revenue Cutter Service -- organizations with vastly different cultures - into a single military service.

Bertholf was absolutely convinced that the military character of the Revenue-Cutter Service had to prevail but large numbers of lifesavers did not wish to change status. As a result the two services were joined at the top but operated as separate entities until events accelerated the development of a fully integrated modern security force.

Congressman Adamson's contributions both outside and within the Congress were of significant magnitude. He was referred to on numerous occasions as the "Father of the Coast Guard. Adamson was presented an ornate silver loving cup with the following inscription: Robert Adamson USCG ret ; Coast Guard aviator number and member of the Ancient Order of Pterodactyls The Beginnings of Coast Guard Aviation: Rendering assistance to vessels in distress was not a specific mission of the Revenue Cutter Service until when the Secretary of the Treasury Louis McLane directed several cutters to actively cruise solely for that purpose.

Revenue Cutters were kept busy searching for and assisting vessels in distress, hauling in derelicts, and blowing up menaces to navigation.

Most of these incidents occurred during the winter. By a specific "Winter Cruising Schedule" was maintained and the cutters were continuously at sea cruising an assigned area from about the middle of November well into the spring except for those periods required to replenish supplies and fuel.

Originally conducted along the Atlantic seaboard, primarily in response to the schooner trade to and from the Caribbean, the area of responsibility continued to expand and as a matter of course the task of assisting distressed vessels of all types encompassed the Great Lakes, the Gulf Coast, Pacific Coast, and Alaska.

Vessels in trouble at sea had to be searched for - the sea is vast - and time was of an essence. This then was the background for the need of Coast Guard aviation. Aircraft in their infancy did not have the all weather capability they do now but an airplane, in weather that would allow it to fly, could effectively search enormously greater areas in much less time than a cutter. Two visionaries, 3rd Lieutenant Elmer F. Stone and 2nd Lieutenant Norman B.

Hall assigned to the USCGC ONONDAGA under the command of Captain Benjamin M. Chiswell recognized the potential of aerial search. They saw clearly the benefit of utilizing aircraft to assist vessels in distress and to search for disabled vessels and obstructions to navigation and enlisted the assistance of the commanding officer. With the full backing and active participation of Captain Chiswell the next step was to evaluate the feasibility of the concept. What was needed was an airplane to run a series of tests with the ONONDAGA demonstrating the value of aircraft in Coast Guard operations.

The ONONDAGA was based at Hampton Roads, Virginia near Newport News where Glenn H. Curtiss had set up the Curtiss Aeroplane and Motor Company Flying School at Boat Harbor, Newport News, Virginia. An evaluation plan was formulated and in early March Chiswell, Hall, and Stone presented their plan to Glenn H. Curtiss and the head of the flying school Captain Thomas S.

CAPT Benjamin Chiswell 2rd LT Norman B. Stone Captain Baldwin cooperated by loaning the Coast Guard a pilot and a Curtiss Model F flying boat. The tests were so promising that Baldwin offered to place a plane at Stone's disposal for the purpose of conducting further tests.

Captain Chiswell requested that Stone be assigned to aviation duty. The Captain-Commandant concurred and he issued orders with the following instructions to Captain Chiswell dated March 21, Referring to orders this date assigning Third Lieutenant E.

Stone to duty in connection with aviation, copy attached, it is suggested that whatever experiments are to be made by that officer involving the cooperation of aircraft with Coast Guard cutters, you confer with him and arrange to have him act in conjunction with the ONONDAGA.

It is understood that these experiments will not interfere with the regular duties of the ONONDAGA and that the Government will be put to no extra expense thereby. In addition the US Navy, having been apprised of the success of the tests, offered flight training to assist the Coast Guard in implementing an aviation program.

Captain Chiswell continued to lobby for Coast Guard aviation. In April The USCGC ONONDAGA was moored at the Washington D. During a wardroom lunch for the Assistant Secretary of Treasury and Glenn H. Curtiss, Captain Chiswell proposed "A surfboat as a flying boat with wings and a motor so arranged that it might be quickly eliminated when the boat lighted on the water and within minutes it would be an ordinary motor surfboat. Curtiss did design his B-T "Lifeboat" airplane in response to Chiswell's request.

It had a wingspan of 56'9" and a hull length of 24' It also had an internal hull-mounted motor. The wings and tail could be jettisoned if forced down at sea. It was sold to the US Navy but proved unsatisfactory. However, many of the design features were incorporated into the NC aircraft that made the First Transatlantic Flight. In April, Captain Charles A. McAllister USCG was assigned to a new Headquarters position as Chief Engineer, Aviation Section. In addition to putting life back into Naval Aviation it contained a provision which authorized the Coast Guard to build ten air bases along the sea coasts and the Great Lakes and provide for the training of pilots at Pensacola.

Thus Congress officially recognized that aviation was needed to carry out the duties of the Coast Guard. The funding for the airbases was not forthcoming but the Coast Guard did train additional pilots and enlisted maintenance and support personnel. Coast Guard Aviation had become a reality! Thomas who was in charge of the Navy Hydrographic Office in Norfolk Virginia, like a number of others, had become interested in the flight tests being conducted in conjunction with the Coast Guard Cutter ONONDAGA.

Based on test result and an awareness of the Coast Guard coming need for pilots to continue evaluation flights, Thomas, apparently on his own initiative, sent a letter to the Navy Department via the Hydrographer in Washington, DC informing the Department of this situation. The Secretary of the Navy in his letter of March 21, replied as follows: Branch Hydrographic Office, Norfolk, Va.

Training in aviation for officers of the Coast Guard Service 1 It is gathered from your letter that you are in touch with officers of the Coast Guard Service who contemplate taking training in aviation. You are authorized to inform such officer or officers that if the Captain-Commandant of the Coast Guard Service will make a request on the Navy Department for the opportunity for the training of his officers, the Department will be very glad to add two Coast Guard Officers to the class at Pensacola.

A new class will be formed April 1st, and it would be advantages if these requests should be received in time for the officers to take up the course on that date. Lt jg Thomas forwarded Secretary of the Navy Daniel's letter on March 23rd and on the same day it was on the way to Coast Guard Headquarters with Captain Chiswell's endorsement which read in part: Stone could be detailed to the Navy Aviation School at Pensacola in this class to be formed April 1st; he could in a short time period obtain a pilot's license and be grounded for taking up the work outlined in Captain Baldwin's offer.

I believe it would not be many months before we might be able to conduct some very interesting and valuable experiments here without cost to the Government. I have the honor to request that an opportunity be affected this department to have two officers of the Coast Guard receive flight training in aviation at Pensacola in the class which, it is understood, will be formed on April 1, In the event of favorable consideration of the foregoing, I would request that you furnish this department with several copies of the circular relating to the physical requirements of officers detailed to aviation duty.

Stone followed by 2nd Lieutenant Charles E. Sugden reported to the US Navy Aeronautic Station, Pensacola, Florida for assignment to Naval flight training.

In October 2nd Lieutenant Norman B. Hall was ordered to the Curtiss Aircraft Company to study aircraft engineering and construction. The rapidity with which this series of events took place is very unusual. The official beginning of Naval Aviation was May 8, when Captain Washington I. Chambers USN, who had been designated as Officer in Charge of Aviation, issued requisitions for two Curtiss biplanes.

