ABOUT THE AUXILIARY Boater Safety Education The Auxiliary's most prominent role is promoting recreational boating safety (RBS) among the general public. The Auxiliary has several distinct programs that support this mission. The United States Coast Guard Auxiliary (USCGAUX) is the uniformed volunteer service of the United States Coast Guard (USCG). The Auxiliary exists to support all USCG missions except roles that require direct law enforcement or military engagement. As of 2019, there were approximately 24,000 members of the U.S. Coast Guard Auxiliary. Established by Congress in 1939, the United States Coast Guard Auxiliary motto is Semper Paratus (Always Ready). We invite you to learn more about who and what we do as members of TEAM COAST GUARD. The Auxiliary operates in: - Recreational Boating Safety and Education - Public Affairs and Community Outreach - Safety and Security Patrols – Ports/Waterways - Search and Rescue Mission Support - Food Specialists for USCG events/ships - Mass Casualty and Disaster Assistance - Pollution Response & Patrols - Commercial Fishing Vessel and Recreational Vessel Exams - Platforms for USCG Training – Helicopter OPS - Recruitment for Coast Guard Auxiliary/USCG In addition to the above, the U.S. Coast Guard Auxiliary operates in any mission as directed by the Commandant of the U.S. Coast Guard or Secretary of Homeland Security. Our mission is to promote and improve Recreational Boating Safety, to provide trained crews and facilities to augment the Coast Guard and enhance safety and security of our ports, waterways, and coastal regions, and to support Coast Guard operational, administrative, and logistical requirement

1. EXPRESS
EXPRESS
NAVIGATOR
4 T H Q U A R T E R 2 0 2 1

2. HOW WE MAKE A
DIFFERENCE IN
THE U.S. COAST
GUARD AUXILIARY
ABOUT THE AUXILIARY
Boater Safety
Education
The Auxiliary's most
prominent role is promoting
recreational boating safety
(RBS) among the general
public. The Auxiliary has
several distinct programs
that support this mission.
The United States Coast Guard Auxiliary (USCGAUX) is the uniformed
volunteer service of the United States Coast Guard (USCG). The
Auxiliary exists to support all USCG missions except roles that require
direct law enforcement or military engagement. As of 2019, there were
approximately 24,000 members of the U.S. Coast Guard Auxiliary.
Established by Congress in 1939, the United States Coast Guard
Auxiliary motto is Semper Paratus (Always Ready). We invite you to learn
more about who and what we do as members of TEAM COAST GUARD.
The Auxiliary operates in:
- Recreational Boating Safety and Education
- Public Affairs and Community Outreach
- Safety and Security Patrols – Ports/Waterways
- Search and Rescue Mission Support
- Food Specialists for USCG events/ships
- Mass Casualty and Disaster Assistance
- Pollution Response & Patrols
- Commercial Fishing Vessel and Recreational Vessel Exams
- Platforms for USCG Training – Helicopter OPS
- Recruitment for Coast Guard Auxiliary/USCG
In addition to the above, the U.S. Coast Guard Auxiliary operates in any
mission as directed by the Commandant of the U.S. Coast Guard or
Secretary of Homeland Security. Our mission is to promote and
improve Recreational Boating Safety, to provide trained crews and
facilities to augment the Coast Guard and enhance safety and security
of our ports, waterways, and coastal regions, and to support Coast
Guard operational, administrative, and logistical requirements.
Providing free Vessel Safety Exams to recreational
boaters is one of the Auxiliary's longest-running and
most visible activities.
Public Affairs
Public Affairs (PA) assists
in publicizing the missions
and accomplishments of
Team Coast Guard. Public
Affairs provides a direct
link between the Auxiliary
and the public through
recruitment and retention of membership.
Public Affairs is important for providing
boating safety education to the public.
Augmenting The
Coast Guard
The Auxiliary serves as a force
multiplier for the Coast Guard
by promoting safety, security,
and assisting boaters and
paddle-craft using our national
waterways, via ports, bays,
rivers, lakes, and coastal areas.
Improving recreational boater safety was delegated
to the Auxiliary as our first job. The Auxiliary also
directly supports active duty and reservists in
search and rescue, marine safety, waterway
management, environmental protection, and
homeland security missions.
SAUSALITO CA.—Tiffany Townsend alongside AUX
patrol vessel Sea Horse February 2020, Pre-COVID-19
protocols. Photo by Auxiliarist Roger Bazeley.
Navigator Express
2 4th Quarter 2021

3. Missed a previous edition? Click on the covers below to read!
NAVIGATOR
EXPRESS
EXPRESS
THE OFFICIAL E-MAGAZINE OF
THE U.S. COAST GUARD AUXILIARY
EDITOR
Roger Bazeley
LAYOUT EDITOR
Andrew Niquette
ASSISTANT EDITOR
Gail Giacomini
ASSISTANT EDITOR
Christopher Orlando
ASSISTANT EDITOR
Kim Holland
PUBLIC AFFAIRS DIRECTOR
Lourdes Oliveras
DEPUTY DIRECTOR OF
PUBLICATIONS
Sean Peoples
DEPUTY DIRECTOR OF
SUPPORT
Mary Patton
DIVISION CHIEF OF
PUBLICATIONS
John Saran
DEEP DIVES
THE LATEST
4
5
8
10
12
16
20
From HQ
6 The Christmas Ship: USCGC MACKINAW
Take a tour and learn about how the U.S. Coast Guard spreads holiday
cheer around Chicago with a little help from a special Cutter.
Memories From WWII: First Integrated USCG Patrol
Did you know that the U.S. Coast Guard first integrated
servicemembers in the 1940's? Take a look at our history.
14
Auxiliary Culinary Assistance: Cutter Assignment
Auxiliary Culinary Assistance is one of the few ways to tag along a
team on a Cutter. Learn about their most recent augmentation here.
18
2020 National Flotilla Of The Year
Congratulations to the National Flotilla of the Year for 2020! Learn
about what set this flotilla apart to win this distinction.
24
Save A Life. Wear It!
Rouse Simmons Mystery
Christmas Rescue History
Spellbound WWII Story
Do You Know Boat Trim?
Christmas Drop Ops
22
23
25
26
27
28
29
Michigan Shores History
Guardians Of Cuisine
Vessel Examiner Program
A Bugler's Call To Remember
Chaplain Support
Auxiliary Association
Contact & Submissions
ASSISTANT EDITOR
Kristen Iglesias

