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Friendly fire, ugh! That war was a fustercluck on so many levels.Ashes scattered at sea...nice touch!
Coast Guard Heroes: Joseph TezanosPosted by LT Stephanie Young, Thursday, January 16, 2014The Coast Guard Compass was proud to unveil the first 14 heroes the service’s new fast response cutters would be named for and we are even prouder to share the next 10 names with you in a continuation of our Coast Guard Heroes series. Over the next two weeks we’ll be sharing profiles of the namesakes of the Coast Guard’s fast response cutters, from legends of the U.S. Life-Saving Service to courageous men who served during the Vietnam War. Today, we share with you the story of Joseph Tezanos.Written by by William H. Thiesen, Ph.D, Coast Guard Atlantic Area Historian.In the spring of 1942, 22-year-old Joseph Tezanos, a factory worker and Spanish immigrant, enlisted in the U.S. Coast Guard. His life would change forever. By the end of the decade, Tezanos would be a highly decorated war hero, a survivor of one of World War II’s worst accidental disasters and one of the first Hispanic American officers in the U.S. Coast Guard. Tezanos’ story is the American dream realized.Ensign Joe Tezanos. U.S. Coast Guard photo.By May of 1943, after a variety of temporary assignments, Joe Tezanos received orders to report to New Orleans to serve on board a new LST, a large ocean-going landing craft whose abbreviated letters designated it as a tank landing ship. By July, Tezanos and his shipmates on board LST 20 would be part of a convoy headed for the Alaskan theatre of World War II.While serving on board LST 20, Tezanos became a gunner’s mate, the most dangerous rate possible on a World War II LST. Tezanos saw action and managed to survive some of the bloodiest amphibious landings of World War II, including landings on enemy held islands at Kiska, Alaska; Tarawa Atoll in the Gilbert Islands; and Kwajalein Atoll in the Marshall Islands. At Tarawa, LST 20 supported the marines as they slugged their way through what noted World War II Coast Guard historian Malcolm Willoughby termed “one of the most intensely fought amphibious operations of the entire war.”April of 1944, found LST 20 moored near an armada of transports and LSTs in West Loch, Pearl Harbor, preparing for a top-secret operation named “Forager.” Forager would support the invasion of Saipan, in the Marianas island chain, which was expected to be one of the most hotly contested amphibious landings of the Pacific Theater’s island-hopping campaign. But on 21 May 1944, before the armada could set sail, an explosion on board one of the armada’s LSTs set off a chain reaction among the fleet of heavily loaded transport vessels.The ensuing cataclysm resulted in the largest accidentally caused explosion of the war in terms of lives lost, including approximately 600 wounded and dead. After the explosion, Tezanos scrambled aboard a rescue boat along with a gang of several other hastily assembled volunteers. The small boat and its intrepid crew steamed into harm’s way despite the risk of being burned alive or blown up. Tezanos and his shipmates rescued men from the water in danger of drowning and evacuated others from the burning ships. After receiving multiple burns in the line of duty, Tezanos helped save over 40 of the disaster’s survivors.For his actions that day, Tezanos received the Navy and Marine Corps Medal, one of the highest medals awarded to Navy personnel for wartime rescue operations. He also received a commendation letter from Coast Guard Commandant Adm. Russell Waesche and a citation personally signed by the famous Fleet Admiral Chester W. Nimitz, which reads in part: “[for] distinguished heroism while serving as a volunteer member of a boat crew engaged in rescue operations during a fire in Pearl Harbor, Oahu, T.H. on 21 May 1944. Under conditions of great personal danger from fire and explosions and with disregard of his own safety . . .” Nimitz’s citation concludes, “His actions on this occasion were in keeping with the highest traditions of the naval service.”By summer’s end, LST 20 began preparing for its next operation, but Tezanos received orders to undertake Coast Guard reserve officer training. In October, he found himself in New London, Conn., at the Coast Guard Academy to take the four-month program. By early spring 1945, he graduated and became the first known Hispanic American to complete the service’s Reserve Officer Training Program. His wartime commissioning in mid-January 1945 also qualified him as one of the very first Hispanic American officers in the United States Coast Guard.In May 1945, newly commissioned Ensign Tezanos returned to the West Coast to deploy as boat officer on board the troop transport Joseph T. Dickman where he would spend the remainder of his tour. Most of that time saw his ship transporting troops to the front. After the August 1945 conclusion of hostilities, the Dickman returned thousands of troops to the United States as part of the so-called “magic carpet ride” back home. In January 1946, Tezanos arrived in San Francisco on the Dickman’s last trip and witnessed the ship’s formal decommissioning.Joseph Tezanos’ Coast Guard career would end that spring, but his life was only beginning. He would go on to college and graduate school, start a family and become a successful international businessman. When he passed away in March 1985, he was interred at Arlington National Cemetery alongside many other Coast Guard heroes.
