A BIT OF HISTORY: "...VP-17's Cubi Deployment 1973 Unofficial Journal" by Captain Gerry H. Spaulding, Retired gerkar@adelphia.net WebSite: http://www.ghspaulding.com/VP-17homepage.htm [29JUN2004]

Sun, 1 Apr. Everyone gets knocked royally on their asses during party at CO’s house celebrating the return of the Westpac Liaison flight, the end of “Kilo” ops, and giving up the Ready to VP-22. Only significant thing at the party is when someone puts a four-pound bullfrog in Bill “Thundergums” Overend’s Cadillac. April Fool’s Day!

Crew leave period is nearly over. At this point, most arrangements completed for Ev and boys to go to Olongapo, Hong Kong and Bangkok—passports, visas, tickets, a house to live in, a bed to sleep in, a car to drive and a maid to baby sit and clean house.

Fri, 13 Apr. Another party—big drunk at “Crash” and Emily Crandall’s.Sat, 14 Apr. For the second Saturday in a row, Gary Davidson and I go flying in a plane he rents at Honolulu Int. so he can build hours needed for his commercial pilot’s license. This time, Ev and Sid Hanisee come too. Ev is hung over and can’t hack the bumpy ride, so we terminate flight early after a brief stop for a Coke at Ford Island.

Tonight is the Dining Out, which, contrary to the finest Navy tradition, is marked by only one toast of a humorous nature, that being mine to the ASW Tacco’s socks. (The ASW Tacco is wearing black and orange argyle socks, a rather stunning complement to his tropical white longs.) Meanwhile, our plans to trap the President of the Mess in a game of “Zoom, Schwartz, Perfigliano” are foiled by an early adjournment to the bar.

Thu, 19 Apr. O’s convene at Bushnells’ for a combination housewarming for the Rettigs and “fuck-the-deployment” party. Gets very drunk out. The group presents XO with a plywood plaque inscribed with various Hawaiian sayings. My contribution is, “Hey, mo’ betta you no kick a me inna ma ass, brudda, you gonna broke a ma t’umb!”

This turns out to be the biggest grab-ass party I’ve seen since junior high. Highlight is a “Vertigo Demonstration” with stumbling-drunk duty officer (“Thundergums” Overend) straddling the XO, who is lying face-up on the floor, and dropping trou in his face. Much co-ed grabbing, squeezing, caressing and general familiarization with each other’s bodies by all. Dick Blake nearly loses his pants to a trio of frenzied wives; Crash Crandall does.

Wed, 25 Apr. Day of departure for Cubi. Everyone finishes saying goodbye to their families (who are now watching from their cars) and huddles on board our fully loaded P-3A. Just as we commence our plane-side brief, FE Davidson discovers a fuel leak, which hard downs the airplane. Ops-O Bill Boyd directs us to delay our departure until the next day after repairs are completed. I say, “No way—I don’t want crew and families to have to suffer through good-byes again. Give us another airplane.” He agrees. We preflight ZE-1, reload and go. ZE-4 launches 20 minutes behind us, then loses LORAN. Using UHF-DF, we lead ZE-4, trailing us by 200 miles, all the way to Guam. FOLLOW US!

While refueling at Guam, attempt to file a stop-over flight plan (and get an extended weather brief) -- destination Barbers Point with a 6-month delay at Cubi. Base Ops has no sense of humor and won’t go for it. Finally arrive Cubi at 2130 on 26 April, having lost Thursday due to crossing the International Date Line.

Checking in at BOQ, I spot former flight training classmate Jay Beasley Jr. (now flying for VR-21) asleep on the couch in the lobby—in exactly the same place and same position he was in when I last saw him 9 months ago at the end of a detachment to Cubi during our 1972 Naha deployment. Has he been off this couch since then? Is he alive?

Fri, 27 Apr. Take possession of 1961 Ford Bill O’Brien and I have previously purchased for $180 by mail—sight unseen—from someone in the squadron we are relieving. We hadn’t paid very much for it and it appears we got our money’s worth. Initial observation reveals the following:

-- Left side sags, most pronounced at left rear;

-- Exhaust pipe has more holes than Swiss Cheese. Sounds like no muffler installed;

-- Bad wheel bearing somewhere. Loud thump when driving;

-- Windshield, driver’s side, is shattered cobweb fashion;

-- Windshield wiper motor is inop;

-- Brakes virtually shot (some possibly missing);

-- Trunk lid does not latch, but is very heavy and rests in place due to gravity;

-- Doors don’t fully close, simply wedge into place;

-- All tires are beyond bald with cord showing through in blotches;

-- Right headlight inop. Left headlight beam points 45 degrees up and left due to prior reorientation—the result of unreported crash into base CO’s vehicle by previous owner;

-- Leaks water and burns oil at prodigious rates;

-- No emergency brake;

-- Very hot inside because car is black and seat cover material is plastic;

-- Large hole in driver’s seat with sharp-tipped coil spring protruding there from.