4. FROMCOASTGUARD
HEADQUARTERS
On Aug. 24, the Secretary of Defense directed the Secretaries of the Military Departments to immediately begin
full vaccination of all active duty and Ready Reserve members of the Armed Forces.
Consistent with the Secretary of Defense’s direction, on Aug. 26 the Commandant announced that all Coast
Guard active duty and Ready Reserve members who are not fully vaccinated, and do not fall within an approved
exception, must now be vaccinated against COVID-19. Military members who are not fully vaccinated are
required to receive the Pfizer-BioNTech (Cominarty) COVID-19 vaccine as an initial series, and subsequently as
indicated, to comply with recommended vaccine schedules necessary to achieve full vaccination against
COVID-19, unless granted an exemption or accommodation. The Pfizer-BioNTech (Cominarty) COVID-19 was
granted license by the Food and Drug Administration (FDA) on Aug. 23.
Servicemembers who have already received all required doses of an FDA licensed vaccine, a vaccine
administered under the FDA’s Emergency Use Authorization (EUA), or a vaccine on the World Health
Organization Emergency Use Listing are considered fully vaccinated two weeks after the last required dose.
Currently, this list includes Pfizer-BioNTech (Cominarty), Moderna, and
Johnson & Johnson/Janssen COVID-19 vaccines. For now, servicemembers
who voluntarily receive any of those vaccines after the establishment of
this policy will also be considered fully vaccinated after having met the
vaccine manufacturer’s dosing and timing requirements.
“A fully vaccinated service will save lives and we will move ambitiously to
fully vaccinate our servicemembers,” said Adm. Karl Schultz, Coast Guard
commandant. “Consistent with the Secretary of Defense's guidance, my
intention is to use, to the extent practicable, existing policies and
procedures to manage the mandatory vaccination of our servicemembers.
We will ensure the expeditious promulgation of policies and procedures
where existing guidance is insufficient or incomplete.”
Further implementation guidance on mandatory vaccination is forthcoming.
COVID-19 VACCINE MANDATED
FOR ALL MILITARY MEMBERS:
Navigator Express
4 4th Quarter 2021

5. Save A Life.
Wear It!
5
www.cgaux.org

6. THE AUXILIARY'S HOLIDAY SUPPORT MISSION
The Christmas Ship:
USCGC MACKINAW
By John Saran, AUXPA1
CHICAGO — Twenty-six auxiliarists from five
divisions in District 9WR participated in the 2021
Christmas Tree Ship event on 03-04 DEC 2021 at Navy
Pier in Chicago. This event is the result of months of
planning by the U.S. Coast Guard, the Auxiliary, the
Christmas Tree Ship, high school volunteers, and local
non-profit organizations. USCGC Mackinaw transported
1,200 Christmas trees to Chicago from upper Michigan
to mark the 22nd anniversary of this event. Auxiliarists
spent countless hours cooking in the galley, giving cutter
tours, manning a refreshment tent, assisting with the
offloading of trees, and providing public affairs support.
Given that the event was curtailed by the pandemic last
year, Marine Safety Unit Chicago stepped in to
coordinate Auxiliary assistance with proactive support
by Division 35 Chicago leadership.
Three auxiliarists spent most of 04 DEC in the galley
preparing meals for the cutter crew and Auxiliarists that
participated in the event. This direct augmentation
support meant that the cutter galley crew received much-
needed liberty. They also not only covered the day’s
food preparation, but also for the next few days.
Dozens of auxiliarists assisted in giving ship tours
above deck when the cutter was opened to the public.
Auxiliarists stationed along the tour route and relieved
each other after shifts wrapped up. Others also manned
a ship store, selling cutter apparel to the public. Upon
learning that the event would not have support from the
Red Cross or other vendors for refreshments (as there
had been in years past), J.R. Kulik, Division
Commander for Division 35 Chicago, decided to host a
refreshment tent. These Auxiliarists were there at the
right time because not only did active duty and reserve
personnel (including Rear Admiral James M. Kelly,
USCGR) stop by the tent for fellowship, but also a few
auxiliarists were asked to assist with tree hauling,
counting, and loading onto the trucks.
Multiple auxiliarists directly augmented District 9
public affairs personnel by taking photographs of the
various events over two days. Auxiliary PA personnel
also assisted with revisions to press releases and
covering the events on social media. The reaction was
positive, with social media posts reaching and engaging
with tens of thousands of people, including the Master
Chief Petty Officer of the Coast Guard.
C
A nighttime view of the USCGC
MACKINAW dressed in holiday
décor. Photo by Auxiliarist
Matthew Thompson.
Navigator Express
6 4th Quarter 2021

7. 7
www.cgaux.org
Top: An Auxiliarist helping out and an Auxiliary-manned refreshment station for the 2021
event. Photos by Auxiliarist Bradley Couch and John Saran. Middle: USCGC MACKINAW crew
and District 9WR Auxillarists. This photo was taken at a prior year's event. Photo by USCG
Auxiliary Public Affairs. Bottom Left: The ceremony of the USCGC MACKINAW. Photo by
Auxiliarist Matthew Thompson. Bottom Right: A lieutenant happily carries a tree during
offload. Photo by Auxiliarist John Saran.

8. The Mystery Of The
The Mystery Of The
Rouse Simmons
Rouse Simmons
TURNING BACK TIME
TURNING BACK TIME
By Tom Powers - District 7
Navigator Express
8 4th Quarter 2021

9. It's been 107 years since the Rouse Simmons sank
in Lake Michigan on a journey from the Upper
Peninsula to Chicago. The schooner was carrying
thousands of Christmas trees, and it has now
become known as the 'Christmas tree ship.' The
ship's captain, Herman Schuenemann, also gained
the title Captain Santa after years of delivering
Christmas trees to Chicago residents.
However, what caused the Rouse Simmons to sink
all those years ago is still a bit of a mystery. The
ship left a dock in Thompson, Michigan, on
November 22, 1912. According to the National
Archives, eyewitnesses said the ship looked like “a
floating forest” carrying 3,000 to 5,000 Christmas
trees.
The next day, a lifesaving station noted a ship
indicating it was in distress, but a crew that went
onto the waters to assist the ship was unable to
locate it amidst poor lighting, heavy snow and mist.
Over the next few days, the crew’s families
realized the ship's fate must have been grim. For
weeks and months, the National Archives stated,
the remains of Christmas trees washed up on the
Wisconsin shorelines.
The National Archives reported that several factors
could have led to the ship's demise: the poor
physical condition of the ship battered by a
November storm, ice on the ship, and the heavy
load of thousands of Christmas trees. The Rouse
Simmons was located in October 1971 by a
Wisconsin scuba diver.
The sinking of the Christmas Tree Ship marked the
beginning of the end for schooners carrying trees
across Lake Michigan. Before this, Schuenemann
would dock the boat in Chicago, hang lights on the
mast, and sell trees and homemade wreaths from
the ship. However, by 1920 that tradition had
ended.
I
L: The Rouse Simmons laying rest in Lake Michigan.
R: Crew from the Rouse Simmons pause for a photo.
Photos provided by Tom Powers.
9
www.cgaux.org

