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Story by Lt. Stephanie Young

Located 430 miles south of Guam in the Western Pacific Ocean, is a small, coral atoll made up of 22 islands called Woleai. Part of the Federated States of Micronesia, the atoll’s inhabitants are isolated from the rest of the world with their only means of communication being a VHF radio.

Woleai is a unique place in the world; everything on the atoll is communal and there are different clans, each with their own chief. Above each clan chief are three paramount chiefs that rule the island. While Woleai Atoll is a place many of us have never heard of, or will likely never visit in our lives, there are approximately 1,000 people who proudly call the atoll “home.” Petty Officer 2nd Class Kensley Raigeluw is one of these people.

Raigeluw is currently stationed aboard Coast Guard Cutter Jarvis, a high-endurance cutter that routinely deploys to the Pacific – from Russia to Panama and everywhere in between. While the crew travels great distances, they were recently able to take a brief departure from their primary mission to reunite Raigeluw with his native soil. It was the first time Raigeluw visited home in 12 years.

It’s hard to imagine a young boy growing up in such an isolated environment finding his way into the U.S. Coast Guard. But Raigeluw’s journey started with a chance encounter when he was just eight and Coast Guard Cutter Basswood came to the atoll.

“I still remember watching their small boat driving up to our beach and my whole community having a party for their crew,” recalled Raigeluw. “They took me on a tour of their ship and all I can remember is thinking that it would be so cool to be one of them, sailing around the world.”

While more than a decade has passed since he has returned, he has strong memories growing up in Woleai, where people live off the land and ocean.

“One of my fondest memories growing up was sitting on the beach in the evening with my father and uncles and learning celestial navigation,” said Raigeluw. “To this day the people of my island learn to navigate by the stars.”

Raigeluw left Woleai in 2000 to attend college in Pohnpei, Federated States of Micronesia, followed by the University of Hawaii in Hilo, Hawaii. He earned this opportunity by being one of two people from his island who achieved high enough scores on a college aptitude exam.

Years later, in September 2005, Raigeluw was looking into joining the Army, but happened to see a Coast Guard banner online. It immediately reminded him of the Basswood and he made the decision to join the Coast Guard.

After college he enlisted in the Coast Guard, attending boot camp in Cape May, New Jersey – 9,000 miles away from his native atoll. After graduating from boot camp, he was assigned to Station Rio Vista, Calif., and now Jarvis, bringing him back full circle to the place where he was born.

Anchored offshore, Jarvis’ crew launched both their small boats loaded with donations of canned foods, medical supplies and gifts. When asked what emotions he felt being home after 12 years, with his crew besides him, Raigeluw could only recall one – happiness.

“The day when my ship sailed to Woleai was one of the best days of my life. It is hard to explain how overwhelmed I was with happiness,” said Raigeluw.

“When we arrived on shore I realized most of my uncles were starring at us from beyond the beach and had no clue who I was, especially because I was in my uniform,” recalled Raigeluw. “I had to walk closer to them before they recognized me.”

When word got out one of their own was there, the whole village came out to greet him.

“The feeling of seeing Petty Officer Raigeluw reunited with his family after so many years cannot be put into words,” said Capt. Webster Balding, commanding officer of Jarvis. “It’s one of those things in life that just really makes you appreciate your family, our maritime service and our nation. I believe my heart grew today, definitely a once in a lifetime experience.”

The visit lasted just hours as the cutter had to get back to the mission at hand. But before departing, Raigeluw presented a gift to his family – a photo album containing pictures of his wife and two sons, whom his parents have never met.

While the visit was short lived, Raigeluw will hold onto the memory of his homecoming forever, adding the experience to his already unique perspectives from growing up on Woleai Atoll.

While Raigeluw may have come from a far away place, who he is and what he stands for is something we can all identify with.