Coast Guard Heroes: Bailey T. BarcoPosted by LT Stephanie Young, Wednesday, January 22, 2014Written by Christopher Havern.On Dec. 21, 1900, the schooner Jennie Hall had run aground in a severe winter storm off the coast of Virginia Beach, Va. Upon notification of the grounding, the Dam Neck Station Life-Saving Station keeper, Bailey T. Barco proceeded to the scene and took command.Realizing the use of the surfboat was dangerous, if not impossible, Barco directed the assembling of the beach apparatus and soon a breeches buoy had delivered all but one of the survivors to safety.The last victim was so numbed by the cold that he could not help himself. After an unsuccessful effort by one of the members of the Dam Neck Hills Station to ride the breeches buoy out and help the man, Barco decided to take the surfboat out to the wreck and attempt to put two men aboard Jennie Hall. Following several ill-fated attempts, Barco, as boat coxswain, and his volunteer crew launched the surfboat and put two of the crew aboard the rapidly disintegrating ship.Despite turbulent and freezing seas, he kept the surfboat under oars until one of his own crew was washed overboard. Quickly recovering the man, Barco guided the surfboat back to the beach. The helpless crewman of Jennie Hall and the two volunteers who had been put aboard the wreck were then brought safely to the beach by the breeches buoy. Bailey Barco’s exemplary courage, fortitude and initiative in this valiant rescue reflected the highest honor upon himself and were in keeping with the highest traditions of the U.S. Life-Saving Service. For extreme and heroic action, Barco was awarded the Gold Lifesaving Medal on Oct. 7, 1901.
Great reads, Coastie.
Remembering BlackthornPosted by LT Stephanie Young, Wednesday, January 29, 2014Yesterday marked 34 years since the sinking of Coast Guard Cutter Blackthorn. Of Blackthorn’s 50 crewmembers, 23 lost their lives during the Coast Guard’s worst peacetime disaster. Chief Petty Officer Judy L. Silverstein was at the ceremony honoring the ship’s crew. Below are her thoughts immediately following the ceremony.Written by Chief Petty Officer Judy L. Silverstein.My work as a Coast Guard reservist has offered a front row seat to history and the chance to be part of meaningful customs and traditions. The annual ceremony commemorating the Coast Guard Cutter Blackthorn, the worst peacetime loss of life for our service, has always been a beautiful and solemn occasion, and this year was no exception.Commissioned in 1944, Blackthorn began her service as a seagoing buoy tender, served as a Great Lakes ice breaker, and soon afterwards patrolled the warmer waters off California, eventually serving Gulf ports in Galveston, Texas, and Mobile, Ala.Refurbishment brought the ship to Tampa Bay for her final, fateful voyage. Today, Blackthorn lives on – as one of the area’s artificial reefs. She also endures through a fitness center recently dedicated to Ensign Frank J. Sarna III and a vessel named for an apprentice seaman credited posthumously for saving the lives of many of his fellow crew on that tragic night, 34 years ago. The tradition of naming buildings and vessels is characteristic of the Coast Guard’s long-standing history of demonstrating respect and remembrance for our fallen.In addition to learning from our past, those were themes Coast Guard Commandant Adm. Bob Papp highlighted in his role as keynote speaker at this year’s ceremony. As one of only 46 still serving who was on active duty in 1980, his perspective is somewhat unique.“While the loss of the Blackthorn was a seminal event in my young career, most Coast Guardsmen don’t have a personal memory of the tragedy,” he said. “Memorials such as this help us to ensure that we not only honor their final sacrifice, but that we also continue to learn from it so those lessons will live on in our Service, just like the memory of our Shipmates.”Living in Tampa Bay makes it difficult to avoid thinking about her crewmembers. Speaking with the families of Blackthorn victims only serves to make the annual ceremony all the more poignant and personal.Patricia Sarna, mother of Ensign Sarna, talked about how close the crew was after spending nearly six months together in Tampa Bay, while the ship was retrofitted. Clutching a rose tied with ribbon emblazoned with her son’s name, she stood amidst a group of family members who survive their loved ones some three decades after the Blackthorn collision.“Our hearts and our prayers are linked,” she said.The significance of the tragedy is highlighted by the stories that keep emerging. Chuck Anzibel, a newly-minted 3rd class public affairs specialist in 1980, was working the radio at Air Station Clearwater when the mayday call came in.“You train for it,” he said, “but you never really think something that awful will happen. I still think about it all the time.”Yet in spite of the tough memories, Anzibel gives high praise to the annual ceremony, which had nearly 450 attendees this year.“It gets bigger every year, which is great,” he said, noting its importance. “It keeps the public reminded that accidents can happen right here in Tampa Bay, and that the job of the Coast Guard is more dangerous than people think.”Held in Blackthorn Memorial Park at the base of the Sunshine Skyway Bridge overlooking Tampa Bay, the ceremony includes an aerial salute by Air Station Clearwater crews, reading of the names of Blackthorn victims and the tolling of the ship’s bell. There are also commemorative wreath presentations and choir music. The carefully-crafted ceremony honoring the crew includes a military gun salute and bagpipes.Steeped in tradition and respectful remembrance, the annual Blackthorn commemoration is a moving tribute offering glimpses into the finest Coast Guard traditions and our history. But its well-honed components also give a measure of comfort.