10. Christmas Rescue Changes
Aviation History
By Lt. Cmdr. Barrett T. Beard (Retd), C. Douglas Kroll, Ph.D., and John Moseley, Historian
At 12:04 a.m., on Dec. 24, 1955, a levee on
California's Feather River collapsed, loosing a 21-
foot wall of water into Yuba City and surrounding
farmlands. That day before Christmas, flood victims
huddled on rooftops and clinging to tree branches
could hear something in the distance that few had
heard before. The throbbing noise grew louder as a
Coast Guard helicopter arrived to rescue the flood’s
survivors. Based at Coast Guard Air Station San
Francisco, the helicopter was a newly-developed
HO4S-3G. Considered by many as the service’s
first effective rotary-wing rescue platform, this
helicopter far exceeded the capabilities of Coast
Guard helicopters used since World War II.
It was capable of carrying its crew as well as large
groups of passengers in an enclosed cabin.
Standard equipment included a rescue hoist
capable of lifting 400 pounds and a rescue basket.
In addition, the HO4S-3G was the first Coast
Guard helicopter equipped for nighttime use, an
essential feature for rescue operations. The
helicopter was manned by pilots Lt. Cmdr. George
Thometz and Lt. Henry Pfeiffe, with added crew
members, Chief Petty Officer Joseph Accamo and
Petty Officer 2nd Class Victor Roulund - both
aviation machinist mates. Hundreds of Yuba City
Flood victims looked to these four men and their
HO4S-3G for their salvation.
A
L: A close-up photo of the rescue
basket fitted to an HO4S-3G
helicopter. R: Flooded downtown of
Yuba City showing Christmas
decorations over the main street..
Photos by Coast Guard Aviation
Association.
SEMPER PARATUS - ALWAYS READY
Navigator Express
10 4th Quarter 2021

11. Over twelve hours, this Coast Guard aircrew
worked in shifts of two - a pilot and a crewmember,
to avoid exhaustion. Pfeiffer, the more experienced
pilot and qualified for night flight, began the search
operation in darkness. Skimming low over flooded
housetops, he flew between trees, high-tension
power lines and telephone wires, locating survivors
with the aid of a searchlight operated by Accamo.
The flood victims, most dressed in bedclothes or
not at all, were lifted from rooftops where they had
clung to chimneys or television antennas. Others
were trapped in trees and on car-tops.
In his first rescue, Pfeiffer flew over a rooftop
where a mother was clutching her children. He
brought the helicopter into a close hover, and
Accamo lowered the basket. It was the start of a
routine that repeated itself throughout the night and
through the next day. During this routine, the crew
would fill the helicopter cabin with survivors, rush
to the local airport situated on high ground, safely
deposit their load of survivors, and then rush back
to rescue the next batch of victims. Just before
daybreak, Pfeiffer took one last trip before Thometz
took over. He had learned from a rescued man that
the man's paralyzed wife was trapped in their
flooded mobile home.
Pfeiffer took off immediately with both Accamo
and Roulund aboard, even though they had been
flying with just one pilot and one crew member at a
time. This time, they needed two crew members,
one on the ground to get the woman and another in
the HO4S-3G to hoist the basket.
Pfeiffer arrived on the scene and put the helicopter
into a hover over the partially submerged and, by
now, floating mobile home. Accamo lowered
Roulund in a basket to the roof. Using an ax he
brought with him, Roulund chopped a hole in the
roof and found the paralyzed woman floating on a
mattress in the bedroom. Roulund calmed her and
then carried her in muddy waist-deep water through
the flooded home and out the front door. He then
stood in the floodwaters and signaled the helicopter
with his flashlight. Accamo lowered the basket,
Roulund put the woman in it, and Accamo
completed the hoist. Accamo lowered it again, and
Roulund came up. On another rescue, equipped
with a stretcher, Accamo jumped from the
helicopter to the roof of a house and brought aboard
a polio-stricken woman.
With daylight, Thometz made his first flight and
rescued 15 children from a home's top floor. Later,
he recounted, "We just kept lowering the basket
and bringing them up. Then we went back and
picked up their six fathers." The two pilots
alternated pilot duties throughout the rest of the
day. Working with Accamo as his hoist operator,
Pfeiffer made 75 rescues. Working with Rouland
as his hoist operator, Thometz made 63 rescues.
Thometz later recounted his trickiest pick-up was
hoisting a survivor from a stepladder.
Flying without co-pilots, Pfeiffer and Thometz
grew weary from the strain of tension-filled flying
and accumulated hours. When Pfeiffer landed at
Air Station San Francisco the night of the 24th, his
left hand and arm were badly swollen, and he
limped on his left leg. The constant hand shifting
of the helicopter's collective and cyclic controls
and ceaseless adjusting for helicopter torque by
pushing on rudder petals caused these ailments.
Both Accamo and Rouland had knees rubbed raw
from hoisting duties and lacerated hands from
constantly extracting, lifting, and pulling victims
from the rescue basket into the helicopter cabin.
Using the HO4S-3G, the Coast Guard aviators
saved 138 men, women, and children, including
disabled victims requiring added assistance. Their
helicopter was never shut down and had to be "hot-
fueled" while the engine was running. Besides the
flood's devastation, the fact that it occurred during
Christmas drew the attention of a nation. It made
the front page of the New York Times on Dec. 25.
At the Yuba City Flood, there was still a debate
within the service whether the fixed-wing
seaplanes or the rotary-wing helicopters were
better suited for rescue operations. Amazingly, one
helicopter and four outstanding aircrewmen
changed the course of Coast Guard aviation from
fixed-wing aircraft to rotary-winged. By 1960, the
helicopter was well on its way to becoming the
primary rescue vehicle for the service. For their
expert airmanship and performance of duty,
George Thometz, Henry Pfeiffer, Joseph Accamo,
and Victor Roulund were awarded the
Distinguished Flying Cross. These four men are
among the many distinguished aviators of the long
blue line.
11
www.cgaux.org