“My family has been seafarers for generations; they have sailed all throughout Oceania. Going to sea is in my nature and fits well with my service in the Coast Guard,” said Raigeluw. “In my upbringing, my parents instilled the importance of service to others. I take to heart the Coast Guard’s core values of honor, respect and devotion to duty.”

Story by Petty Officer 3rd Class Angela Henderson

The Big Island of Hawaii lies in the center of the vast Pacific Ocean more than 2,500 miles from the nearest point of land. Yet despite its remoteness, dozens of aircraft of all sizes make the long flight each day without issue. For one pilot flying from California in a small twin engine Cessna 310, this was a routine well planned flight. 

Traveling at an average 175.2 mph, Charles Brian Mellor’s flight plan would have him reach the picturesque black beaches of Hilo just shy of 13 hours. During the flight, he had ample time to check and recheck his calculations. In doing so he came to a disturbing conclusion. He would not have the opportunity to fly into paradise. He was going to run out of fuel long before reaching the islands. 

At 12:30 p.m. the command duty officer, at the 14th Coast Guard District Joint Rescue Coordination Center, answers the phone and receives a briefing of Mellor’s situation from the Federal Aviation Administration in Honolulu.  Lt. Bridget Fitzgibbons learns that Mellor, a 65-year-old man is flying his Cessna from Monetary, Calif. to Hilo, Hawaii, and is running out of fuel about 500 miles from land. 

Fitzgibbons calls FAA Oakland for flight details that will help her make accurate decisions in planning Mellor’s rescue.

When Mellor made his flight plan in Monterey he determined how much fuel he would need to travel to Hawaii.  The Cessna’s internal fuel tanks do not allow for trans-ocean flights, so he was allowed extra internal fuel bladders to complete the transit.  Mellor stripped out the back seats of the aircraft and replaced them with the extra fuel tanks required to make the trip. 

Although tailwinds pushed Mellor and his plane 60 percent of the way, he encountered headwinds after crossing the point of no return. It was at this point his calculations indicated something was wrong. He had enough fuel for 14 hours but had been airborne for 13 of what should have been a 12 hour flight.  

Meanwhile, Fitzgibbons reaches out to Richard Roberts, District 14 response management deputy branch chief, to explain the impending rescue. Roberts, a former Coast Guard pilot, has vital experience and knowledge to contribute to the rescue. Although rescue of Mellor was imminent, he must first survive ditching his aircraft somewhere in the Pacific. Roberts and Fitzgibbons begin to formulate a plan.  

“The very first thing that needed to happen was to ensure all response coordination efforts are being managed to the fullest capacity,” said Roberts. “Phone calls were made to not only to Air Station Barbers Point, but U.S. Pacific Command, the Navy, the nearest hospital and then to Coast Guard Pacific Area Command Center in California and Coast Guard Headquarters.” 

The plan was to have a Coast Guard Air Station Barber’s Point HC-130 Hercules airplane aircrew rendezvous with Mellor.  The aircrew would coach Mellor through the complex process for ditching the Cessna. 

At Air Station Barbers Point, Hercules aircraft commander Lt. Eric Majeska gathers the aircrew to determine the best course of action. Majeska noted that the challenge facing them would test each crewmember’s ability to function in a high stress situation. As the aircraft commander, Majeska explained “everything is depending on your ability to remain calm and confident to help someone who is going to have to make decisions that will determine their own fate.” 

For the aircrew, the confidence to help Mellor would come from their training and experience. Majeska and his co-pilot, Lt. j.g. Bryan Weber, reached out to other seasoned pilots to tap into decades of flying experience.  For Webber, a junior officer and pilot, gaining the knowledge of others was crucial for developing the best course of action.

”His ability to ditch this plane successfully would depend on all the knowledge we would be able to lend him,” said Weber. 

Once Mellor entered the water there would be little the Hercules aircrew could do. That is when the MH-65 Dolphin helicopter crew takes over the rescue plan. They would meet the Cessna 310 at sea and deploy a rescue swimmer to recover Mellor after the plane ditched. As both aircrews prepared to launch, Fitzgibbons was busy developing the check list for the rescue plan.