<snip>Buoy tenders have traditionally had long careers. Many serving more than 45 years. Aside from routine maintenance, Blackthorn was modernized throughout her career. In 1968 she received air conditioning improvements in her heating and ventilation, and a new 100kw generator. Blackthorn received an "Austere Renovation’ in 1972. Crew berthing, heads, and the dispensary were renewed plus a new lounge and Pollution Abatement System were added. From 15 October 1979 through late January 1980 Blackthorn was overhauled in Tampa, Florida.Having just completed her overhaul, Blackthorn was outward bound from Tampa Bay on the night of 28 January 1980. Meanwhile the tanker Capricorn was standing into the bay. The captain, LCDR George Sepel was on the bridge, but ENS John Ryan had the conn. Having been overtaken by the Russian passenger ship Kazakhstan, Blackthorn continued almost in mid-channel. The brightly lit passenger vessel obscured the ability of the crews of Blackthorn and Capricorn to see each other. Capricorn began to turn left, but this would not allow the ships to pass port-to-port. Unable to make radio contact with the tender, Capricorn’s pilot blew two short whistle blasts to have the ships pass starboard-to-starboard. With the officer of the deck confused in regard to the standard operating procedure, Blackthorn’s captain issued orders for evasive action. Though the ships collided, damage did not seem to be extensive. The problem, however, was that Capricorn’s anchor was ready for letting go. It became imbedded in the tender's hull and ripped open the port side. Just seconds after the slack in the anchor chain became taut, Blackthorn capsized. Six off-duty personnel who had mustered when they heard the collision alarm were trapped in the dark. Several crew members who had just reported aboard tried to escape and in the process trapped themselves in the engine room. Though 27 crewmen survived the collision, 23 perished. In the end the primary responsibility for the collision was placed with LCDR Sepel as he had permitted an inexperienced junior officer to conn the ship in an unfamiliar waterway with heavy traffic. The Blackthorn was salvaged for the investigation and was then taken out into the Gulf of Mexico and sunk as an artificial reef.
Shipmate of the Week – OS1 Megan VegaPosted by LT Stephanie Young, Friday, January 31, 2014Written by Lt. Cmdr. Travis Collier.At home, most of us take solace in being able to rest from our day’s activities. But sometimes, that rest is shaken when we are called back to help neighbors in our community. Such was the case for Petty Officer 1st Class Megan Vega.Around 2 a.m. on a fall night, Vega was awakened by the sound and subsequent signals of a fire at her neighbor’s home.“I grabbed my cell phone and ran down the hall to the room my mother was staying and told her I saw a fire next door. Then I ran downstairs, still in my pajamas, to see what was happening,” said Vega as she reflected on the night of the fire.What she saw once she was outside: a home fire blazing out of control. Two occupants were visible: neighbor Ray Elliot and his daughter, Stephanie. Stephanie was safely outside, but Ray had decided to fight the fire with a commercial garden hose; and he was losing the fight. From inside the doorway, Ray wouldn’t listen to his daughter’s calls and was failing in his attempt to combat the fire.“He may have been a little out of it because of the fire and the smoke inhalation, but he just wasn’t listening to anyone,” Vega said.What Vega observed was a “two-alarm” blaze, that Ray had no chance to subdue. Firefighting crews were on their way, but Ray was unresponsive to pleas to evacuate his home and move to safety. He was drawn into trying to stop the fire from spreading. Unfortunately the scene was getting worse.Vega took in the scene and evaluated her next course of action, something she teaches every day as an instructor at Training Center Petaluma. Vega instructs new Coast Guardsmen to become trained operations specialists at their “A-School.” She trains and mentors more than 150 apprentice operations specialists every year, ensuring operational units have the best watchstanders to answer the call. She helps these students determine situational awareness and direct the appropriate response. The skills she imparts to our future watchstanders came to bear when she viewed this situation.It has been said that operations specialists are the “eyes, ears and voice of the Coast Guard for the maritime community.” That night, Vega was the eyes, ears and voice for her entire community.Realizing Ray wasn’t listening to his daughter, and assessing that something had to happen, Vega entered the home and pulled Ray to safety. Fortunately, Ray only had breathing problems due to smoke inhalation. Had Vega not responded and pulled him away from danger, it’s unknown what would have happened.Operations specialists train for these situations every day. They train to be the calm voice of the Coast Guard during some of the most extraordinary events. It’s not often an expert watchstander has to directly respond to someone in need. And that’s just what Vega did. She was ready to act.