12. After the business on the agenda was completed at our Flotilla meeting on February 17, members of Flotilla 24-09
Morehead City, North Carolina, and three guests and prospective members were held spellbound by Mr. Robert
Thompson, a Flotilla member since 2000, who turned 98 years old the weekend after our Zoom meeting. He told
us of his duty as a Coast Guardsman during World War II.
After volunteering in Baltimore, Mr. Thompson traveled to Manhattan Beach in New York for Boot Camp. He
considered Boot Camp nice, and he and his cohorts all got along with the other recruits, White and Black. In boot
camp, he was amused by those recruits who responded affirmatively to the Chief’s question of “who can drive?”
And then being put to work with wheelbarrows.
Mr. Thompson was transferred to Boston with other African-American “Coasties.” After serving on onshore
patrol guarding bridges in and around Boston, Robert was assigned to the USCGC Sea Cloud, a repurposed,
luxurious private yacht assigned to the U.S. Navy, but crewed by the U.S. Coast Guard to patrol a 100 square mile
area from Boston to Maine, generating weather reports for the First Naval District. When it was chartered to the
United States Armed Forces, between 1942 and 1944, for one dollar by Mr. and Mrs. Davies, the Sea Cloud was
sent to Curtis Bay to be refitted as a weather observation station vessel, where all masts except for the mainmast
were removed.
Sea Cloud was armed with two 50 caliber machine guns, eight 20 millimeter guns, four K-guns, and one Mark X
hedgehog mortar. The ship was painted battleship gray, commissioned as a USCG Cutter on April 4, 1942, and
assigned to the eastern sea frontier with a permanent homeport in Boston.
Under the command of Lt. Carlton Skinner, it was the first racially integrated warship in the United States since
the Civil War. Until his unit came aboard, the crew had been all White. Mr. Thompson recalled feeling welcomed
and encountering no problems with fellow crewmen. This racial integration was before President Truman's
Executive Order 9981 on July 26, 1948, which abolished segregation in the U.S. Armed Forces.
Navigator Express
12 4th Quarter 2021

13. 15
First Integrated Warship
When Lt. Carlton Skinner took command of Sea Cloud after serving as Executive Officer, Black seamen were
only allowed to serve as ship stewards. “After witnessing a Black man save the crew of Northland, yet still be
denied promotion because of his race, Skinner proposed an experiment. Skinner submitted his
plan to the Secretary of the Navy and was allowed to sail his first weather patrol with a fully integrated crew.
Within a few months, fifty Black sailors, including two officers, were stationed aboard Sea Cloud. Skinner
requested that the experiment not be publicized and the ship not be treated differently from other ships in the task
force. Skinner showed that his integrated crew could work just as efficiently as a segregated crew, if not more so
when his crew passed two fleet inspections with no deficiencies.
Under Skinner’s command when the ship was integrated, American painter Jacob Lawrence served on the Sea
Cloud. He was able to paint and sketch while in the Coast Guard, most notably his War Series.” [Wikipedia] Mr.
Thompson has a lithograph of the Sea Cloud under sail painted by Jacob Lawrence, with whom he served.
Service Aboard USCGC SEA CLOUD
Mr. Thompson told of being assigned to Sea Cloud before being sent to New London, Connecticut, and then to Key West, Florida, for
sonar training, then returning to Sea Cloud. Although the Coast Guard was segregated, he was in charge of six white seamen on the trip
to Florida. They took a train to Miami before boarding a bus to Key West. They went to a YMCA, at a stopover, and he wasn’t issued
towels with which to shower and was told to go to the Black section of town. When the six white seamen refused to shower unless he
was also allowed, the manager relented. When the Cocoanut Grove nightclub caught fire on November 28, 1942, killing 492, Mr.
Thompson and other Coast Guardsmen, along with Army soldiers and Navy sailors, were pressed into service to clear out the bodies of
those who burned in the conflagration - an experience with which he is still haunted.
Mr. Thompson’s recollections of life aboard the Sea Cloud included: - Being a crew member on the first large boat on which he sailed. -
Seeing the sailors “Holy Stoning” on their hands and knees using bricks, sand and water to clean the wooden decks. - Climbing the
mainmast to the crow’s nest. - Being stuck in a hurricane for four days around Christmas. (The cooks prepared a good dinner, but no one
ate because of the rough water and the ship was reported as missing.) - Working with civilian weathermen, who provided information to
Boston, where convoys to England were forming. - Seeing the Queen Mary pass on its way to dropping ashcans after his sonar detected
an enemy submarine. - Being in the crow's nest and seeing several officers on the fantail, depositing their lunches overboard during
rough seas. (The officers' quarters were in the stern, the smoothest ride aboard.) - Being hit by a rogue wave in the North Atlantic that
broke through steel doors. - Being really sick with a fever of over 100 degrees. - Being on sonar duty one day and the ship being struck
by something unseen by watch-standers and not picked up by sonar. (Whatever it was, it shook the entire ship but was never identified).
Before being mustered out, Mr. Thompson was assigned to a destroyer escorting convoys to Russia. After leaving the Coast Guard,
Robert joined the Washington Metropolitan Police Department. He also and sang second tenor parts with a Gospel group named the
“Southernaires.”
Sea Cloud is described now as the world’s oldest ocean-going passenger ship. It is a 316 foot-long, 4-masted bark, launched in 1931 as
Hussar IV and powered by diesel-electric engines with a top speed of 14 knots. When Sea Cloud was christened, it was the largest
privately-owned sailing ship in the world. It was owned by Marjorie Merriweather Post and her husband, E.F. Hutton, actress Barbara
Hutton’s uncle. After the couple divorced in 1935, Mrs. Post assumed sole custody of the ship she had helped design after completing a
marine engineering course and having full-sized mock-ups of the ship’s interior constructed in a New York warehouse.
When she married Joseph E. Davies, the American Ambassador to Moscow, the ship was renamed Sea Cloud and became a virtual
floating embassy.
Reprinted from the MAR 2021 The Blinker “Outside the Gunwales”.
By Auxiliarists Tanya Morris and E.W. Morris, Flotilla 054-24-09, Morehead, N.C. 13
www.cgaux.org

14. This is an account of the USS Sea
Cloud, IX 99, which became an
experiment in racial integration
aboard U.S. naval vessels from
December 1943 to November 1944.
The Sea Cloud was a converted yacht of
approximately 3600 gross tons, 316 feet
long, an armament of four twin mount 40
caliber and eight 20 caliber machine
guns, two 3" 50' caliber guns, depth
charge, K-Gun, and ahead throwing anti-
submarine weapons. Built in Kiel,
Germany, for Mrs. Marjory Post Hutton
in 1930, it served her as a yacht in the
Atlantic, Caribbean, and the
Mediterranean. Later, married to Joseph
E. Davies, U. S. Ambassador to Russia,
she took the yacht to the Baltic Sea,
Leningrad on the Gulf of Finland, and the
Black Sea. In 1940, the Sea Cloud was
placed under conditional charter by the
US Navy to be available in time of war.
In 1941, it was converted for weather
patrol by taking off all masts except the
mainmast, installing a house for inflating
weather balloons for radiosonde
observations, and adding the armament.
Powered by four 800 HP Krupp diesel
engines with twin screws (from one to
four of the engines could power each
screw) and with the hull form of a clipper
ship, the Sea Cloud was an effective and
comfortable ship for weather patrol.
T
Memories from WWII:
First Integrated USCG Patrol
By Stephen Cerutti, DSO-EM
The wheelhouse of the USS Sea Cloud. Photo by the U.S. Archives.
SEMPER PARATUS - ALWAYS READY
This duty, at the time, required remaining within 50 miles of a
designated latitude and longitude in the Atlantic for a period of
from 21 to 30 days, following which the ship was relieved by
another weather patrol vessel. At least one weather patrol ship
was lost with all hands, presumably due to enemy submarine
action, but none were lost after that. As weather reports were
filed [passive voice] by radio every four hours from pinpoint
locations in the Atlantic, it can be presumed that the enemy was
copying the broadcasts and decoding them. There were four
stations: one was off Bermuda, one between Newfoundland and
Greenland, one between Greenland and Iceland, and one off the
coast of France. Weather patrol vessels, four in all at any one
time, were manned by the Coast Guard. Weather observers were
civilians from the U. S. Weather Service. The ship's complement
for wartime was 175 men and 12 officers. However, its officers'
country, formerly owner and guest quarters, added 20-24
officers, and extra officers were frequently assigned for sea duty
familiarization after a prolonged period of shore duty or upon
graduation from the Coast Guard Academy.
Navigator Express
14 4th Quarter 2021