In gathering information, Fitzgibbons realized that Mellor may have to ditch outside the 80 mile range of the helicopter. If this occurred, a backup plan would be necessary to rescue Mellor. 

Fitzgibbons made a call to the commanding officer of the Coast Guard Cutter Kiska, a 110-foot patrol boat stationed in Hilo. He was directed to get the cutter ready and underway within the hour.

“Our biggest fear at this time was Mellor may have to ditch his aircraft approximately 100 miles off the Big Island,” said Petty Officer 1^st Class Chris Sena, a watchstander working with Fitzgibbons.  Dolphin helicopters only have an approximate range of 80 miles. For this reason the Kiska and crew might become necessary. 

As the rescue crews were preparing, Mellor’s plane caught a small tailwind and was covering more ocean than previously anticipated. Sena and Fitzgibbons coordinated a track line with the cutter to ensure they would intercept the Cessna.  

By this time the Hercules aircrew launched, and headed northwest to rendezvous with Mellor. 

As the multiple Coast Guard assets took to the ocean, and air or stood by the radio, all the elements of the rescue began to come together like a well-oiled machine. All with one goal; get to Cessna and rescue Mellur. 

More than 150 miles off shore from Hawaii, the Hercules crew rendezvous with Mellor.  By this time the Dolphin helicopter crew had landed at the Hilo International Airport for fuel and waited for their call to launch.  

The Hercules crew established communications with Mellor and the pilots began to talk him through the ditching sequence and recue.  

“As soon as we found him on a frequency, we introduced ourselves and told him we are the Coast Guard and we are here to help him get through this,” said Petty Officer 2nd Class Miguel Martinez, the radio man with the Hercules crew.  “Immediately he seemed relieved and we switched to a radio frequency with less traffic.” 

The aircrew instructed Mellor to secure anything that was loose in his aircraft and began to review his two options for ditching the plane. Mellor’s options would be a power-on ditch or a power-off ditch. 

During a power-on ditch Mellor would have full control of the plane’s engine, Webber explained.  This allows the pilot to add power and make the airplane more stable or add power to gain altitude to go up and then back down. A power-off ditch is where the engine is already gone, whether it was secured by the pilot or not.  In this situation, Mellor would have only one shot at landing the plane in the water. 

“Mellor originally wanted to perform a power-off ditch,” said Weber. “However, we stood by our advice and said it would be best to conduct a power-on ditch.” 

The reasoning behind the power-on recommendation lies in the Cessna’s twin engine design according to Webber. It would be very unlikely for both the engines to cut off at the same time during a power-off ditch.  This would make the plane very unstable and Mellor would be forced to disable both engines manually, adding another task to the already complex situation.  

As Mellor debated which ditch to perform, the cutter Kiska and crew staged approximately 40 miles northeast of the Big Island. The Dolphin helicopter crew finished re-fueling and stood by for notification that Mellor was within range. 

Sector Honolulu watch standers instructed the Dolphin rescue crew to launch as Mellor crossed the 80-mile mark. With the guidance of air traffic control personnel, the helicopter crew also rendezvoused with Mellor. 

At this point the the command center watchstanders could only listening to the radio traffic and wait for the air crews to execute the next phase of the mission. From this point on it was up to Mellor to follow the instructions given by the Coast Guard aircrew and ditch his aircraft into the rolling seas off of Hawaii. 

13 miles from the Big Island the Hercules dropped to 1,000 feet and the Dolphin helicopter crew came in behind Mellor and tailed him as he descended into the South Pacific Ocean.  

“Looking out, at first I was sure he had it, he was going to be fine and we’re just out here for protocol,” said Petty Officer 3^rd Class Jeffery Moeschler, flight mechanic aboard the Dolphin helicopter. “But as I’m watching him drop down to 400 feet and lower, he just kept dropping.  I just think it isn’t going to happen.” 