From air station to ice stationPosted by LT Stephanie Young, Wednesday, February 5, 2014It was a cold, windy and snowy morning on the Outer Banks of North Carolina. A fierce winter storm had blown through the night before and entire towns were shut down because of the conditions. Emergencies don’t wait for the weather to clear, however, and a patient at The Outer Banks Hospital needed care beyond what could be provided. With roads swathed in snow, the only way to get out was by air; Air Station Elizabeth City, that is.Elizabeth City was called in to assist and crews – both in the air and on the ground – began to make preparations. Piloting the aircraft would be Lt. John Poley. He led the crew in a pre-launch discussion about procedures they would use to ensure they could safely complete the mission.“The highest risk areas for us were the take off and landings in confined areas such as the hospital pads surrounded with freshly plowed snow,” said Lt. j.g. Kevin Riley, the aircraft’s co-pilot. It would be his first case since he started flying in the Coast Guard, making this snowy flight particularly memorable.With the briefings complete and safety as fresh on their mind as the snow on the ground, the aircrew launched with Petty Officer 2nd Class Mark Bergman as the flight mechanic and Petty Officer 3rd Class Stephen Scheren as the rescue swimmer.Arriving in Nags Head, Riley recalls seeing buildings completely covered in snow with nearby rivers choked by ice. With a 30-knot tailwind the crew reached the pick up location quickly. Once on scene, Poley elected to use the “hover down” approach method, using the hospital, ambulance and parked cars should they lose reference because of the blowing snow.“Coming to a 50-foot hover all of us were ‘eyes out’ and calling the snow cloud so that we all would know exactly when we might be engulfed in the snow,” recalled Riley.Despite the blowing snow, the crew maintained their references all the way down to the ground and the swimmer and flight mechanic got the patient loaded along with a Dare County EMS flight nurse.“They were impressive to watch,” remarked Greg South, a resident who witnessed the crew in action. “It’s great knowing that when the world stops due to nature’s unkindness, you guys are there to help.”With the patient aboard, the aircrew took off and did a rapid climb out to stay ahead of any blowing snow. The 30-knot tailwind that had once helped them now hindered them but they soon made it to Norfolk. The aircrew did another “hover down” approach since it worked so well at the previous helipad and safely offloaded the patient for further treatment.Arriving back in Elizabeth City, most of the storm’s clouds had cleared out and the crew could see the entire airfield for the first time; it was completely covered in snow except for one small spot just perfect for a helicopter landing.“Our ground crews had spent the time we had been flying the mission in clearing a pad for us to land to near the hangar for our return,” said Riley. “Conditions had improved throughout the flight but it was still very cold and our maintainers had to work hard to recover the aircraft in the snow and ice ramp conditions.”Air Station Elizabeth City proved once again the Coast Guard is Always Ready, even when nature forces them to transition from operating as an air station to an ice station.