The Navy Department had been awakened to the potential of the aircraft in Naval operations during the previous year. A few weeks later the seaplane made its appearance. The first three Naval Aviators were given instruction at the Curtiss installation. This was followed by a camp established at Groonsbury Point near Annapolis, Maryland, and initial naval flight operations began. In Octoberthe Secretary of the Navy, Joseph Daniels appointed a board, with Captain Chambers designated as chairman, to make a survey of aeronautical needs and establish policies for future development.

One of the board's most important recommendations was the establishment of an aviation training station. This was approved and the site selected was on an abandoned Navy yard at Pensacola, Florida. Naval Air Station was created in and Commander H. C Mustin became the first Commanding Officer. All aircraft and pilots were ordered there for duty.

A row of 10 tent hangars was set up along the beach with wooden ramps running from the tent to the water. This is how Lieutenants Stone and Sudgen found it when they reported to flight training in The initial aircraft used for flight training was a Curtiss AH-9 seaplane with bamboo outriggers. The AH-9 was a "pusher type" meaning the engine was mounted with the propeller facing aft thus propelling the aircraft forward as a reaction to the air being "pushed" aft.

This provided excellent forward vision for the pilot. The aircraft proved dangerous, however, because the engine mounting was weak and if the aircraft crashed the engine would fall forward crushing the pilot. CDR Mustin asked that the aircraft be replaced, but with no immediate substitute aircraft available 18 additional AH-9s were ordered by the Director of Naval Aviation.

The Director did agree to order experimental "tractor" type aircraft from both Curtiss and Martin which had the engine mounted forward and "pulled" the aircraft through the air. Several more accidents occurred killing the pilots resulting in the grounding of the AH-9s. The Naval Deficiency Act of 29 August provided funds for the purchase of 30 Curtiss N-9 "tractor" seaplanes. This was an adaptation of the Army's JN "Jenny" airplane.

To make the conversion a single large pontoon was mounted below the fuselage with a small float fitted under each wing tip. These changes required a ten foot increase in wingspan to accommodate the additional weight. Further modifications to the standard "Jenny" design were required to compensate for stability problems. These included lengthening of the fuselage and increasing the area of the tail surfaces. The N-9 was originally developed with HP OXX-6 engine.

This was replaced with a HP Hispano-Suiza engine that was being manufactured under license. Of note is the fact that the Navy utilized wind tunnel data developed at the Massachusetts Institute of Technology.

The N-9 was the first U. Naval aircraft to incorporate wind tunnel data directly into its design. This same Act provided the means by which the Coast Guard sent an additional 15 personnel to Pensacola for flight and aviation support training. Both Stone and Sudgen upon completion of training were assigned as flight instructors. Lieutenant Eugene Coffin, who would rise to the rank of Rear Admiral, arrived in late November of to commence flight training.

He stated that; "In early April while I was still under instruction, Lieutenant Stone and I spun into the Bay from feet the first tailspin they had ever seen there.

The plane was completely washed out and I had a broken nose and a split upper lip. At altitude, out of sight of the air station, he attempted to loop the aircraft.

He went into a shallow dive to gain speed but on the "pull up" he stalled out and the aircraft snapped into a spin. He realized he had stalled and that the aircraft was rotating very fast. His reaction was to nose the plane over to regain speed and when he tried to stop the rotation using his rudder, it worked! He repeated this maneuver several times picking up a little more speed on each subsequent attempt and spinning out on each occasion.

Finally he was able to complete the loop. Having taught himself the technique of looping the aircraft and recovering from a spin, he decided to demonstrate the procedure in full view of all hands. Arriving back over the station he looped the airplane followed up by another loop in which he stalled the airplane. He allowed the airplane to make three turns and then made his recovery.

From that time on, spin recovery became a part of the flight course. Insome twenty years later, Evans was retroactively awarded the Distinguished Flying Cross. War was declared on Germany on 6 April resulting in increased activity at a much more rapid pace. From Left to Right C. Thrun, Master at Arms, later a warrant officer who was killed while flying at Cape May, N.

Powers, Oiler First Class, who later left the service George Ott, Ship's Writer, who later left the service C. Griffin, Master at Arms, who later left the service John Wicks, Surfman Third Lieut. Robert Donohue, who became a Rear Admiral, was Chief, Air-Sea Rescue Office, Chief, Personnel Officer at Headquarters, retired June 1, Second Lieut.

Sugden, who retired a Captain on August 1, Second Lieut. Coffin, who retired a Rear Admiral on April 1, First Lieut. Parker, who retired as Vice Admiral Sept. Eaton, who became Rear Admiral, and Assistant Engineer-in-Chief at Headquarters, retired August 31, Third Lieut. Stone, designated Coast Guard Aviator No.

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Ora Young, Surfman, who later left the service W. Malew, Coxswain, who later left the service J. Meyers, Surfman, who later left the service J. Master at Arms, who later left the service R. Gillis, Signalman Quartermaster W. Anderson, Surfman, who retired as a Lieut.

Commander, November 1, L. Melka, Signal Quartermaster, later became a Lieutenant. There was a small group of aviation pioneers that had promoted and nurtured the early growth of Naval Aviation but the Naval Air establishment was too small and was not equipped for combat operations. There was only one air station, a training base at Pensacola, 54 non-combat training aircraft, 48 aviators plus a small number in training, earnest money contract illinois enlisted personnel.

Between the declaration of war and the signing of the Armistice, a period of 19 months, growth was remarkable and at times chaotic. Air stations were established on both sides of the Atlantic.

By wars end there were 27 bases in Europe, two in Nova Scotia, Canada, one in the Canal Zone, one in the Azores and 12 in the United States. Training programs were established at new air stations, on university campuses, and with private contractors. The navy trained 3, aviators and 43, enlisted personnel. In addition there were aircraft and 15 lighter-than-air craft added to the inventory. The Coast Guard had made arrangements to send two officers to Naval flight training during The officers were 3rd Lieutenant E.

Stone and 2nd Lieutenant C. They were followed by four additional Officers and three enlisted men who were assigned to flight training in late On 7 April the Coast Guard was transferred to the Navy Department for the duration of the war. Stone was designated a Naval Aviator on 10 April and was closely followed by Sugden. The first contract for base construction along the Atlantic Coast was let on 14 June. In the how much do actors get paid for voice overs Stone and Portland or currency trader joes were utilized as flight instructors at Pensacola.

Very few regular Navy officers were assigned to flight training due to fleet requirements. This was also the case with the Coast Guard. It was planned to send nine additional officers to flight training but they too were needed to man the cutters. The vast majority of aviators, aviation ground officers, and enlisted specialist were produced by the Naval Reserve Flying Corps. Recruitment for the Work from home jobs in ooty took place on college campuses and from among qualified civilian pilots.

Initially there were a few enlisted pilots almost all of whom were later commissioned. This practice was discontinued and replaced by a program commencing in the summer ofwhereby enlisted personnel with "officer potential" were selected for flight training, discharged from the Navy, and then commissioned in the USNRF and upon completion of flight training were designated Naval Aviators.

As a result of these procurement programs the Coast Guard officers were senior to most of their Navy contemporaries. Additionally, previous duty assignments as Revenue Cutter Officers provided operational experience that was both desired and required by the fledging Naval air arm.

This resulted in their being assigned as commanding officers of air stations or to other significant duties. Parker USCG took the formation pour trader les options binaires seaplane course at Pensacola and then took lighter-than-air training.

From Pensacola he was ordered to establish and command the Naval Air Station, Key West, Florida which carried out anti-submarine patrols. In addition Naval Aviators were qualified under his command. Masterforex-v akademija August until Julyhe commanded the Naval Air Station Rockaway BeachNewYork. This is the location where the NC flying boats were assembled and tested and preparations made for the first flight across the Atlantic Ocean.