In the front of the dolphin, aircraft commander Lt. Matthew Matsuoka, watched as the Cessna glided above the water. He calls for “rescue check two” and Moeschler and the rescue swimmer prepare for the impending rescue. 

They watch as Mellor glided his Cessna along the tops of the rolling seas, kicking up spray as the plane made several light brushes before dropping the nose and skidding across the surface as the Cessna spun 180 degrees in froth of turbid water before coming to a stop. Mellor kept the plane vertical, but within moments it begins to sink. The Dolphin crew approached as Mellor crawled out of the Cessna and onto the wing, clutching a life raft.  

Within seconds, the rescue swimmer, Petty Officer 2nd Class James Clyne, was lowered to the water. He swam to Mellor and guided him off the wing. Together, they swam to the  rescue basket.  Mellor was safely placed in a rescue basket and hoisted into the helicopter by Moeschler. Moments later the Cessna slipped beneath the surface and sank in more than 6,000 feet of water.   

Mellor was taken to Hilo Medical Center in good condition with no visible injuries. In the command center Fitzgibbons made final notes in the official operational summary report which was filled with a complex web of agency interaction, information sharing and asset coordination which led to the successful rescue. But the final piece of information recorded was perhaps the simplest and most important. One life saved.   

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U.S. Coast Guard story by Petty Officer 3rd Class Anthony Soto

Far removed from the public eye, in the middle of the Pacific Ocean, an international war is raging. The stakes of which are high, not only for the local populations, but for the world. At the center of the conflict lie one of the world’s richest fishing grounds. Not only are they filled with a variety of species tied to the health of the ocean, they are the driving force behind a multi-million dollar industry sustaining many Central and South Pacific nations. Meanwhile in other areas of the Pacific, depleted fish stocks are driving fishermen to the Central and South Pacific with the intention of taking what they can for personal gain and profit. The Pacific nations, having limited resources, find it difficult to stop these incursions. But partnerships between the U.S. Coast Guard have strengthened their defenses. This fight has placed the Coast Guard in the Pacific on the front lines of what is has been coined the “Fight for Fish”.      

At the center of this issue are the many nations in the Central and South Pacific. These include the Republic of the Marshall Islands, Kiribati, Christmas Island, the Cook Islands, American Samoa and many other small island nations and territories. Each of these nations has in place an Exclusive Economic Zone to protect their fish stocks. The construct of an EEZ began nearly four decades ago in an effort to stem declining fish stocks and protect the essential natural resources of the oceans from the incursion of other nations. In 1976, after a series of confrontations between Iceland and Great Britain over fishing rights, a compromise was reached and a 200-nautical mile EEZ was established around Iceland’s waters. These regulations were included in the United Nations Law of the Sea Convention; however the U.S. has not yet ratified nor is party to UNCLOS, but does, under customary international law, accept the provisions including EEZ’s. In that same year, the U.S. Congress passed the Fishery Conservation and Management Act, known today as the Magnuson-Stevens Act, which established U.S. authority over the 200-nautical mile EEZ off the U.S. coastlines and established the nation’s eight Regional Fishery Management Councils to legally protect U.S. fish stocks.

The fish stocks at the center of the Fight for Fish fall into the category of pelagic species, which include tunas, scombridae, sail fish, sword fish and marlins. Pelagic fish live primarily within the temperate waters of the world’s oceans, including the Pacific and conduct long migrations, going as far north as Japan and as far south as New Zealand. One issue of concern is the fact that migratory patterns of these fish can cross areas which do not have EEZ regulations established. This allows substantial numbers of fish to be caught when schools migrate from one place with regulations to a place which has none. For this reason, preventing illegal fishing within EEZ’s is especially important. Invasive unregulated fishing and can potentially lead to the disappearance of many fish species.