Service in the skies: A family traditionPosted by LT Stephanie Young, Wednesday, February 5, 2014Over the next week, Compass will be featuring men and women who operate in the Pacific Northwest. From Lt. Adriana Knies, an MH-60 Jayhawk helicopter pilot, and Chief Petty Officer Joel Sayers, a Coast Guard rescue swimmer, to Petty Officer 1st Class Nathan Burns, a boatswain’s mate and surfman, and Petty Officer 3rd Class Rashad Gipson, an MH-60 Jayhawk helicopter crewman and aviation maintenance technician. Each will be highlighted, along with their shipmates, in the upcoming season of The Weather Channel’s new series Coast Guard Cape Disappointment Pacific Northwest.Written by Petty Officer 3rd Class Katelyn Tyson.Coast Guardsmen are bornSome are born to interceptSome born to protectSome born to defendThey are all born to save livesFew are born to fly“I basically own my own roller coaster,” said Lt. Adriana J. Knies, a recently qualified MH-60T Jayhawk helicopter pilot assigned to Coast Guard Sector Columbia River/Air Station Astoria, Ore. “It’s a gratifying thing to work with a crew and do something different and important every day.”Every time Knies takes to the skies, she continues a rich family tradition dedicated to aviation and service to her country.Knies’ father served in the Army as a helicopter pilot and her brother is currently enrolled in Marine Corps flight school.Wishing to follow in her father’s boot steps, Knies applied to every military service academy. She was accepted into the Coast Guard Academy Scholar Program and attended a year of preparatory school before earning a cadet appointment.“My dad took me for a flight after I got my military ID,” said Knies. “I knew then that I wanted to fly.”Nearly a decade later, looking out the window of the Jayhawk’s cockpit, Knies can’t help but admire the landscape of the Pacific Northwest.The stretch of coastal region between Tillamook Bay, Ore., and Vancouver Island, Canada, has been nicknamed the “Graveyard of the Pacific” because of its unpredictable seas and rough landscape that continually threaten mariners and outdoorsmen alike.“One day you can be flying hundreds of miles offshore, and the next you’re on a rare inland case to rescue someone in the snowy mountains,” said Knies. “And the weather is constantly different.”No matter what the case type, Knies always stresses safety as the main priority. She encourages her crews to speak up if they notice anything out of place or unsafe.Knies said the greatest challenge she faces in her Coast Guard career is learning how to compartmentalize.“You have to put your personal issues in a tiny box,” she said. “That’s the only way you can deal with what you have to handle right in front of you.”“Lt. Knies has unwavering dedication,” said Cooley. “She spends countless hours both at work and at home honing her craft as a pilot. You can tell that she’s very devoted.”Cooley insists that as a Coast Guard commissioned officer, Knies’ leadership skills go far beyond her technical knowledge of the aircraft.“There’s a human element to being a pilot beyond just manipulation of flight controls,” he said. “It’s my opinion you can tell a lot about a person’s character by how they treat their subordinates. One of her best traits is her ability to be a good leader.”Knies said it is an honor to be featured on Coast Guard Cape Disappointment Pacific Northwest.“It’s a privilege, not a right,” she said. “It’s a nice thing that I can give a positive image to the Coast Guard.”Knies hopes viewers of the show will recognize the vast dedication Coast Guardsmen have to serving the public.“There’s a lot that we do, and we enjoy doing it,” she said. “I honestly hope people will get a little bit more knowledge of what we do for them and what we’ll always do.”Every Coast Guardsman has a different reason for serving. For Knies and many others, the call to duty is in their blood. It courses through their veins, fuels their adrenaline and reminds them of their responsibility to be Semper Paratus—Always Ready.