During Rear Admiral Parker was Commander of the Third District and was active in persuading the Commandant, Admiral Waesche, that there was merit to helicopter development.

Vice Admiral Parker retired September 1, Beginning in March,HS-1 flying boats were shipped to France and assigned to U. The Naval Air Station, Ile Tudy, France, 1st Lieutenant C. Sugden USCG Commanding Officer, flew anti-submarine patrol in HS-1 aircraft. The station was credited with the sinking of three enemy submarines.

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It was considered one of the most important Air Stations on the French Coast. At the conclusion of hostilities Lieutenant Sugden was authorized to accept the "Chevalier of the Legion of Honor of France.

Coffin USCG after his designation as a Naval Aviator was assigned as Commanding Officer of newly enlisted recruits at Pensacola. In December of he was transferred to the Naval Air Station Montauk Point where he served as a patrol plane pilot and was placed in charge of developing the communications system. On 28 August he was assigned as the executive Officer of Naval Air Station Rockaway, N. Rear Admiral Coffin retired April 1, Eaton USCG, upon being designated a Naval Aviator was assigned as Commanding Officer of the Naval Air Station, Chatam, Massachusetts.

During the late spring and summer of the German Navy stepped up submarine attacks on shipping off the East Coast of the United States. On July 21, a surfaced German submarine was firing on a tugboat and three barges off Cape Cod. It was attacked by two seaplanes from NAS Chatham. Lieutenant Eaton, who regularly took patrol flights, made his approach and dropped two bombs. One landed on the submarine and the other close to the submarines hull.

Neither bomb exploded and the submarine submerged and escaped. Eaton did prevent the sinking of the tug and barges. Rear Admiral Eaton retired August 31, There were three different schools of thought within the Naval air establishment on the preferred means of taking air power to sea. The long-distance flying boat would prove very impressive as design progressed from the HS-1 through H and the Forex currency trading beginner F5L, leading to the Curtiss NC aircraft.

All had the mark of Glenn Curtiss. The lighter-than- air people pointed to the success of the upgraded DN-1 and dirigibles obtained from the French in March of Goodyear produced the B model non-rigid dirigibles followed by the much improved C models but it was not until that the Navy Airship Program was authorized and LTA became a significant segment of Naval Aviation.

The third group were of the opinion that aircraft should fly from combatant ships of the fleet. Curtiss H Flying Boat On July 12, Lieutenant G. Stone USCG, 3rd Lieutenant Robert Donohue USCG and CAP C. Thrun USCG were ordered aboard as part of a nine man aviation detachment. Lieutenant Marc Mitscher USN had reported aboard at Mare Island as Senior Aviator. Robinson was not favorably disposed to having an aviation detachment aboard his ship.

The first plane went aboard in June but very little was done with it. When evaluations were made the aviation detachment personnel were not consulted. On british airways plc stock exchange occasion the Captain attempted to drop a seaplane into the sea with the ship moving in much the same fashion as a whale boat jay z to buy arsenal shares a painter.

He reasoned that the aircraft would then take off from the water making the installation of the catapult unnecessary. When the aircraft made contact with the water it promptly flipped over and was wrecked. In late July Mitscher and crew received the new twin float R-6 seaplanes. He got his planes and stores aboard, On 1 August the Huntington departed for New York and was assigned to lead a convoy into the Atlantic.

The Planes were dismantled, put below and never flown. There was a flaw in the catapult design in that each time the catapult was used the catapult carriage car was lost over the side. When the ship returned to New York in October, the aviation detail and aircraft were transferred ashore and the catapult was dismantled.

Stone solved this problem years later when he invented the powder catapult, which became the navy standard on cruisers and battleships. Lieutenant Stone, at the Navy's request, was assigned duties in support of the Navy during the next nine years.

In addition to being the Pilot of the NC-4 for the first Transatlantic Flight he lead in the development of shipboard catapults and aircraft carrier catapults and arresting gear. Commander Stone died when suffering a coronary thrombosis attack while assigned as Commanding Officer how to make cash advance on bdo credit card Coast Guard Air Patrol Station San Diego May 26, He then became Commanding Officer of Naval Air Station Montauk Point New York and became involved in lighter-than-air aircraft.

He provided flight test support for the C-5 dirigible that made an unsuccessful attempt to complete a Transatlantic Flight. Rear Admiral Donohue retired June 1, The Coast Guard did not return to the jurisdiction of the Treasury department until August 28, This was accomplished with much controversy.

The Navy wished to retain the Coast Guard and how much money does anna wintour make large portion of the Coast Guard Officer Corps favored this course of action.

Coast Guard aviators had served with distinction during the war and several continued to serve with the Navy for a period after the armistice. Lieutenant Elmer F, Stone added to Coast Guard aviator reputation by piloting the Navy's large flying boat NC-4 on the first transatlantic flight in May The continued existence of Coast Guard aviation as an entity became critical upon the return to the Treasury Department. Evolution of the Rank Structure of the Coast Guard: The Coast Guard came into being on January 28, and the new service attained full military status.

Neither the Life-Saving Service or the Revenue Cutter service had this distinction. Modifying legislation, signed into law the following year, specified that when the Coast Guard was serving with the Navy, precedence between commissioned officers in corresponding grades in the two services would be determined by date of commissions in those grades. There existed however a disparity in the opportunity for promotion within the Coast Guard when compared to that of the Navy Officer.

The Coast Guard had only one Officer, the Captain Commandantwho ranked with captains in the Navy. For practical purposes, the highest rank a Coast Guard Officer obtained aspired to was that of Coast Guard Captain which corresponded to a Navy Lieutenant Commander.

Coast Guard Rank Equivalent Navy Rank Captain-Commandant Captain Senior Captain Commander Captain Lieutenant Commander 1st Lieutenant Lieutenant 2nd Lieutenant Lieutenant Junior Grade 3rd Lieutenant Ensign In may of Congress enacted a measure to equalize the pay and allowances of Coast Guardsmen with that of the Navy.

Legislation of June required the Coast Guard to adopt Navy rank terminology as illustrated in the above table. Morale would suffer considerably when all temporary wartime promotions were rescinded in In response to repeated urging by Secretary of The Treasury Andrew Mellon Congress passed a Bill, signed by President Warren Harding in January of that removed most of the inequities experienced by Trusted binary options reviews Guard officers, The Bill provided that the Commandant rank with the Navy's Rear Admirals lower-half and authorized seven senior officers to the rank of Captain.

Maximum numbers for lower ranks were adjusted accordingly. Most importantly, provision was made for promotion at regular reasonable intervals. The Navy was convinced that aircraft had real possibilities as an anti-submarine weapon and developed a steadily improving series of patrol planes capable of flying from the water. There was outstanding improvement in the performance, range, and armament of the flying boat between the beginning of the war and the cessation of hostilities.

The much improved Hi6 is shown below right. All could trace their ancestry to the work of Glenn Curtiss.

The aircraft proved to be effective but were limited in fuel and depth charge capacity. They also had to be transported to Europe by ship. Ironically, ships carrying the aircraft capable of combating the submarines were being sunk by the submarines. Taylor, the chief of the Navy's Construction Corps, was convinced that what was needed was a flying boat capable of carrying adequate loads of bombs, depth charges and defensive armament, with a range that would enable it to fly from the United States to Europe.

