ALCOAST 057/26 - FEB 2026 2025 CAPTAIN FRANK ERICKSON AND COMMANDER ELMER STONE AWARD RECIPIENTS

R 112018Z FEB 26 MID320018533889U
FM COMDT COGARD WASHINGTON DC
TO ALCOAST
BT
UNCLAS
ALCOAST 057/26
SSIC 1650
SUBJ: 2025 CAPTAIN FRANK ERICKSON AND COMMANDER ELMER STONE AWARD
RECIPIENTS
A. Recognition Programs, COMDTINST 1650.26B
B. COMDT COGARD WASHINGTON DC 232030Z OCT 25/ALCOAST 439/25
1. COMDT (CG-7) is honored to announce the recipients of the
Captain Frank A. Erickson Rotary Wing Rescue and Commander Elmer F.
Stone Fixed Wing Rescue Aviation Awards for 2025 in accordance with
REFs (A) and (B). The Coast Guard Aviation Association sponsors
these annual awards to recognize Coast Guard rotary-wing and
fixed-wing aircrews who have demonstrated exceptional performance
while engaged in Search and Rescue operations.
2. The Captain Frank A. Erickson Award is presented to the
Air Station Port Angeles crew of CGNR 6587, including LCDR Lucas
Taylor, LT Liam Ballantyne, AMT3 Duncan Brown-Parson, and AST3
Erickson Formiller, in recognition of their heroic efforts during
the rescue of two adults and a child from Camano Island,
Washington. On December 14, 2024, the crew launched from Air
Station Port Angeles to Camano Island, encountering 70 knot wind
gusts, precipitation, and low-level wind shear during transit,
which complicated navigation and mission execution.
The survivors were located in a narrow section of shoreline between
6 foot breaking surf and vertical terrain with dense trees,
presenting a significant hoisting challenge. Due to the limitations
for hoisting, the crew decided to deploy AST3 Formiller into the
water from 40 feet to swim to the survivors, assess their
conditions, and perform the rescue one-by-one from the shore.
After swimming to the survivors, AST3 Formiller was unable to bring
them through the breaking surf. LCDR Taylor recommended connecting
two trail lines together, enabling the rescue swimmer to navigate
the surf independently. AST3 Formiller swam back to the survivors
with the trail line in hand. AMT3 Brown-Parsons manned the trail
line while LCDR Taylor maneuvered the helicopter to drag the rescue
swimmer and the child to calmer waters, allowing for a rescue basket
pickup. The crew elected to leave the rescue swimmer on scene with
the two adults while transporting the child to emergency medical
services and refueling the aircraft. AST3 Formiller swam back to
shore safely as CGNR 6587 departed the scene for Paine Airport.
Upon returning to the scene, the shoreline had changed rapidly due
to rising tides and debris. AST3 Formiller radioed that trees were
washing up to the survivors' location and that he had successfully
escorted them to higher ground despite near-vertical cliffs and
falling debris. AMT3 Brown-Parsons identified a possible
extraction zone tucked between the cliff face and dense trees.
Recognizing the complexity of the operation, LCDR Taylor guided
LT Ballantyne (pilot at the controls) within mere feet of
overhanging rocks and trees. LT Ballantyne then held a 30 minute
hover while AMT3 Brown-Parsons prepared the rescue basket for
hoisting, and AST3 Formiller traversed landslides and falling
debris to escort the survivors to the extraction zone.
Due to the dense trees, overhanging rocks, and turbulent winds,
AMT3 Brown-Parsons deployed the rescue basket 200 feet through the
dense foliage to AST3 Formiller. The rescue swimmer placed the
survivor in the basket and radioed the crew that he was ready for
hoisting. During the hoist, as the basket cleared 100 feet above
the tree line, the trail line became tangled and slipped free from
AST3 Formiller's hands, causing instability in the basket and the
trail line to drift toward the aircraft's tail rotor. AMT3 Brown-
Parsons quickly disconnected the trail line and hoisted the
survivor safely into the cabin. Facing low fuel, LCDR Taylor
radioed AST3 Formiller that there was time for one additional hoist
and advised him to connect to the basket if he was comfortable with
the procedure. AMT3 Brown-Parsons then performed another precise
hoist, threading the basket through dense trees (without a trail
line) from 200 feet to retrieve both the rescue swimmer and the
remaining survivor. Once clear of the trees, the helicopter was
repositioned to avoid overhanging rocks and turbulent winds. AMT3
Brown-Parsons safely secured the rescue swimmer and survivor into
the cabin, and the crew departed for Paine Airport.
The efforts of CGNR 6587's crew resulted in the successful rescue
of three individuals - two adults and a child. The crew
demonstrated exceptional decision-making, adaptability, and
teamwork throughout the mission, overcoming significant obstacles
such as turbulent weather, hazardous terrain, and limited resources.
