The oldeset USCG veteran recently passed away at 101.

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Larry Eastman, 101, poses with a U.S. Coast Guard Honor Guard at the Memorial Day parade in Coos Bay.

Larry Eastman, who died Sept. 26, served 27 years in the U.S. Coast Guard, and was discharged in 1957 with the rating of chief engineman.
Eastman’s service record included port security duties during World War II and lifesaving duties in Oregon and Alaska. 
Eastman retired to Coos Bay with his wife Ruby and took up painting memories of his service in later years.

Thank you Mr. Eastman. 

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USCGC BLACKTHORN Memorial Service

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Never forget…

Commemorating the sinking of the USCGC DAUNTLESS the crew of the USCGC DAUNTLESS laid a wreath in the channel in front of the BLACKTHORN Memorial at Sector Field Office, Galveston, TX. DAUNTLESS took time to remember the lives lost during the tragic accident and subsequent sinking of the BLACKTHORN. On the night of 28 January 1980 the BLACKTHORN collided with a tanker and sank with 23 Coast Guardsmen aboard. Remember the BLACKTHORN

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Posted via email from pruveit’s posterous

FORMER USCG COMMANDANT JAMES LOY COMMENTS ON THE CAPTAIN’S BEHAVIOR IN THE COSTA CONCORDIA GROUNDING

FORMER USCG COMMANDANT JAMES LOY COMMENTS ON THE CAPTAIN’S BEHAVIOR IN THE COSTA CONCORDIA GROUNDING

Ex-Coast Guard chief: Captain failed in every way

By James Loy

As someone who has had the great honor of

commanding four different ships for the United

States Coast Guard, I have watched the news

about the Costa Concordia — the grounding of

the vessel and the resulting death of at least 11

people — from the perspective of a seagoing

captain.

We must all await the findings of a proper

investigation, but for anyone remotely familiar

with a captain’s awesome responsibilities for

the lives of his passengers and crew, the

reported behavior of the Concordia’s skipper,

Francesco Schettino, is almost unfathomable.

The captain of a ship at sea is one of the last bastions

of total authority in this world. The ocean is a

dangerous place, where life and death decisions

often need to be made in an instant. For this reason,

a sea captain is granted complete independence,

power, and control aboard his vessel.

But with that absolute authority comes absolute

responsibility. In the case of a cruise ship, thousands

of passengers have come aboard with the

expectation that they are in the hands of a

competent crew headed by a competent captain.

They are depending on his professionalism, skill

and dedication to his one and only mission: to

navigate his vessel safely and prudently from point

A to point B.

To meet that mission, a modern sea captain is

provided with all kinds of resources. He is given

extraordinary training for the challenges of the

waters he is in and the vessel he is commanding.

He is given extraordinary electronic gadgetry that

allows him to fix his position on the globe within

inches. He receives all sorts of input information —

weather reports, charts detailing virtually every

hazard in his area of operation, and detailed

information on pathways to take and pathways to

avoid — all of which arm him to make good

judgments as to where he is going.

The captain of the Costa Concordia had all these

resources at his disposal, and yet audio recordings

and other accounts appear to show him violating

every commonly accepted notion of how a captain

will behave in a crisis.

First, he came in close to the island in spite of the

obvious navigational challenges that meant in terms

of safe passage. It is a captain’s responsibility to

err on the side of safety. When I commanded Coast

Guard cutters undertaking hazardous military

missions, I invariably chose the safer path whenever

I had the opportunity to do so. The captain of a

cruise ship, whose sole mission is the safe transport

of your passengers, has no excuse to choose

anything but the safest path.

Second, the chaos that followed the grounding of the

ship appears to reflect the captain’s lack of leadership

aboard his vessel. By all accounts he failed to institute

a command structure in which his crew was prepared

to do their duty to organize the passengers for a safe

embarkation from a sinking platform — and as a result,

11 people are dead and more than 20 others are still

missing.

Third, his personal decision to leave the vessel before

his passengers had safely embarked from the ship

shows a flagrant disrespect for his ultimate responsibilities

as a sea captain. A captain does not necessarily have

to go down with his ship, but under no circumstances

does he leave his ship to save himself before he has

saved those whose lives are in his hands.

Given these serial failures of responsibility, the one blessing

is that the accident occurred so close to shore, which

allowed so many of the passengers to reach safety on their

own. One can only imagine how many might have perished

had the ship run into trouble at sea with this particular

captain and crew.

There will be an investigation in the aftermath. But even

before it gets under way, one thing is clear: the training

and promotion process that put a man like this in command

of a passenger ship missed the character flaw that allowed

him to jeopardize his vessel for some apparently

transient and empty purpose. That promotion system is

in need of serious repair.

When I first heard about the Costa Concordia, I thought

back to the guidance that Alexander Hamilton provided in

1790 to the captains of the first 10 cutters of the

U.S. Revenue Marine — the precursor to the Coast

Guard. Hamilton advised that they had been "selected

with careful attention to character" and told them to

"Refrain from haughtiness, rudeness, or insult" and to

"Endeavor to overcome difficulties by a cool and temperate

perseverance in your duty." He declared that a captain’s

demeanor and behavior must "be marked with prudence,

moderation, and good temper. Upon these qualities

must depend the success, usefulness and … continuance

of the establishment in which they are included."

An off duty captain, Roberto Bosio, happened to be on

board the Costa Concordia when it ran aground and

swung into action, helping dozens of women and children

into lifeboats. He has been called a hero in the Italian

press, but rejects the moniker. "Don’t call me a hero.

I just did my duty, the duty of a sea captain," he said.

Captain Bosio met Alexander Hamilton’s charge.

Captain Schettino failed to do so in every imaginable way.

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What would you do?

JP

Posted via email from pruveit’s posterous

JP’s Journey 2012-1: John Quach comes to visit

“I didn’t even have to use my AK… today was a good day.”

 

Well,

JQ and I were able to get together for a little lunch.  Funny thing is that he only works 2 miles from my house.  Kinda cool.  Hopefully we can do lunch quite often.

It’s always great to see a classmate and good friend.  Shrimp poboys and sweet tea, can’t beat that for lunch!

Till next time…

JP