“Illegal fishermen come from any country and use all manner of vessels to encroach into EEZ’s,” said Lt. Cmdr. Jay Caputo, Chief of response for the 14th Coast Guard District. “They don’t pay for licenses or have an investment in managing the fishery.”

Caputo also presented a possible outcome of illegal fishing’s effect on one of these countries,

“You’re going to have a situation where there’s increased stress, there’s going to be people in distress and you may start to see the movement of people at that point.”

The island nations of the Central and South Pacific fall under the Western Pacific Council and agreements have been put in place for assistance in defending their EEZs. As a measure of support the United States and the U.S. Coast Guard have taken an initiative to assist these countries in patrolling and protecting their EEZ’s in order to help protect the fish stocks, create and maintain stability in the region and help build better relations throughout the Pacific.

Most recently the crew of the Coast Guard Cutter Rush and a helicopter aircrew from Air Station Barbers Point deployed across the South and Central Pacific over a period of more than two months beginning in mid October 2010. But the defense of EEZs is a joint endeavor between the Coast Guard, which provides assets like the 378-foot High Endurance Cutter Rush, and the law enforcement representatives of nations of the region. The Coast Guard has entered into six different agreements with six different countries, each of which has its own provisions and allows certain permissions. One such agreement allows agents to ride aboard Coast Guard Cutters to enforce their laws upon the seas around their nations with assets otherwise unavailable to them. Each area of patrol is different: some allow patrolling of the EEZ and the territorial sea, some allow only fisheries enforcement and some allow a wider scope of law enforcement. Because there is such diversity throughout the various countries in the Pacific, there is no all-encompassing agreement set. An International Ship Rider Agreement with the Cook Islands allows agents to ride aboard a Coast Guard cutter to assist in patrols and carry out specific actions according to their nations’ laws. This is just one example of a bilateral agreement established between the U.S. and each individual nation. Other nations have similar agreements in place.  

“The ship-rider agreement between our two countries is integral to our overall effort to effectively police our maritime zone and also enhances the knowledge and experience of our Police Maritime and Marine resources personnel who embark as ship-riders,” Ben Ponia, Secretary of Marine Resources for the Government of the Cook Islands said in a letter to the Coast Guard. “On behalf of the government and people of the Cook Islands, I would like to pass on our considerable appreciation for the surveillance patrol conducted by the U.S. Coast Guard Cutter Rush in our Exclusive Economic Zone.”

The various island nations, U.S. territories and U.S. possessions patrolled by Rush included the Republic of Marshall Islands, American Samoa, Kiribati, the Cook Islands, Jarvis, Kingman and Palmyra. The Rush’s enforcement efforts resulted in the boarding of 38 ships, the patrol of six U.S. EEZ’s, and the exercise of three international ship-rider agreements. Of the 38 boardings completed by Rush law enforcement teams and their international partners, 41 violations were found aboard 25 different fishing vessels in several EEZ’s. In total the cutter steamed more than 14,000 nautical miles across the Western Pacific Ocean both north and south of the Equator.

“The ship-rider agreement, and the exercise of the ship-rider agreement, is just one way the United States can show support for these nations,” Capt. James L. McCauley, commanding officer of the cutter Rush said. “And it seems to be working exceptionally well.”

The successful patrol of the Rush shows that the Fight for Fish has measurable results. But the issue of protecting pelagic species within these EEZs is not over. As unmanaged fish stocks continue to decline in other parts of the ocean, fishermen from less bountiful areas will continue to search for richer fishing grounds, often within the EEZs of other nations. The challenge will be to create deterrence and enforcement in the foreseeable future.

“For enforcement, there needs to be adequate presence to create deterrence,” says Caputo.  “Catching more illegal fishermen will change the risk ratio, making it more costly to conduct illegal fishing operations.  Ultimately, if enforcement can create a level playing field for fishermen and protect the resource from illegal activity, the renewable fisheries resource should be sustainable indefinitely.”