3. The following nominees were also recommended for this award and
deserve honorable mention for their heroic actions:
Air Station Astoria CGNR 6026 - F/V Pacific Bay
Air Station Cape Cod CGNR 6031 - R/V Nimbus
Air Station Clearwater CGNR 6050 - R/V Venture
Air Station Kodiak CGNR 6048 - F/V Alaska Victory
Air Station San Diego CGNR 6056 - Disabled Vessel
4. The Commander Elmer F. Stone Award is presented to the crew of
CGNR 2316 from Air Station Miami: LCDR Ryan Lloyd, LT Micah Baldez,
AMT1 Jonathan Stroven, AMT3 Logan Burmeister, AET2 Jonathan Densmore,
and AET2 Jeremiah Turner. This is in recognition of their
exceptional efforts during a challenging rescue mission involving an
adrift sailing vessel approximately 75 miles west of Fort Myers, FL,
and a separate fishing vessel taking on water near Fort Myers, FL.
The crew departed Air Station Miami on a training flight and was
redirected to remain near Dade-Collier Airport due to the unfolding
rescue operations. Multiple Hurricane Hunter aircraft were in
communication with the adrift sailing vessel, while a C-27 from
Air Station Clearwater was initially grounded due to wind limits.
To conserve fuel, expedite transit, improve communications with the
four aircraft in the area, and ensure airspace deconfliction, CGNR
2316 climbed to a higher altitude. Using ADS-B Stratus weather,
onboard radar, and visual observations, the crew devised a flight
path, acknowledging that heavy rain, high winds, and zero visibility
during transit were unavoidable. At 16,500 feet, with a temperature
of negative 3 degrees Celsius, the aircraft encountered ice
accumulation, turbulence, lightning, and the violent sound of
freezing rain hitting the fuselage. Due to these conditions and the
proximity of other aircraft on ADS-B, CGNR 2316 descended to
1,500 feet. At 1,500 feet, the RADALT alarm sounded at 1,300 feet
due to a pressure drop from KOPF/29.96 to on-scene/29.70. Upon
arriving at the last known position of the sailing vessel, the crew
determined that a radar search from a higher altitude would be
ineffective and elected to descend to 500 feet to gain visual
contact with the water. The sea state was 20 feet, winds were
pushing north at 66 knots, and visibility was approximately
1/4 nautical mile. CGNR 2316 conducted a 6 nautical mile search
but did not locate the vessel. Hurricane Hunter aircraft reported
that the sailing vessel's last known position was 12 hours old
and erroneously plotted on land. Additionally, no communication
had been received from the vessel in roughly two hours.
Faced with challenging weather and visibility conditions, the crew
held a discussion to maximize search efforts and fuel efficiency.
They noted the difficulty of determining local drift by sight alone
but agreed that the vessel would likely have been pushed roughly
due north by the hurricane's winds and seas. The pilots plotted a
position approximately 120 nautical miles north of the last known
position, approximating the drifted track line of the sailing
vessel over 12 hours. While enroute to the estimated position,
Sector St. Petersburg provided an updated Garmin Spot position
after contacting the spouse of one of the sailors. CGNR 2316 was
already near the updated position but did not locate the vessel.
Recognizing their limited fuel state, the crew plotted a 6 mile
search pattern. Approximately 8 miles west-northwest of the updated
Garmin Spot position, the sailing vessel was visually spotted under
the right wing. The crew marked the position, began an orbit, and
observed a red flare. The vessel's mast and mainsail were broken
and tattered, with only the spinnaker remaining functional.
The crew faced significant challenges in maintaining visual contact
with the sailing vessel due to heavy winds, whitecaps, and poor
visibility. The vessel was not detectable on radar due to the sea
state, and the onboard camera was ineffective for searching in the
conditions. The crew lost sight of the vessel during laps in the
drop pattern and had difficulty reacquiring it visually. The vessel
drifted over a mile in the four minutes it took to complete one
lap in the drop pattern, requiring another minute to make visual
contact. Despite these obstacles, the crew determined that the
sailing vessel would not have been located without the visual
sighting during the overflight. The crew discussed the drop delay
factors for a radio drop, noting that the winds exceeded 60 knots,
which was well outside existing training and experience parameters.
The radio landed near the vessel, and the sailors attempted to
retrieve it. Unable to secure the package, the sailors turned on
their handheld radio, which had been conserved to preserve battery
life, and reported their inability to retrieve the package. Despite
the challenges, the crew of CGNR 2316 successfully saved two lives.
5. The following nominees were also recommended for this award and
deserve honorable mention for their heroic actions:
Air Station Corpus Christi CGNR 2306 - M/V Fling
Air Station Corpus Mobile CGNR 2312 - F/V Anothny C
Air Station Kodiak CGNR 2005 - Dutch Harbor, AK
6. I extend my personal congratulations to the award winners, and
to each of the nominated aircrews. Through your actions, you
demonstrated the highest levels of courage and professionalism.
Your efforts are in keeping with the highest traditions of our
service.
7. RDML Amy B. Grable, Assistant Commandant for Capability (CG-7),
sends.
8. Internet release is authorized.