Hoisting ExpectationsPosted by LT Stephanie Young, Thursday, February 6, 2014Over the next week, Compass will be featuring men and women who operate in the Pacific Northwest. From Lt. Adriana Knies, an MH-60 Jayhawk helicopter pilot, and Chief Petty Officer Joel Sayers, a Coast Guard rescue swimmer, to Petty Officer 1st Class Nathan Burns, a boatswain’s mate and surfman, and Petty Officer 3rd Class Rashad Gipson, an MH-60 Jayhawk helicopter crewman and aviation maintenance technician. Each will be highlighted, along with their shipmates, in the upcoming season of The Weather Channel’s new series Coast Guard Cape Disappointment Pacific Northwest.Written by Petty Officer 3rd Class Nathan Littlejohn.When a Coast Guard aircrew is called upon to rescue a fisherman clinging to a capsized vessel 50 miles from shore, or a climber is stranded on an icy ledge at 6,000 feet, mission success demands a team of people possessing a variety of skills, performing specific jobs.A Coast Guard flight mechanic, among many other navigational and mechanical responsibilities, is the person who operates the helicopter hoist. The hoist controls the cable that lowers equipment and people to and from a helicopter. The flight mechanic controls the hoist while simultaneously relaying commands to the helicopter pilot who is not able to see what is directly below the aircraft.Less than a year ago, Petty Officer 3rd Class Rashad Gipson, an aviation maintenance technician at Air Station Astoria in Warrenton, Ore., was working to become a qualified flight mechanic. Despite countless hours he’d spent in the hangar, working to ensure all three Coast Guard MH-60 Jayhawk helicopters at the air station were ready to respond, Gipson had yet to run the hoist in a real-life rescue situation.His commitment to the Coast Guard began shortly after he got his associates degree and found himself less than satisfied in several different workplaces.“After two years of college I worked several different jobs doing a variety of things,” said Gipson. “I worked jobs in construction, reception and did some tutoring, but I found myself wanting more from my job.”Gipson’s father, a retired Marine captain, suggested Gipson look at what the Coast Guard had to offer. Gipson did some research, spoke to his local recruiter and decided to enlist. Gipson attributes to his father not only his decision to join the Coast Guard, but also with the success he’s found within the organization.“My father has always been and continues to be a positive influence in my life,” said Gipson. “I will do my best to follow his example and live up to his legacy. If I become half the man he is, I will be good to go.”Gipson graduated from basic training at Cape May, N. J., and was sent to serve on the Coast Guard Cutter Tahoma, a 270-foot medium endurance cutter out of Portsmouth, N.H. During his two years there, he worked as a fireman, an entry-level machinery technician who works to maintain the various mechanical components aboard a cutter, including the ship’s engines.“The Coast Guard provides the stability and value I was looking for in my work,” said Gipson. “My daily responsibilities have meaning. I contribute to the Coast Guard’s missions, the most important of which is to save lives. What can be more important than that?” he smiled.Gipson is known at Sector Columbia River as more than a skilled aviation maintenance technician, but someone who motivates others.“Rashad Gipson is 100 percent genuine,” said Chief Petty Officer Paul Whittle, head aviation maintenance technician at the air station. “He is open to learn or share knowledge from or with anyone who is willing and he maintains the highest level of integrity. He is always a positive influence on the hangar deck. Coming in to work in the morning, we could be faced with a large stack of work to do. He always is glass-half-full.”Though Gipson’s work ethic and drive kept him striving to become flight mechanic qualified while working as an aviation maintenance technician, his conduct, character and attitude have been every bit as integral to his success, both in the air and in the hangar.“Gipson worked for me as an airman in Cape Cod and as an aviation maintenance technician at Air Station Astoria,” said Master Chief Petty Officer Joseph Adams, former lead engineering chief at the air station. “He was, and continues to be, a hard worker with an infectious positive attitude. He is level-headed, well-liked and a positive influence for the entire hangar.”Nearly 11 months later, Gipson is a fully-qualified flight mechanic, with more experience in real-life rescue situations than many flight mechanics years his senior.“I’ve had the fortunate opportunity to be involved with three cases this year,” said Gipson. “It’s been a real blessing to get the experience. Training gives you the basics, the fundamentals. Each real-life rescue situation is different; different from training and different from any other real-life situation. All I did was take what I learned in training, try to keep a cool head, and apply what I could.”Gipson’s efforts behind the hoist helped result in four lives saved in 2013, with cases ranging from sinking vessels to a hiker stranded on a cliff.