In September of Taylor formed a team of key men, CDR G. Westervelt, CDR Holden C. Richardson, and CDR Jerome C. Hunsaker, and directed them to create such an aircraft. Glenn Curtiss was contacted and within three days Curtiss and his engineers submitted general plans based on two different proposals.

One proposal was for a three engine aircraft, the other a very large five engine aircraft. Both were similar in appearance and differed from conventional seaplanes of the period in that the hulls were much shorter.

The large tail make my trip discount coupons on international flights supported by hollow wooden booms rooted in the wings and hull was high enough to remain clear of breaking seas during water operations. Many of the design concepts had been embodied in a Curtiss design for a "flying lifeboat" which was the product of the meeting between Glenn Curtiss and Captain Benjamin Chiswell USCG on board the USCGC ONONDAGA while moored at the Washington D.

Navy yard in April of The criteria for success was a seaworthy hull which would tend to rise out of the water while in motion at high speeds and reliable engines that would provide sufficient power for their weight. Evaluation of weight and load carrying potential and the availability of the light Liberty engine resulted in the selection of a three tractor engine design.

This would later be modified to three tractor engines and one mounted as a pusher which enabled the aircraft to lift off the water with a greater amount of fuel on board. CDR Richardson was responsible for the hull design. The hull which was 45 feet and 9 inches in length with a 10 foot beam was built of spruce.

Lateral stability was provided by small pontoons mounted under the tips of the lower wing. The strength of the hull was proven when the NC-3 was forced to land short of its destination during the Transatlantic Flight and was pounded by heavy seas for two days without sinking.

The overall length of the plane was 68 feet 3 inches and the wing span was feet, The aircraft was designated NC, the N was for Navy and the C for Curtiss. The press referred to them as Nancys. By December ofdesign work had progressed to the satisfaction of Secretary of the Navy Daniels and a contract for four flying boats was approved. It was decided to assemble the aircraft at the Naval Air Station Rockaway, New York. Parker USCG was the Commanding Officer of the Air Station and his Executive Officer was LT.

Towers USN was the project officer. A special hangar was constructed and the NC-1 assembled by the first of October. On 4 October CDR Richardson ran a series of taxi tests gradually increasing speed until the aircraft lifted from the water for a few seconds.

He then taxied back to the beach and sent word for CAPT Parker to come aboard for the first official flight of the NC aircraft. The Armistice was signed on November 11, bringing hostilities to a conclusion.

There was no longer a pressing need for a long range anti-submarine airplane. The urgency had gone out of the NC project. While in Europe, CDR Westervelt had learned that several organizations were making preparations for a Trans-Atlantic Flight. With the outbreak of World Encash earned leaves calculation I the offer was cancelled but renewed after the war.

Upon his return to Washington, Westervelt wrote a word report expressing the need to participate with government backing which would result in a considerable amount of deserved prestige. The report outlined proposed routes and procedures. Secretary of the Navy Daniels approved the basic plan and work at the Rockaway Air Station resumed a feverish pace. There had been a change in Lord Northclffe's rules when the prize was reinstated.

Mid-ocean stoppages would no longer be allowed thus effectively eliminating the NC's. It made little difference as the United States had made no attempt to file an entry fee and the Navy crews would not have been able to accept any possible prize money that might have been awarded. The attempt had become one of accomplishment and pride on the part of the Navy. Credence was lent to this announced policy when in an unprecedented ceremony the three flying boats were placed in commission as if they were ships of the line.

CDR John Towers formally assumed command of NC Seaplane Division One. His orders signed by Franklin D. Roosevelt, acting Secretary of the Navy, gave Towers a status roughly equivalent to that of a destroyer flotilla's commander.

The Navy had committed to go all out.

A Trans-Atlantic departure date of 6 May was chosen. While the flying boats were being readied for the flight the NC-2 was damaged in an accident during take-off during evaluation testing. On the night of 4 May a fire damaged the NC-1 and NC Parts from the NC-2 were used to repair the NC-1 and NC-4 in an around the clock effort leaving only three aircraft for the attempt. Towers chose NC-3 as his "flagship" and chose CDR H.

Richardson as his first pilot with LT David McCulloch as his co-pilot. Bellinger was in command of NC-1 with LCDR Marc Mitscher assigned as first pilot and LT Louis T. NC-4 was commanded by LCDR Albert C. Elmer Stone USCG as first pilot and LT jg W.

Other crewmembers of NC-4 were Ensign H. Rodd, radio operator; Lt. The Aircraft Commanders were navigators and operated from the bow of the aircraft. In addition to standard navigational gear they were equipped with the new "bubble sextant" and a drift indicator. CDR Hunsaker in his memoirs states: Read was a relatively small stock market secrets marcus, and he chose Stone because of his size and strength.

The two were a good team. Stone had experience with flying boats, which were notoriously difficult to keep from stalling in rough air or at reduced speed.

Stone also had experience in bad visibility weather. Stone had been a test pilot and knew how the crude instruments of the day could give indications contrary to the reliable "seat of the pants" signals of acceleration. On the eighteen hour flight of the NC-4 to the Azores, Reed's function as a navigator required him to stand in the forward cockpit. Stone was in fact the chief aviator with Lt Walter Hinton sitting beside him as a partner. The next leg would be miles to the Azores and then to Lisbon Portugal.

After crossing the Atlantic, the NC-4 flew on to Plymouth, England. The support was massive. Five battleships served as weather stations and destroyers were place at 50 mile intervals along the open ocean track on the planned route.

The Destroyers were equipped with special radio direction finders and star shells to can i sell american airlines stock fired as the planes passed overhead. Time was of the essence. There were others preparing to make the flight across the Atlantic. There had been no departure date given the press so there was little fanfare as the three NC flying the 2 period rsi pullback trading strategy free download lifted off at The NC-4 had flown only once prior to the departure and the leg to Halifax was to serve as the "shakedown' stock market vs silver chart. After passing Cape Cod and over the open sea the NC-4 had to shut down the center pusher engine due to an oil leak.

LCDR Read realized this would slow suomi 9mm aftermarket stock but elected to continue on as the aircraft would fly well on three engines.

They were headed for the euro dollar trading holiday destroyer when the center tractor engine blew a rod.

A distress signal was sent out which both destroyers heard. Towers assumed the aircraft would land next to the McDERMUT for repairs and continued on. Course was altered but the aircraft how much money does a coast guard reserve make losing altitude in poor visibility and with the water calm enough for a safe landing Read directed the NC-4 be turned into the wind and a landing made. Once on the water they could not get through on the radio. Finding themselves in the open sea, 80 miles from the nearest land they commenced a taxi for Chatam Air Station.

At dawn, just off the beach, they were spotted by two search aircraft. Within two days the bad engine was replaced and the other repaired. The only engine available at Chatam was a hp liberty but it had to do until the NC-4 reach Trepassey Bay where a hp engine was available. Departure from Chatam was delayed until the 14th because of a 40 knot northeaster. The NC-1 and NC-3 ran into heavy weather enroute.

Buffeted by gusty winds it took the effort of both pilots to remain on course. They arrived at Halifax that day but propeller problems delayed their departure until the 10th. They followed the line of "station" ships and as they passed Placenta Bay they sighted their first icebergs. The air remained rough and it was now cold.

At Trepassey Bay strong swells were running and the landings were made in strong gusty winds and an "avalanche of spray. Weather was still delaying the British attempt from St.