15. The USS Seal Cloud underway circa
1942. Photo by the U.S. Archives.
During 1944, the Sea Cloud went through a regular,
rigorous, and complete Atlantic Fleet inspection. It
passed with a favorable mention in several
categories. Certainly, the inspection staff of the
Atlantic Fleet had no reason to give any special
consideration to a fleet unit because it had African-
Americans in general ratings or was an experiment
in racial integration on a fleet unit. Later, the Sea
Cloud was decommissioned in the fall of 1944 for
purely logistical and supply reasons. All parts for
the Krupp diesel engines and auxiliaries, piping,
etc., had to be fabricated, especially at the Boston
Navy Yard.
This fabrication was expensive, and after 1944 other
ships were available. At that time, because of a
peculiarity of the Navy's charter which required the
ship to be returned "to its original condition" and
because of the obvious interest of Ambassador
Davies, the Navy ordered a full Board of Inspection
and Survey inspection of the ship. A Bureau of
Construction and Repair Admiral, two captains, and a
squad of lesser ranks came aboard and examined the
ship minutely for two days. Again the inspection
report was favorable
Modern-day images of the USS Sea Cloud. Photos
provided by U.S. Coast Guard Historian's Office.
15
www.cgaux.org

16. KNOWLEDGE CHECK
When teaching seamanship classes, somebody inevitably raises their hand and asks how "flat" the boat
should be? I ask, "By 'flat,' I am guessing that you mean relative to her waterline? But do you mean when
she is sitting at the dock, going slowly forward but only at a ‘slow bell*’ or making all deliberate speed?”
As their eyes glaze over, I know that we will have to take it by the numbers. This column is about those
numbers.
Understanding boat trim and boat squat are all about control and avoiding running aground. For a "planing
boat," i.e., those boats we’re most familiar with that buzz around the bays and creeks, usually with an
outboard engine on the stern, that "climb up" onto the water as they go faster, trim is synonymous with
every aspect of the boat. Whether it be at the dock, barely making way or operating "at speed," how 'flat'
she rides is largely under the control of the skipper, and they should be constantly aware of what trim they
are assuming. This trim is best controlled by what angle you place the outboard engine relative to the
transom.
Huh? Usually, in the throttle, there is a thumb control that, when you press it "down," brings the propeller
in closer to the transom. See figure 1.
Figure 1. Courtesy of the USCG Auxiliary.
Bringing the propeller closer to the transom, you force the bow down from its manufactured waterline.
When would you want to do that? How about if you were heading into strong wave action? If your bow
were trimmed 'up,' the force of the waves would accentuate that, possibly making it more difficult to see –
and to control the boat. Commensurately, if you press the thumb control to bring the engine "up." it moves
the propeller away from the transom, forcing the bow up from its manufactured waterline.
Figure 2. Courtesy of the USCG Auxiliary.
You Know Boat Trim -
But Do You Know Squat?
By Commodore Vincent Pica, District 1
W
Navigator Express
16 4th Quarter 2021

17. Why would you do that? Well, there are several reasons. One reason is that a powered vessel's fuel
consumption improves as you reduce its wetted surface. So, as you are cruising down the bay, you can
trim the engine up and save fuel at a given rate of speed. Secondly, if you are willing to throw fuel
efficiency to the wind, sort to speak, a powered vessel goes faster with less of a wetted surface. And, as
you bring the bow up, you reduce the wetted (in the water) surface. Compare how much more of figure 1
is below the waterline versus figure 2.
Unless you are driving one of those "battlewagons" out there or are involved in commercial navigation,
you've probably never heard of "boat squat." Even if you are in those situations, you still may not have
heard of it – and it is critical to understand why a boat with 4 feet of draft hits the bottom in 5 feet of
water.
When any boat is making its way through the water, she starts by pushing a large amount of water ahead
of her. If she is a planing vessel, she'll climb up on that wave as she picks up sufficient speed. But if she is
a "big 'un," she won't be planing anytime in this lifetime. She is a displacement vessel. So, this water that
is pushed ahead returns to the side and under the boat's bottom. As she starts to put on some way (speed),
imagine this water cycle building up speed under the ship. This water cycle causes a drop in water
pressure under the boat and causes the ship to drop vertically in the water. This process is "boat squat,"
and how a boat with 4 feet of draft may hit bottom in 5 feet of water. (Hint: go slow in shallow water,
"Big 'Un.")
Now, for a displacement vessel, "trim" is different from "squat." Trim is the difference between the
forward and aft draft while the boat is stationary. As she gets underway and her aspect to her water lines
changes, she is affecting squat. Naval architects justifiably worry about whether she has forward or aft
squat (leans forward or aft as she builds speed.) This forward or aft squat is largely determined by her
center of gravity and her "block coefficient," which is the volume of the hull (V) divided by the Length of
her Water Line (LWL) times the (maximum) Beam of her Water Line (BWL) times her draft. If you draw
a box around the submerged part of the ship, it is the ratio of the box volume occupied by the ship.
So, now, you can say that you do "know squat!"
*a "slow bell" means making way at the minimum speed the boat can maintain steerage. Larger boats with exposure to the
wind need more speed to maintain steerage than smaller, low-profile boats.
17
www.cgaux.org