The Colossus of Cape DisappointmentPosted by LT Stephanie Young, Friday, February 7, 2014Over the next week, Compass will be featuring men and women who operate in the Pacific Northwest. From Lt. Adriana Knies, an MH-60 Jayhawk helicopter pilot, and Chief Petty Officer Joel Sayers, a Coast Guard rescue swimmer, to Petty Officer 1st Class Nathan Burns, a boatswain’s mate and surfman, and Petty Officer 3rd Class Rashad Gipson, an MH-60 Jayhawk helicopter crewman and aviation maintenance technician. Each will be highlighted, along with their shipmates, in the upcoming season of The Weather Channel’s new series Coast Guard Cape Disappointment Pacific Northwest.Written by Petty Officer 3rd Class Jordan Akiyama.There are many different types of leaders. Some lead by example, while others inspire by their words. One thing they all have in common is that they all draw upon their past experiences to help guide those under them to success.Lt. Scott McGrew is the commanding officer of Coast Guard Station Cape Disappointment in Ilwaco, Wash. Originally from Youngstown, Ohio, McGrew enlisted during his senior year of high school to become a boatswain’s mate in the Coast Guard.“I grew up fishing and boating on Lake Erie and often saw the Coast Guard operating out of Station Marblehead in western Lake Erie,” said McGrew. “When I went to the recruiter’s office, I saw a pamphlet that had a picture of a 44-foot [motor life boat] crashing through the surf. I told the recruiter that day that I wanted to do whatever that guy was doing.”As a boatswain’s mate, McGrew certified as a heavy weather coxswain on a 47-foot motor lifeboat, while assigned to Station Fairport, Ohio, before attending the National Motor Lifeboat School at Cape Disappointment.“Coming out to the National Motor Lifeboat School here at Cape D really reinforced my desire to be a surfman,” said McGrew. “I transferred to Cape D as an experienced coxswain and was given a tremendous opportunity to become a surfman. I had some great teachers when I was here.”McGrew was fortunate to have many mentors guide him in the direction he wanted his career to go. They helped him qualify as a coxswain, taught him what it meant to be a surfman and showed him the many paths he could take in his career. A close shipmate of McGrew’s even helped inspire him in making the switch from enlisted to officer.“Lt. Cmdr. Jamie Frederick would eventually be my commanding officer at Cape Disappointment,” said McGrew. “Seeing him leave as a machinery technician and head to Officer Candidate School really inspired me to follow in his footsteps. I was perfectly happy living the typical surfman career, but I felt like I could really make a positive impact by going to OCS.”Even when McGrew made the choice to go to OCS, he hoped to one day return to the unpredictable waters of Cape Disappointment.“I dreamed of coming back to Cape D,” said McGrew. “As far as the chances of that happening, it really was just that, a dream. It takes so many things coming together. There are so few lieutenant commanding officer jobs that they are very competitive.”As fate would have it, McGrew eventually did come back to Cape Disappointment as the commanding officer. Whether a person believes in happenstance or destiny, they can’t argue that McGrew was best fit for this commanding job.“I feel that I can relate to the crew better than if I didn’t have a station background,” said McGrew. “With the exception of the chiefs, I have been in the shoes of everyone at the station. I shined brass, stood communications watch and went through all the same break-in processes they are going through. Most of the mistakes you could make, I made at some point in time.”Because of his experience and knowledge of being a surfman, McGrew is in the best position to guide those under his command. However, every great leader is supported by a great cast whom they can teach and learn from as well.“I try to spend a good bit of my time with the chief’s mess, helping them become better chiefs and Coast Guardsmen while also learning from them each day,” said McGrew. “Just because I was prior enlisted does not mean I have the wisdom and experience of the chiefs. I am truly blessed by the chief petty officers assigned to Station Cape Disappointment. I’m not sure there is a better group around.”Even with the weight of command on his shoulders, McGrew remains a surfman at heart. Being a surfman can be a risky job, but even with the hazards that may come with that job, McGrew chooses to lead by example.“He is only required to attain crewman status on the boats, however, he recertified as a surfman,” said Chief Petty Officer Thomas Molloy, a boatswain’s mate and executive petty officer at Cape Disappointment. “For him to put his career out as an officer, it inspires the crew. He is a true master of his craft because he serves as an example. He’s out doing cases, running search and rescue and I think people respect him for it.”Even with all the challenges that may come with becoming a surfman, McGrew reassures aspiring surfmen that it is a job with great rewards.“Nothing is more exciting than putting an MLB in a surf zone and rescuing someone,” said McGrew. “Pulling people out of the water, or getting a boat across a rough bar is very rewarding.”