Johns and the press was once again focused on the big flying boats. The NC-4 did not depart Chatam Air Station until the afternoon of the 14th which would have put them into Trepassey Bay after dark. Read decided to land at Halifax rather than to risk the night landing. The center engine vibrated badly on the flight and the two outboards were running rough with dirt in the carburetors. Breese and Rhoads worked on them and the NC-4 was back in the air at on the 15th bound for Trepassey Bay.

Shortly after take off a message was received that the NC-1 and NC-3 would take off that afternoon. As the NC-4 rounded Powell's Point they saw that the NC-1 and NC-3 had not departed yet. They had been trying to take-off for a period of time but neither aircraft would lift from the water.

Breese on the NC-4 knew what the problem was. The NC fuel gages had been calibrated with the aircraft on land. The aircraft had been moored in the dmi forex plc. On the water the aircraft rode slightly nose down so when a tank was filled to the full mark they held a little over pounds of additional fuel.

The weight critical NC-1 and NC-3 were too heavy for take off. Departure was rescheduled for the following evening so that the aircraft would be approaching the Azores during daylight. This gave the crew of the NC-4 time to change the center engine and test it in time for departure. NC-4 taking off from Trepassey Bay enroute to the Azores On the evening of the 16th the three NCs taxied out together and headed down the Bay in a formation take off. The NC-4 lifted off but the other two did not.

The NC-4 had returned and landed. All three again took up positions as far back in the harbor as possible and at they started once again. Bouncing across the crests they took to the air, the NC-4 most easily of all. The route between Trepassey Bay and Ponta Delgada in the Azores was marked by a string of 25 "station" destroyers at approximately 50 mile intervals. The radio direction finders worked poorly but each destroyer was to make smoke, or if at night, swing a searchlight from the surface to straight up.

Star shells were fired and a report by radio of the passing of the aircraft was made and the next destroyer alerted.

Coast Guard

Formation was maintained until dark when Towers ordered running lights be turned on. The lights on the NC-4 came on but not on the other two aircraft. Realizing this he ordered the formation opened up to reduce the danger of collision. Weather remained good through the night but with the morning came rain, thick low clouds and fog. Towers spied a ship through a hole in the clouds. In the fog he mistook it for one of the "Station" destroyers.

Based on the sighting, Towers changed course. This was a costly mistake. The NC-3 ran into heavy rain squalls and tried different altitudes all to no avail. The clouds were so thick they could not see their wing tips. Turbulent air would shake the wallowing aircraft and with the primitive instruments of the time it was difficult to determine the attitude of the airplane. With two hours of fuel remaining and the very real possibility of running into a mountain on one of the islands he decided it would be better to set the aircraft down on the water and wait for the weather to moderate.

A descent was made and passing through feet the could make out the surface of the ocean. It did not look too bad so he signaled Richardson to make the landing. They miss-read the swells hitting the first one hard, fell into the hollow, shot back into the air and smashed into the following wave. Struts on the center engine buckled, hull frames split and damage was done to the controls.

It was apparent that flight could not be resumed. Communication attempts were futile. The aircraft drifted with the nose down into the wind which set it on a course to Ponta Delgada.

Two days later the aircraft was in sight of the breakwater. Towers had the two outboard engines started. They vibrated badly but provided enough power to taxi into the harbor and up to a mooring buoy. Bellinger in the NC-1 made the same decision as Towers.

The aircraft had been flying at 75 feet for some time. Navigation was impossible and down that low they could not reach anyone on the radio. Mitscher was flying the plane and was ordered to land. When the NC-1 touched down it was buried in a large wave which broke the wing struts and tail beams. The wings began to fill with water and it was necessary to slash the fabric.

The hull had been damaged and was taking on water requiring constant bailing. About three hours after water entry they were spotted by the Greek Steamer IONIA and picked up. A short time later they were transferred to the USS GRIDLEY. An attempt was made to take the aircraft in tow but it was so badly damaged that it was decided to sink it.

The NC-4 was also in weather. As the weather continued to deteriorate Read motioned to Stone to take it up and the NC-4 broke out on top at feet. As they approached the position of the next destroyer Read gave orders to descend for a visual check. As they entered back into the clouds the aircraft began to buffet and became difficult to fly as was the norm.

A wing dropped and the aircraft went into a spin. Apparently no one realized it until a glimpse of the sun was caught through a break in the clouds. Read shouted for Stone to bring it out of the spin.

To bring such a large heavily loaded aircraft out of a spin in clear weather would have been an accomplishment but the NC-4 had reentered solid clouds with zero visibility and to be able to bring it out of a spin with the rudimentary flight instruments then available was an amazing feat.

Once Stone had the aircraft under control he again climbed above the clouds. Read elected to stay there and london stock exchange announcements dead reckoning for the islands.

In mid morning the NC-4 passed over an opening in the clouds. Read saw what he thought was a riptide. Examining the two shades of color below he realized that the darker mass was land.

Read directed Stone to spiral down to feet. Using time and distance and visual reference they determined they were at the southern tip of Flores, one of the western Azores. Read set a course for Ponta Delgada miles away. They passed over a "station" destroyer shortly thereafter but it was not long before the weather began to deteriorate again. The fuel was too low to facilitate searching in case they missed Delgada so Read decided to turn south for Horta on the Island of Fayal where the USS COLUMBIA was standing by.

They landed in harbor at Horta at A tremendous welcome awaited Read and his crew. For almost three days NC-4 rode her moorings at Horta, kept there by rain squalls and fog. On the 20th the weather cleared enough for takeoff, and in less than two hours the NC-4 reached Ponta Delgada. They were met by the governor, the mayor and a multitude of people. Towers and the crew of the NC-3 and Bellinger and crew of the NC-1 were there to greet them.

It would be 30 May before the weather was good enough to continue on to Lisbon. While at Ponta Delgada word came that the Britishers Hawker and Grieves had taken off from Newfoundland for Ireland on the 18th and had been picked up by a steamer after being forced down miles east of St. Alcock and Brown were standing by for takeoff as soon as the weather cleared. On Tuesday May 27th, the crew of the NC-4 was up before dawn. The engines and radio was checked out and on the signal from Read, Elmer Stone advanced the throttles and the big flying boat lifted off in the early morning for Lisbon Portugal.

Another chain of destroyers extended between the Azores and Lisbon. The weather was good and as the NC-4 passed over each destroyer the ship radioed a message of her passage to the base ship MELVILLE at Ponta Delagada and the cruiser ROCHESTER in Lisbon who in turn reported to the Navy Department in Washington.

At 19;30 the flashing light from the Coba da Roca lighthouse was spotted and the NC-4 passed over the coast line. The big aircraft turned southward toward the Tagus estuary and Lisbon. The welcome was tumultuous.

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A transatlantic flight, the first one in the history of the world, was an accomplished fact! The crew of the NC-4 at Lisbon: From the left Chief Machinist's Mate Air E. Rhoads, USN, Engineer; Lt. Hinton, USNRF, Pilot; Lt. Breese, USNRF, Engineer; Lt.

Stone, USCG, Pilot; Lcdr. Read, USN, Commanding Officer and Navigator; Ens. Rodd, USNRF, Radio Operator does not appear in the picture. Early in the morning of 30 May the NC-4 departed Lisbon for Plymouth England. The NC4 sat down in the Mondego River to investigate an overheating engine. The radiator had developed a leak and was repaired but because of a low tide condition it became too late in the day to take off and reach Plymouth before dark so Read proceeded to Ferrol in northern Spain to spend the night.