18. Auxiliary Culinary Assistance:
Cutter Assignment
By Chief Petty Officer Matt Masaschi, USCG
U.S. Coast Guard
Auxiliarists Patrick
Wolcott (District 13) and
Joseph Woodbury
(District 7) serving lunch
GUARDIANS OF CUISINE - AUXCA
The U.S. Coast Guard Auxiliary currently has three
Auxiliarists working aboard USCGC Healy, two
Culinary Assistants, Patrick Wolcott (D13) and
Joseph Woodbury (D7), and one Public Affairs
Specialist, Deborah Cordone (D13), AUXPA1. Mr.
Wolcott and Mr. Woodbury were onboard while
Healy was circumnavigating North America. Ms.
Cordone came onboard in Baltimore for the second
part of the voyage, traversing the Panama Canal and
back to Healey's homeport in Seattle.
Long before the Coast Guard Cutter HEALY’s
(WAGB 20) crew took in their lines mid-July to get
underway for a months-long Arctic deployment,
preparations for the ship and crew were being
made. A major element of any cutter deployment is
ensuring the galley is adequately staffed to prepare
and serve four meals a day to the crew.
The command staff of the HEALY, a 420-foot
medium icebreaker, made plans to serve the
increased number of personnel of more than 120
crew members and scientists deployed aboard for
the 2021 patrol (circumnavigating the North
American continent across the frigid Arctic
through the Northwest Passage, then back home
through the Panama Canal), by seeking additional
culinary specialists. As the Coast Guard was
currently short of Culinary Specialists, a last-
minute request for help made it to the Coast Guard
Auxiliary, which had members from across the
country qualified, who immediately vied for the
opportunity to assist.
Two Auxiliarists who answered the call to join
HEALY for their Arctic expedition were First
Class Culinary Assistants Pat Wolcott and Joe
Woodbury.
T
to our distinguished visitors in the Captain's cabin. Mr. Wolcott and Mr.
Woodbury have been aboard the HEALY, volunteering to cook and serve
meals to the crew. U.S. Coast Guard photo by Auxiliarist Deborah Heldt
Cordone.
Navigator Express
18 4th Quarter 2021

19. U.S. Coast Guard Cutter HEALY. Photo by USCG Public Affairs Archives.
Wolcott, a retired Air Force chief master sergeant,
and a retired police officer was not a stranger to
underway life or working in the kitchen. Wolcott
had deployed aboard HEALY for their 2019 Arctic
patrol. Also, years ago, he and his wife owned a
diner for ten years in their hometown of Logan,
Utah. Wolcott met HEALY in their Seattle
Homeport and went to work right away. Woodbury,
a retired Army Lt. Colonel from Lake City, South
Carolina, joined HEALY a few weeks later in
Seward, Alaska. They both sailed aboard serving
hot meals to the crew until the cutter returned home
to Seattle in late fall. The two Auxiliarists, along
with the HEALY's galley staff, spent seven days a
week slicing, dicing, baking, grilling, prepping, and
serving food to the crew. Wolcott and Woodbury
estimate, they had prepared and or served more than
20,000 meals by the end of the patrol.
“A ship’s morale starts in the galley,” said Wolcott.
“Our job, besides integrating into the ship’s
company and routine, is to allow that morale to
foster with the first meal of that person’s day. We
do this by a cheerful greeting, and acknowledgment
of how glad we are to see them.” By the end of
HEALY’s patrol, Wolcott spent 277 days in 2021
cooking aboard Coast Guard cutters. Prior to
meeting HEALY in Seattle, he spent more than two
months cooking aboard the Coast Guard Cutter
Bluebell in Portland, Ore., for their crew of 15.
In Woodbury’s eleven years in the Auxiliary, he
had cooked aboard the Coast Guard Cutters
HAMILTON, JAMES, and ANVIL, and at Stations
Charlestown and Georgetown. But reading the
opportunity to cook aboard HEALY for this patrol
was unlike any he’d seen before.
“From the second I saw the request for culinary
assistants aboard HEALY, I began calling and
emailing everyone across the country to get a spot
aboard for their journey around North America,”
said Woodbury. “It was a surreal experience to
read HEALY was going across the Arctic and
around the continent with the unique combination
of crewmembers and civilian scientists aboard.
Every day I woke up aboard, I still felt like it's
surreal to be here."
Coast Guard Auxiliarists, like Wolcott and
Woodbury, augment and assist active-duty crews
across the Coast Guard. Their contributions are
widespread and significant, from serving as
watchstanders at small boat stations, conducting
vessel safety exams, and serving aboard cutters.
HEALY's galley would have been significantly
understaffed during this patrol had it not been for
the tremendous efforts of Wolcott and Woodbury.
They upended their lives on short notice to answer
the call to duty. They, like so many Auxiliarists,
are such an important part of the Coast Guard.
"The Auxiliary's culinary assistant program's main
mission is to support the Coast Guard in their
galleys whether it is a land unit, aboard a cutter in
port or at sea," said Paulette Parent, the Coast
Guard Auxiliary's National Director for the
Culinary Assistant's program. "Currently there are
nearly 300 active members in the program
encompassing all Coast Guard districts. The
dedication and enthusiasm of the Auxiliary
culinary assistants who support the Coast Guard is
a tribute to our program. The ever-increasing
requests for assistance from the Coast Guard
reflect well on the program and we are proud to
support our active-duty shipmates.”
An opportunity to circumnavigate North America
was a once-in-a-lifetime experience for Wolcott
and Woodbury. Though the days were long and the
work at times seemed never-ending, the Coast
Guard Auxiliary culinary assistants were happy for
the opportunity to interact with everyone
throughout the day as one after another crew
passed their plates over for a serving of the day's
hot meals and a warm smile.
19
www.cgaux.org

20. USCG Assists In Operation
Christmas Drop
By Anderson Air Force Base Public Affairs
For those on the island of Woleai and other islands
throughout the Federated States of Micronesia and
the Republic of Palau, it’s radio calls like that from
the North Pole that makes Christmas come a little
early every year thanks to Santa’s C-130 Super
Hercules from Andersen Air Force Base, Guam,
participating in Operation Christmas Drop.
“When we get that call saying it's our drop-day and
word gets out, the island has a different feel to it,”
said Allentino Riugiufmal, Northern Islands Central
High School vice principal on Woleai. “The island
has this pure feeling of excitement that is shared
across the community, like a child just waiting to
see what’s under the tree.
“After the news is radioed in, it's just a matter of
time before the only C-130 we see all year long
(graces) our skies, delivering the bundles we’ve
come to rely on throughout the years. When the
day finally does come, and that plane is in the sky,
it’s just like Christmas has come early.”
Now in its 68th year, Operation Christmas Drop
has not only served as the world’s longest-running
airdrop training mission, providing critical supplies
to fifty-five Micronesian islands like Woleia but
has also served as a coming together for elders and
their communities on their respective islands
across approximately 1.8 million square nautical
miles throughout the Pacific.
F
A U.S. Air Force C-130-J Super
Hercules out of Yokota Air Base,
Japan, delivers five low-cost, low-
altitude humanitarian aid bundles
filled with critical supplies as part
of Operation Christmas Drop to the
island of Woleai, Federated States
of Micronesia on Dec. 10, 2019.
U.S. Air Force photo by Senior
Airman Matthew Gilmore.
OPERATION CHRISTMAS DROP
Navigator Express
20 4th Quarter 2021