Shipmate of the Week – Charles BaackPosted by LT Stephanie Young, Friday, February 7, 2014Written by Seaman Phylicia Miller.One man got Tuesdays with Morrie, but at Station Fire Island the entire crew is fortunate enough to get Wednesdays with Charles Baack. Since 1976 Charles W. Baack has stood faithful to Station Fire Island as a communications watchstander and break-in trainer. What’s more amazing than that, is he is 97 years young and remains as sharp as a whip!Baack is considered a fountain of knowledge around the station, someone who can be found reading any and everything and can recite pages from Bowditch and Chapman. All crew, from non-rate to officer-in-charge learn something from the simplest of conversations with Baack.A question like, “How are you doing today Mr. Baack?” is often replied with, “I learned something today. It’s a good day. Every day you learn something is a good day.”His indoctrination into seafaring activities started back in the 1940s when he enlisted in the Navy as a first class engineer aboard the Landing Ship USS LST-1085 in the Pacific during World War II.After leaving the Navy, many years would pass until his interest and love of the water prompted him back to join the Coast Guard Auxiliary. A decision that could be most comparable to adding polish to a fine piece of silver, Mr. Baack shines bright in his flotilla.Living near and boating on the Great South Bay his entire life, it is safe to say no one knows these waters better. As an auxillarist he has acquired knowledge that has enabled him to be a vessel safety examiner as well as a teacher of numerous boater safety classes for youth and adults.For the last 37 years, Baack has seen many Coast Guard members grow from disoriented non-rates on to great petty officers and chiefs. Specifically, the current executive petty officer at Station Fire Island, Chief Petty Officer Nathan Purinton, remembers Baack being here as he advanced from non-rate to petty officer 2nd class on his first tour with the Coast Guard.The mere weekly presence of Baack brings a richness of history that crewmembers regard with admiration. When once asked what would be the one piece of advice he’d like to give the younger generation Baack said, “Stick to your moral convictions, everything else around you will change but that.”At age 97, he lives his life better than most could ask for. The neighborhood children in his quaint cul-de-sac run freely in and out of his house for their one piece of candy a day, a bowl he leaves full in his living room for them. Over the summer you will hear talk of him leaving early to trim his hedges before the sun gets too hot. Baack remains an active member of his church and takes five-hour drives up to Maine to visit his son several times a year.Many of his fellow auxillarist consider him a hero amongst them; a modest, humble and giving man. His dedication to Station Fire Island over these years holds true to Coast Guard core values and for that we honor him.
Boat Operator Guilty of Killing Coast GuardsmanAssociated Press | Feb 06, 2014 | by Linda DeutschLOS ANGELES - A Mexican national was convicted Wednesday of killing a Coast Guard crewman by ramming his 30-foot panga boat into the vessel the guardsman was in as it approached Santa Cruz Island off the coast of Southern California.U.S. Attorney spokesman Thom Mrozek said Jose Meija Leyva was found guilty of second-degree murder of a federal officer and other charges. A second man on the panga boat, Manuel Beltran Higuera of Mexico, was convicted of lesser charges.Chief Petty Officer Terrell Horne III was knocked into the water by the Dec. 2, 2012, collision. He died of blunt force trauma when he was struck in the head by the panga boat's propeller.Horne, 34, was the first Coast Guard officer slain in the line of duty since 1927.Jurors in U.S. District Judge Gary A. Feess' court deliberated less than a day before convicting Meija Leyva of the murder count, two counts of failure to heave to and four counts of assault on a federal officer with a deadly and dangerous weapon.Beltran Higuera was convicted of one count of failing to heave to as an accessory after the fact and a second count of failing to heave to as an aider and abettor. He also was convicted of four counts of assault on a federal officer.Meija Leyva faces a maximum of life in prison when he is sentenced March 12. Beltran Higuera faces a maximum of 60 years."We are pleased with the verdict and that those responsible for Senior Chief Horne's death will be held accountable," said Admiral Robert J. Papp, Jr., commandant of the Coast Guard. "While the conviction of Senior Chief Horne's killers cannot make up for the loss of a family member, friend and shipmate, we do hope that the conclusion of this case provides some level of comfort and closure to his loved ones."A four-man Coast Guard crew was conducting a drug-smuggling investigation off the Southern California coast when it approached the panga boat about 180 miles northwest of Mexico. Such vessels are often used to smuggle drugs. Authorities said this one was traveling with its lights out when it was approached about 1:30 a.m.Horne and the other Coast Guard members were about 20 yards away, the Guard said, when they flashed their boat's lights and ordered Meija Leyva and Beltran Higuera, in both English and Spanish, to surrender. Instead, authorities said, Meija Leyva gunned the boat at them.Horne and Guardsman Brandon Langdon were tossed overboard. Langdon suffered a knee injury.The panga boat fled, with authorities in planes and boats chasing it for four hours before its engine died about 20 miles north of Mexico. The pair were taken into custody after being pepper sprayed.Authorities said Meija Leyva identified himself as the boat's captain and told them he was taking gasoline to lost friends. They said Beltran Higuera told them he was offered $3,000 to deliver gasoline to another boat, but no fuel was found.The Coast Guard crew approached the panga boat in a 21-foot, rigid-hull inflatable vessel that is routinely used in drug investigations because it's faster and more agile than larger vessels.Authorities said one of the guardsmen, Jonathan D'Arcy, fired several shots as the panga boat raced toward the smaller vessel, while Guardsman Michael Walker attempted to steer out of the way.