They were back in the air the next morning and as they approached Plymouth a formation of Royal Air Force seaplanes escorted the NC-4 into the harbor. A British warship fired a 21 gun salute as the NC-4 circled. The Lord Mayor of Plymouth received CDR Read and his crew and from Plymouth they went to London where they were decorated by the King of England. President Wilson who was at the Peace Conference in Paris sent for them and congratulated them for their outstanding achievement and introduced them to all present.

Stone was honored for his part in the NC-4 flight by the Portuguese Government with the award of the Tower and the Sword; by the British Government with the British Air Force Cross; and by the United States Government with the Navy Cross.

He also received the following citation from the Acting Secretary of the Navy, Franklin D. Roosevelt, dated 23 August Coast Guard Captain Stanley V. Parker who had been the Commanding Officer of the Naval Air station Rockaway, New York was ordered to Headquarters and assigned as the Aide for Aviation. With the war over Parker turned Coast Guard attention back to the utilization of aircraft in the saving of life and property along the coastal regions of the United States and at sea contiguous to them.

The new Commandant, William Edward Reynolds, was favorably disposed toward the establishment of a Coast Guard air station to thoroughly evaluate the concept. The authority to establish Coast Guard air stations was contained in the Navy Deficiency Act of In spite of the shortage of Officers in the Coast Guard Captain William P.

Wishar, 1st Lieutenant Carl C von Paulsen, and 1st Lieutenant. Palmer were assigned to the first post-war Navy flight class at Pensacola.

Palmer was found to have an eye defect which disqualified him from flight training but he continued on in aviation engineering training. Parker, qualified in both fixed wing and dirigibles, as he recognized the possibility that both types of aircraft might be advantageous in Coast Guard operations. When Wishar and von Paulsen completed fixed wing seaplane training in May of and received their Naval Aviator designation, they remained at Pensacola to take lighter-than-air training.

On March 30,Headquarters initiated a sequential listing of Coast Guard aviators. The initial listing was made up of Coast Guard Officers assigned to flight duty at the time. Stone was designated Coast Guard Aviator 1, Donohue was designated 2, Thrun became 3, Sugden was reassigned to aviation duty in April and became 4. When Wishar and von Paulsen completed flight training they were designated Coast Guard Aviators 5 and 6.

At this point designation numbers were given to all other Coast Guard officers who held Naval designations. Thus Parker, Coffin, and Eaton became Coast Guard Aviators 7, 8,and 9. No more designations were issued until enlisted pilots Walter Anderson and Leonard Melka, from the original class ofwere commissioned. They were designated 10 and On 5 Junethe military ranks prescribed for the Navy became effective for the Coast Guard thereby eliminating a great deal of confusion.

Coast Guard Captains became Lieutenant Commanders, 1st Lieutenants became Lieutenants, 2nd Lieutenants became Lieutenant junior gradeand 3rd Lieutenants became Ensigns. Inquiries were made to the Navy as to the availability of surplus aircraft and naval installations that could be used for the establishment of a Coast Guard Air Station. The Coast Guard was given the choice of two locations. One was at Key West, Florida and the other at Morehead City, North Carolina. LCDR Parker informed LCDR Wishar that he would be assigned as the Commanding Officer of the Coast Guard's first air station upon completion of the lighter-than-air training and he requested his views on the most desirable location.

Wishar recommended Morehead City as "best suited to prove the worth of Coast Guard aviation. It was closer to the Graveyard of the Atlantic at Cape Hatteras, where there would be more opportunities to locate vessels in distress, derelict menaces to navigation, and vessels ashore on Diamond Shoals, Lookout Shoals, and Frying Pan Shoals. The request for aircraft was also honored and six HS-2L Curtiss flying boats were provided. LCDR Sugden, Parker's Executive Officer at the Rockaway Naval Air Station was assigned temporary duty as Commanding Officer during the period the Morehead City Air Station was being outfitted.

LCDR Stone was given the responsibility of supervising the reconditioning and testing the HS-2L flying boats that were to be used by the station. In November the Navy requested Stones services in connection with aircraft catapult tests and development. Headquarters approved the request and Stone reported to the Aircraft division of the Navy Bureau of Construction and Repair on 20 November,for duty. LCDR Wishar, reported in to Morehead City in January and relieved Sugden. Von Paulsen reported in about the same time.

The others assigned were LCDR Robert Donohue, Executive Officer; LT Edward Palmer, Engineering Officer; Gunner C. Thrun, Pilot; Machinists W. Anderson, Assistant Engineer and Pilot, Carpenter Theodore Tobiason, in charge of aircraft work: Chief Petty Officer Leonard Melka, Pilot; and 16 additional enlisted personnel to maintain the aircraft. LCDR Wishar described the HS-2L as follows: It was staunchly built, could land in a fairly heavy sea when emergency demanded, and could take off in a moderate sea.

It took off at a speed of 48 knots and flew at 55 knots, a leeway of 7 knots between flying speed and stalling speed. If she stalled, she went into a spin. No flyer that I've heard of ever pulled a fully manned and equipped HS-2L out of a spin. Everyone that spun crashed, killing all on board. It had to be constantly "flown" while in the air. It carried a pilot, co-pilot, and in the bomber's seat in the bow a combination observer and radio man.

It was tiring to fly: I've come in from many a flight, and, upon landing, my right instep would be so painful it was difficult to walk. It was adjusted to equal the pressure needed on the other side of the rudder bar, while flying, to keep the plane straight. It was called a "Bungee. The pilot had to remember this and press against the bungee's pull on the rudder when he had cut his engine.

They never had a chance to forget again". LT Robert Donohue was an exception and believed an H boat could be brought out of spin. He stripped a HS-2L of all removable gear and took off with a light fuel load and only himself in the airplane. No preparations had been made for rescue in case of a crash because LCDR Wishner was not aware of what was intended. Wishar first found out as Donohue started his climb out and hastily prepared for what he thought was a certainty. Upon reaching feet Donohue put the aircraft into a spin and made four complete turns, then smoothly brought the aircraft out of the spin and landed just off the station.

He had proved a HS-2L flying boat could be brought out of spin. Wishnar said it was either a court-martial for risking the plane and his life or a recommendation for a medal for bravery beyond the call of duty. It must have been the latter because Donohue retired as a Rear Admiral.

Upon establishment of the air station a Headquarters directive assigned duties and responsibilities in order of priority: Saving life in costal regions and adjacent waters 2.

Saving property in coastal and adjacent waters. Enforcement of laws and assisting federal and state officials engaged therein. Transportation of officials to remote areas to remote areas or if time precluded the use other means.

Assisting fishermen by spotting schools of fish. Aircraft maintenance - on the ramp at the Morehead City Air Station The HS-2L fell far short of the aircraft that would follow. Range was a limitation and as a result gasoline and oil were stored in drums at strategic locations in the operating area.

Engine failures happened regularly. Wishar stated that he had three while the air station was in operation. Space to carry a rescued or ill person was very limited. But the ability to patrol and fly from bays and inlets and in some cases the open seas was demonstrated.

In a summary of activities, Commodore W. Reynolds, the Commandant of the Coast Guard reported to the Secretary of the Treasury that: A Coast Guard aviation station has been established at Morehead City, N. The aircraft in use are the Navy H-S flying boats and the station is conducting experiments with the view of furthering the effectiveness of aircraft to life and property saving purposes. It is earnestly recommended that the Congress give its support to the development of this activity for Coast Guard purposes.

The Morehead City air station remained in commission until July, at which time personnel were transferred to other assignments and the aircraft were returned to the Navy. With the closing of the Morehead City air station morale was low in the aviation community but another misfortune had affected the morale of the entire officer corps.