21. The gathered elders determine who gets what
goods. This distribution has created so many
memories for all who have shared in the Operation
Christmas Drop magic, memories that have lasted
almost as long as the event itself. “Every Christmas
drop is special for the island,” said Santos
Bugoman, an 18-year resident of Woleai. “We all
have our own memories of (Operation Christmas
Drop’s) past. I got my first pair of shoes in one of
my first Christmas drops and it’s something I will
always remember and cherish. I wore them until I
had completely outgrown them and blisters were
forming because they were too small. Maybe I was
being just a little bit sentimental, but they were so
special to me I didn’t want to let go of them.” While
memories of toys and shoes are what the children
cherish, for the elders, it is the food, medicine and
other supplies that have meant the most over the
years. “We all have childhood (memories) of seeing
the planes fly overhead,” Riugiufmal said.
“As we each grew older, we truly understood how
important (Operation Christmas Drop) is for the
islands. These bundles have toys, yes, but they,
more importantly, carry bags of rice to help feed
the 500 villagers we have here. The parachutes and
their rigging is used to make sails for our boats and
the wire for our spearguns. Some of our bundles
were sent solely for our school and contained the
students’ education supplies they needed to thrive.
“Those items are what matter to us and what we
appreciate most. Those items, and (Operation
Christmas Drop) in general, is what brings us
together as a community. I saw some school
children saying “Thank you Christmas drop” for
the camera. That does not do it justice. On behalf
of everyone on this island, our Chiefs, our elders
(and) our school children, thank you (Operation
Christmas Drop), thank you for all that you have
shared with us over the years.”
Top: A pair of village elders on the island of Woleai in the Federated States of Micronesia, sort through
one of five low-cost, low-altitude bundles airdropped as part of Operation Christmas Drop, Dec. 10,
2019. Operation Christmas Drop serves as a training platform for the U.S. Air Force and its partners to
better train for humanitarian assistance and disaster relief through the use of LCLA airdrops on un-
surveyed drop zones throughout the Pacific. U.S. Air Force photo by Senior Airman Matthew
Gilmore.Bottom: USCG Buoy Vessel 215 in Guam. Photo by USCG Public Affairs.
21
www.cgaux.org

22. In 2015 and 2016, my family and I visited Frankfort-Elberta, Sleeping Bear National Lakeshores, and the Marquette,
Keweenaw areas of Michigan’s Upper Peninsula (UP), where we visited historical U.S. Lighthouses, U.S. Lifesaving
Service, and Coast Guard Stations. The U.S. Lifesaving Service later merged with the U.S. Revenue and later with the U.S.
Lighthouse Service to become today’s modern U.S. Coast Guard
The old Elberta US Life Saving Station in Frankfort/Elberta on Lake Michigan is completely refurbished and is now used
for weddings and other events. Inside are photos of when it was an active Life Saving station, and later a railroad depot.
North of Frankfort is the Point Betsie Lighthouse, once home to the U.S. Life Saving Service, and the U.S. Lighthouse
Service. Owned and operated by the Friends of Point Betsie Lighthouse, Inc, the light is still an active U.S. Coast Guard
aid to navigation. A climb up the tower to the light results in a spectacular view of Lake Michigan. The restored
lighthouse keeper’s residence and the museum have many Life Saving and Lighthouse Service historical information
and artifacts, including a 1940’s era CG motor launch boat named “Betsie,” kept at the station.
The historic U.S. Coast Guard Sleeping Bear Point Station in the Sleeping Bear Dunes National Lakeshore has a station
building and a rescue boat building still equipped with the wooden rails to launch the wooden lifeboats into Lake
Michigan when needed.
Currently, Marquette has a very active Coast Guard Station with a very large Area of Responsibility (AOR) on Lake
Superior and the surrounding area. The nearby historical Coast Guard Lighthouse and station buildings in Marquette,
on Eagle Harbor in the Keweenaw Peninsula, were recently acquired from the Coast Guard by the city of Marquette. The
[Marquette] Lighthouse is still an active Coast Guard aid to navigation! A plaque by the old station building honors
members of the Life Saving Service, Coast Guard, and Coast Guard Auxiliary who served at the station.
The old US Coast Guard Eagle Harbor Station across the bay is now a self-guided museum, filled with historical
information, artifacts, and wooden boats of the Life Saving Service, the Lighthouse Service, and the Coast Guard. The
rear doors of the station still lead to the Eagle Harbor, where lifeboats were once launched. Situated by Lake Superior in
the Keweenaw Peninsula, the historic Eagle Harbor Lighthouse is still an active Coast Guard aid to navigation, while now
the property of a non-profit group.
The more one travels across the shorelines of Michigan’s four Great Lakes, the more one is likely to find some historical
evidence of the U.S. Coast Guard and U.S. Coast Guard Auxiliary.
PHOTO ABOVE: Colorized photo of the U.S. Life Saving Station circa 1940. Photo provided by Tony Dzbanski.
History On The
History On The
History On The
NAVIGATOR'S CORNER - HISTORIC MICHIGAN
By Tony Dzbanski, District 9WR
Michigan Shores
Michigan Shores
Michigan Shores
Navigator Express
22 4th Quarter 2021

23. 23
www.cgaux.org

24. Auxiliary Flotilla 59 of Stuart, Florida, has been named the National Flotilla of the Year by the U.S. Coast Guard Auxiliary.
In receiving this award, Flotilla 59 embodies the spirit of the U.S. Coast Guard’s uniformed volunteer component for its
service and support to the local community. The National Flotilla of the Year Award annually recognizes the most
exemplary flotilla in the nation and is presented by the USCG Auxiliary National Commodore. When presenting the
award, National Commodore Alex Malewski said, “The Stuart Flotilla’s achievements across the many missions the
Auxiliary supports were extraordinary.”
The USCG Auxiliary missions are to promote and improve recreational boating safety, to provide a diverse array of
specialized skills, trained crews, and capable facilities to augment the U.S. Coast Guard. The Auxiliary enhances the
safety and security of our ports, waterways, and coastal regions and supports the Coast Guard’s operational,
administrative, and logistical requirements. These duties have served as the Auxiliary’s guiding principles since its
founding in 1942. “With over 800 flotillas in all 50 states, Puerto Rico, American Samoa, Guam, and the U.S. Virgin
Islands, this is truly an honor for our members,” said Dawn Muller, Flotilla Commander for Flotilla 59. “The year 2020
was difficult for all of us with the pandemic, but our members did everything asked of them while navigating the
challenges of COVID.”
Local community leaders and officers from the active-duty Coast Guard recognized the contributions of the Stuart
Auxiliary Team and congratulated them.
PHOTO ABOVE: Auxiliarists from Flotilla 59 pose for a photo. Photo by U.S. Coast Guard Auxiliary Flotilla 59.
2020 National Flotilla
Of The Year
NAVIGATOR'S CORNER - AIMING HIGH
Provided By Bret Fendt, District 7
Navigator Express
24 4th Quarter 2021