During World War I and the immediate post war years while still a part of the Navy, Coast Guard officers had received temporary promotions commensurate to their assignments and responsibilities. The Captain Commandant was promoted to the Rank of Commodore, USN and others had been promoted to Captain, Commanders and Lieutenant Commanders.

They fit well within the Navy rank structure but when the Coast Guard reverted to its pre-war rank structure the rank distribution was exceedingly top heavy. For example there were Coast Guard Officers holding the rank of Lieutenant Commander out of a total authorized strength of officers. On 17 October,all Coast Guard officers reverted to their permanent rank.

The Navy rank terminology was retained but all but 36 of the Lieutenant Commanders reverted to Lieutenant or Lieutenant junior grade. Obviously the large reduction in rank had a detrimental effect on the procurement of new officers.

There were vacancies in the grade of Ensign for 65 officers. The situation was improved when the "Act to distribute the commissioned line and engineering officers of the Coast Guard in grades, and for other purposes" was enacted in January of The title of the Captain Commandant was changed to Commandant with a rank of Rear Admiral lower half and authorized the promotion of 11 senior officers to the rank of Captain.

Most importantly, a provision was made for promotions at regular intervals and the adjustments made at regular intervals. Maximum numbers in grade would also to be adjusted to changes in the authorized number of Coast Guard officers and pay and allowances were that of naval officers. This gave the young Coast Guard officer about the same opportunity for promotion as his opposite number in the Navy and did much to improve the morale in the officer corps.

Prohibition of the manufacture, importing, transportation and selling of alcoholic beverages had become the law of the land on January 16, Enforcement of the law fell to the Treasury Department and as part of the Treasury Department the Coast Guard was tasked with the interdiction of maritime smuggling. There was a gradual increase in the anti-smuggling efforts on the part of the Coast Guard while remaining at force levels. Smuggling increased exponentially and Treasury Secretary Andrew Mellon, in his annual report, recommended the service be enlarged considerably to effectively combat the illegal distribution of alcohol.

In addition the authorized number of personnel was nearly doubled. Coast Guard destroyer Tucker 75 foot patrol boat - known as "six-bitters" The destroyers were reconditioned and the last was on line by the summer of During the same period the construction of the authorized small patrol boats proceeded. The largest of these were 75 foot in length, had a sturdy wooden hull, were powered with gasoline engines driving them at They mounted a 1-pounder and a. There were of these boats known as six-bitters built and all were on line by mid The destroyers worked in concert with two 75 footers.

The smugglers, known as blacks, had begun to cruise outside the three mile limit of jurisdiction and unload to fast smaller craft for the run to the shore. The destroyer would locate a black and the 75 footers would picket the vessel.

The object was to keep the smuggler from off-loading the cargo to the smaller craft and if accomplished to intercept and apprehend the smaller craft before or as it reached shore. Air Station Gloucester - Ten Pound Island The 75 foot patrol boats operated from bases up and down the coast. LCDR Carl Von Paulsen, an aviator, was the commanding officer of Section Base 7 located Gloucester, Massachusetts. The Gloucester patrol area included the shore line, harbors and bays from Marblehead, Massachusetts to Portland Maine not neglecting the rendezvous locations of the ships offshore.

LCDR Paulsen approached LCDR Stephen S. Yeandle, aide to Commandant Billard, with the idea of utilizing aircraft to search and locate both blacks and small boats making a run for shore. LCDR Yeandle thought the concept had merit and approached the Commandant who approved the idea but no funds were available. A Navy surplus UO-1 was located and an agreement was made for the Coast Guard to utilize it for a period of a year.

It initially flew out of the Naval Reserve Air Station at Squantum Massachusetts and then operated out of a make-shift tent-hangar located on Ten Pound Island in Gloucester Harbor. The first use of an aircraft to chase a rum-runner was on 20 June The UO-1 assisted in the first capture of a rum runner with aviation support on 24 June Von Paulsen and veteran aviator Leonard Melka flew many thousands of miles on patrol during the first year locating smugglers from the air and directing the patrol boats to them.

The experience obtained from operating this single airplane convinced Headquarters of the advantages derived from the use of aircraft in Coast Guard work and it was decided to establish a permanent air station and procure appropriate aircraft. Three were modified Loening OL-5 amphibians with strengthened hulls for rough water landings and larger fuel tanks providing increased fuel for extended law enforcement patrols.

They had a large center float faired into the fuselage with wheels arranged so that they could be swung clear when operating from the water.

A bi-plane, it had stabilizing floats located at the ends of the lower wing The wing span was 45 feet and the aircraft length was 35 feet. They had hp inverted Liberty engines with a top speed of mph and a range of miles at a cruising speed of 75mph. Maximum gross weight was pounds and the service ceiling was 12, feet.

In addition to a pilot and an observer the OL-5 could carry one passenger. During the summer of after blasting, leveling and concrete pouring, a large steel hangar was erected. The first OL-5 aircraft arrived at Ten Pound Island on 14 OctoberThe second OL-5 was assigned to a to new air station that was opened at Cape May N. The Third OL-5 arrived at Ten Pound Island on 3 November The two UO-4s arrived in December of One of these was assigned to Cape May.

The Coast Guard went on the offensive and the three mile limit was effectively extended by means of agreements with other nations. Faced with a well organized international smuggling syndicate, knowledge of operational practices and the plans of the smugglers were invaluable. A Coast Guard Intelligence Office was established at Headquarters to facilitate the gathering, evaluating and dissemination of information.

The radio played a very important part in gathering intelligence information and was utilized by both sides. A Field Intelligence Unit was established under the direction of Lt. Frank Meal and work began on high frequency radio receivers and high frequency radio direction finders to be placed on ships and patrol boats. This not only enabled the interception of radio traffic for intelligence gathering but provided an excellent control net which greatly enhanced the operational effectiveness of Coast Guard activities.

This was further enhanced by the development of aircraft radio communications equipment capable of a voice communication range of miles and a CW range of miles. He constructed and installed radio equipment in the station aircraft. The system was designed for battery operation completely independent of the aircraft's regular electrical system.

It provided two-way continuous wave telegraph and high-quality voice communication. It was the basis for later Coast Guard aircraft equipment. The work of Descoteaux and C. Solt of the Communications Section of USCG HQ resulted in the use of the first loop type radio direction finder. Loening OL-5 on ramp CDR C. Melka in flying gear Ten Pound Island Air Station Loening OL-5 with Machine Gun Mount Smuggling interdiction continued to be the primary mission of the air station.

Daily patrols were flown in aircraft not only capable of radio communication with both surface units and shore stations but with the ability to obtain the bearing of a black making a radio transmission. The OL-5s were armed with machine guns and, at least in one recorded incident, they were used to sink numerous wooden crates of whiskey that were dumped overboard by a rum runner. As rum-row continued to move further off shore and the search area continued to expand, the most effective utilization of the aircraft was to locate a black, notify Coast Guard surface vessels of its location, and to continue to circle over the black until a destroyer or 75 footer arrived on scene to apprehend or commence picket duty.

The station was simultaneously engaged in the saving of life and property. In the first four years of operation there were cases of assistance rendered embracing casualties to vessels, property and persons. Experiments were conducted in which a shot line, strung between poles, was picked up by the aircraft and carried to a vessel in distress.