25. AUXILIARY VESSEL
EXAMINER PROGRAM
CONTACT YOUR FSO-VE
FOR MORE INFORMATION
J O I N T H E

26. NAVIGATOR'S CORNER - MUSIC EXCELLENCE
A Bugler's Call To Rememberance
The bugler stands straight as a sentinel, a lone figure silhouetted by the golden glow of the late afternoon’s setting sun. In solitary
reflection, while snapping to attention, slowly and deliberately raising the horn to his lips while inhaling a deep breath of the surrounding
air.
Surrounded by tall shade trees, flags waving in the coastal winds flowing through the Golden Gate, and groves of eucalyptus and cypress
of the Presidio, surrounded by thousands of stone markers and headstones of our nation’s fallen heroes, the lone bugler’s first notes
sorrowfully float on the afternoon’s breeze this Memorial Day.
The Bugler plays with respect, musical notes that honor those individuals who served, whether Spring, Summer, Autumn, or Winter at the
Presidio, marking points of historic sacrifice. Each note of twenty-eight is played in sequence to remember our fallen who sacrificed
through dedication, belief, and duty with honor – our fathers, mothers, sisters, brothers, neighbors, and Gold Star families. The bugler’s
notes of Taps progress and rise to the heavens.
The lone bugler plays the last of the twenty-eight notes of Taps sustaining the last note with an emotional, quivering finality, until it drifts
off, tapering into silence. All is still but the snap of waving flags and rustling of leaves from the wind sweeping through the Presidio’s giant,
majestic eucalyptus and cypress trees. Notes of Taps still linger in memory as we remember the fallen, but not forgotten.
At the Presidio Memorial, as night comes, the bugler, as a lone sentinel and keeper of played notes, penetrates the souls and hearts of all
who listen and remember, respectfully lowers the trumpet, and salutes the fallen, all present and, the American Flag at half-mast.
People gathering at the Presidio disperse and wander about the trees and monuments of the Presidio, some quietly weeping and others
walking in groups or couples. Some families sit on blankets between the headstones of loved service members, and with children taking
family “selfies,” relax within the Presidio’s place of comfort and remembrance.
Those who have experienced San Francisco’s Presidio shall never forget the family gatherings, walks, camping, biking, running, and
moments of reflection and remembrance in this space, a space to fully experience all that is life.
PHOTO ABOVE: Auxiliarist Roger Bazeley. Photo by Noriko Bazeley.
Navigator Express
26 4th Quarter 2021

27. The USCG Auxiliary Chaplain Support program (ACS)
expands religious ministry capacity and capability to better
meet the needs of Coast Guard members and other
authorized personnel. ACS Chaplains work under the
direction of supervisory Coast Guard Chaplains, who, given
the manpower and geographic limitations, may be
prevented or delayed in a timely response to religious
ministry requirements. The ACS program is a crucial step
in closing this shortfall and providing the best religious
ministry support possible for Coast Guard members and
their families.
In 2019, ACS Chaplains traveled over 59,000 miles
providing nearly 12,000 hours of operational religious
ministry support to the Coast Guard in the form of
funerals, memorial services, burials at sea, unit training,
crisis response, weddings, baptisms and other religious
rites, ceremonial support for retirements and changes of
command, hospital visits, pastoral counseling, and unit
visits ashore and at sea. This is in addition to 15,000 hours
of “stand-by” support. There are currently thirty-three
approved ACS Chaplains supporting the Coast Guard. This
number is expected to increase to 50 in 2020.
Eligibility requirements for the ACS correspond to the
requirements for DoD military chaplains in terms of
education, experience, and ecclesiastical endorsement.
Affiliation with the USCG Auxiliary is required.
U.S. COAST GUARD AUXILIARY
C H A P L A I N
S U P P O R T
P R O G R A M
FOR MORE INFORMATION, PLEASE CONTACT THE
OFFICE OF THE CHAPLAIN OF THE COAST GUARD AT:
AUXCLERGYSUPPORT@USCG.MIL
PROVIDED BY LIEUTENANT ERIK NEIDER, USCG D11 CHAPLAIN
27
www.cgaux.org

28. Navigator Express
28 4th Quarter 2021 Photo by Roger Bazeley

29. The source of copied material should be
mentioned as U.S. Coast Guard Auxiliary Public
Affairs.
This statement should appear on all forms of
distribution.
The United States Coast Guard Auxiliary and the
respective Public Affairs (A) Directorate works
diligently to provide detailed, complete, and accurate
information and stories throughout Navigator
Express. Any use of content shall be approved by
national Auxiliary leadership.
If there is any approved use of content, the following
conditions should be followed:
NAVIGATOR
EXPRESS
EXPRESS
THE OFFICIAL E-MAGAZINE OF
THE U.S. COAST GUARD AUXILIARY
DISTRIBUTION
• •••
Photos for use in NavEx must be 5MB-15MB, in
.JPEG or .PNG format. They must also include a
detailed caption.
Articles must be submitted as a Word document
in standard 12 point Times New Roman format.
Proper spelling and grammar are required for
publication use.
Send us your publications, articles, and photos! We'd
love to see the difference you're making and share it
with the Auxiliary nationwide!
Submission Guidelines:
Submit your ideas to Roger Bazeley & Andrew
Niquette (contact below).
IDEAS, SUBMISSIONS, OR FEEDBACK
• •••
The USCGC MAKINAW. Photo
by USCGC MACKINAW Public
Affairs.
A painted image of the Rouse
Simmons. Photo provided by
Roger Bazeley.
L: Auxiliarists at the helm. R: Buoys being serviced. Photos by
Roger Bazeley.
During these unprecedented times, the
COVID-19 pandemic has fostered change
in how we conduct our everyday lives. As
we chart these waters together, Navigator
Express remains committed to providing
an outlet from the pandemic, keeping you
updated through our stories to stay
Semper Paratus. Happy Holidays to all!
Roger Bazeley, BC-AME
bazeley@gmail.com
Andrew Niquette, BA-AMEB
andrew.r.niquette@cgauxnet.us
© Copyright 2021 Coast Guard Auxiliary
Association, Inc. All Rights Reserved.
29
www.cgaux.org

30. NAVIGATOR
EXPRESS