The line was dropped from the plane to the deck of the vessel in distress and a breaches-buoy is run out to the vessel and survivors are brought ashore by this means. It was used when the vessel in distress was too far from shore for the shot line to reach it or the seas were too rough for the launching of a small boat. In early the two UO-4s were transferred to Section Base 6, Fort Lauderdale, Florida to combat the smuggling operations in that area.

They enjoyed the same success as they had at Gloucester and Cape May. A Coast Guard air station was established at Dinner Key, Miami, Florida in A JF-2 was assigned to Gloucester and with the advent of the PJ and RD Dolphin flying boats there was no room to expand the Gloucester base.

Gloucester was decommissioned and a new air station was established at Salem Massachusetts in Air Station Cape May The Highest consumption of alcohol during prohibition took place in the large metropolitan cities.

With its many inlets, points, and coves, the coast of New Jersey stood out as a haven for rum-runners. As a result a line of large vessels took up station off the New Jersey - New York coast and serviced hundreds of contact boats that transported the illegal alcohol to shore. The value of aircraft in locating smugglers and directing an intercept by a surface vessel to picket and prevent the off-loading of contraband had been demonstrated.

A location to base the aircraft was sought. The Navy had established a section base at Cape May, New Jersey in to provide training, vessel support activities and communication facilities for coastal defense. The navy built military facilities along the harbor front. After World War I the base was adapted to accommodate dirigibles.

A hangar feet long and over feet tall was built. Induring the Prohibition era, the Coast Guard established a presence at the base and several cutters were assigned to combat rum-runners operating off the New Jersey Coast. The first aircraft, an OL-5, arrived in October of and an aviation presence was established. In October of CDR Von Paulson was assigned to duty as the commanding officer of aviation unit at Cape May.

Two pilots had graduated from flight school in and three more were assigned to flight school in A Schreck Viking seaplane had been purchased and was assigned to Cape May. The first of the RD-4 Dolphins was delivered to the Coast Guard in By the end of the five Fokker PJ flying life boats had been delivered.

Three of these aircraft were assigned to Cape May. By 5 December thirty nine States had ratified the Twenty-first Amendment and by proclamation, issued by the President on that date, Prohibition was ended. The primary flight mission at Cape May had already been evolving into search and rescue activities, storm warnings, derelict location, and medical evacuations. The advantage of locating wreckage from altitude was demonstrated by Ensign W. Anderson who assisted the cutter Gresham in locating the wreckage of a dismasted schooner.

The aircraft located the wreckage six miles distant from the cutter which had already been engaged in search activities. The aircraft had the advantage of altitude in locating a low profile object. Other search activities in conjunction with cutters proved their value many times over. The Cape May facilities would continue to expand. An aviation school for enlisted personnel was established at Cape May in The first of the JF-2 "Ducks arrived at Cape May at the end of CDR Stone had become the commanding officer was assigned as the senior member of the trial board for the flying boat aircraft being built by General Aviation Manufacturing Corporation.

He was relieved by Lt. Stone established a world speed record for amphibious planes when he piloted Coast Guard JF-2 at a speed of Lt Burke, utilizing the same aircraft set a speed record of Two days later he set an altitude record of 17, The Cape May air station was decommissioned in due to lack of funding. However, air patrol detachments were maintained at Cape May until During World II the Navy upgraded Cape May and used it for training pilots in aircraft carrier operations.

The Coast Guard provided search and rescue services. The Navy turned the base over to the Coast Guard after the war and the Coast Guard Receiving Center Cape May opened in The Coast Guard consolidated all recruit training functions at Cape May in In a new hangar was built and Coast Guard Air Station Cape May was recommissioned as a helicopter air station.

CDR Elmer Stone climbing into his Grumman "Duck" to break seaplane speed record on 20 December A History of Coast Guard Aviation. Robert Adamson USCG ret ; Coast Guard aviator number and member of the Ancient Order of Pterodactyls. Curtiss MF Flying Boat. NC-4 taking off from Trepassey Bay enroute to the Azores. Aircraft maintenance - on the ramp at the Morehead City Air Station.

Coast Guard destroyer Tucker 75 foot patrol boat - known as "six-bitters". Loening OL-5 on ramp. Coast Guard Radio Station Rockaway.

Coast Guard PJ-1 Arcturus on the ramp at the Miami air station. Coast Guard RD- 1 Dolphin. Photo to the left: Air Station Miami at Dinner Key just prior to closing in Manufacturer Grumman Fuel Capacity gallons Designation JF-2 Range miles Type Utility Amphibian Top Speed mph Wing Span 39 ft. Cruise Speed mph Length 34 ft. Stall Speed 67 mph Gross Weight pounds Engine hp Wright R Service Ceiling 18, ft Propeller Hamilton Standard 3-bladed.

Coast Guard PBY-5A with Air Rescue markings. PBM -- JATO assisted take-off from the open sea. This patch dates from the opening of the Port Angeles Air Station. It is the oldest known Coast Guard patch. Ken Harkema, radioman with first CGAS Port Angeles Crew. Coast Guard Air Station Port Angeles -- prior to world War II.

All aircraft assigned to CGAS Port Angeles in "Alfa Status" - JF-2 being lowered into the water. J2W-1 Waco secured on deck of USCGC Spencer. Manufacturer Vkining Boat Company Engine hp Wright Whirlwind R Designation OO-1 Propeller 2 blade wood-fixed pitch Type Seaplane Fuel Capacity 60 gals Length 29 ft - 4 in Range miles Wing Span 38 ft - 7 in Max Speed mph Gross Weight pounds Cruise Speed 88 mph. Viking OO-1 Seaplane resting on beaching gear. Ramp area at Coast Guard Air Station Charleston: Aircraft left to right -- J2K, JF-2, RD-4, JF-2, and JF Navy P2Y Patrol Plane.

View of the Coast Guard Air Station San Diego PBY-5A with Air Rescue markings on the ramp San Diego. Manufacturer Hall Aircraft Corporation Engine Wright Cyclone F51 R Type Patrol Flying Boat Propeller Curtiss CS32D Wing Span 72ft 10in Fuel gal Length 51ft Cruise Speed mph Gross Weight 16, pounds Range miles Service Ceiling 21, ft Crew 5.

Waesche, Commandant, USCG center at ground breaking ceremonies for the air station. Statue of Liberty Fly-by Air Station Brooklyn PH The Growth Years Coming of Age The Modern Era Coast Guard Aviation in Vietnam On-Line. HANGAR FLYING Written Histories. Download "Coast Guard Aviation in Vietnam" in PDF Format 4. Special News Current Events "Breaking History". USCG Aviation Patch Collection. Historical Coast Guard Flight Safety Bulletins and Flight Lines Under Development - To be indexed and searchable.

USN Aviation Hall of Honor. CG Aviation Hall of Honor. USCG Aviation History Flight Log. COAST GUARD AVIATION PILOTS. CG Aviation Memorial Album kb. Memories of Memorable Characters. PHOTO ALBUM - CGAS St. Petersburg - PHOTO ALBUM. Hurricane KATRINA - A Coast Guard Success Story. USCG AVIATION HISTORY STORE. BOX Chantilly, VA http: A History of Coast Guard Aviation The Early Years Summary Overview. It could be said the Coast Guard's introduction to aviation took place in when the surfmen from the Kill Devil Hill Life Boat Station of the US Life saving Service provided the Wright Brothers with additional man power during the pre-launch activities of that epic flight.

The initial proposal for Coast Guard utilization of aircraft was to assist Coast Guard Cutters in searching for vessels in distress and locating derelicts and hazards to navigation in the open seas. Historical Timeline of Events. The Early Years