Otherwise, she’s perfect.

Also today locate the house Beaver and I have rented at 55 Otero Street in Mabayuan, a suburb of Olongapo. Nice four-bedroom, bi-level just across the street from the Po River. I notice several monkeys on the front porch of the house next door.

First crew party of the deployment tonight at the Acapulco.

Sat, 28 Apr. First Ready Alert today. During preflight, Ordnanceman fires loaded retro by mistake. Fortunately, no one nor anything hurt. Move from temporary room without air conditioner to permanent room with air conditioner. No relief as air conditioner is inop. Ready Alert is from 1000 today until 1000 tomorrow. Hope like hell we don’t launch, as I have much to do to establish this as a place in which to live and work for the next half year.

Sun, 29 Apr. Launch at 0950 today. Flight duration is 10.9 hours. Find a Russian AGI in trail of the big “E.” Upon landing, discover that we have the Ready again tomorrow. Sure hope we don’t launch this time.

Mon, 30 Apr. Whattaya know. We don’t launch.

Tue, 1 May. Is it still May? In the afternoon, after being relieved by the oncoming Ready crew, give Jim Whatley a NATOPS check, during which we make a low pass at Sangley to see if hangar is still emblazoned with “Quinn’s Garage.” It is. Wind up bouncing at night back at Cubi right in the middle of some fighter squadron’s FMLP period. What an experience!

Wed, 2 May. Quiet day in the office today. Also, get an NAS Admin fam. Like to make a few WAVES up there!

Thu, 3 May. Get our “bennies” for the month today by flying the “Zone” track. Have a good time, although we come home a little skosh on gas (FLIR bird) and decide to shoot a penetration approach to conserve fuel.

Fri, 4 May. Four-day duty cycle for Crew 1 begins today. Whatley has the first 24 hours of CDO, I’ll have it tomorrow. Some astonishing news from the Bureau today. Seems as though the Navy suddenly went from rags to riches and now, prior to 30 June, must move everyone who formerly had been extended. Squadron is now faced with losing approximately 30 % of its officers in the next two months. Hopefully, reason will out.

Sat, 5 May. What a fun day standing CDO. Do not launch the Ready.

Sun, 6 May. Work half a day, then play golf at Subic (Binictican) in the afternoon. Strike it pretty well but can’t score worth a damn. BOQ air conditioner remains inop. Pay first month’s rent (P800) to our landlady, Mrs. Fernandez, and with the help of her daughter, Mrs. Reyes, also sign our five-month lease.

More about the golf. After we hit our drives on the 15th hole, a monkey dashes out of the jungle and absconds with Bill O’Brien’s ball. Bill’s caddy chases said monkey into the trees and, after considerable thrashing, primal screaming, etc., emerges with ball in hand. Caddy makes P25 for the round. The monkey strikes out, but vows revenge.

Mon, 7 May. Last full day of crew duty cycle. Take “Black Beauty” to the Subic base service station for a few minor improvements—new used tires, extensive patching of exhaust and cooling systems, repair of broken left rear spring, adjustment of brakes (what remains of them) and repair of emergency brake. Total bill, $58. Also pick up a few “go-fastas”—racing stripe, white paint for the roof, Boss 351 stickers, steering wheel cover, etc. When finished, the beast should look much better—like a reject from an Olongapo demolition derby.

Tue, 8 May. BOQ air conditioner remains inop.

Wed, 9 May. Busy day at the office. Pack for U-Tapao, Thailand.

Thu, 10 May. Track our way to U-Tapao. Anticipating a good time for the next ten days. Will Williams loans me his VIP trailer key, as he will be gone to Cocos for two days.

Fri, 11 May. First day in U-Tapao is just so-so. Go to John’s International Tailor in Sattihip and order one pair of Bermudas for me and a dress for Mama chosen from Frederick’s catalogue. Will’s key goes unused as I wind up going to base flick with Jim Whatley to see a $1.98 production called The Dead Are Alive, a real killer of a movie. Almost launch on SAR for Crew 8, which hasn’t been heard from since noon. Eventually, they check in. Looking forward to a round of golf tomorrow at Siam Country Club.

Sat, 12 May. Grab my golf clubs and take a 46-km taxi ride to Siam Country Club, which is located in the hills south of Pattaya Beach. Nearing the club, road is very winding with sheer drop-offs on one side. Driver gets my attention when we round a curve and pass a huge yellow Buddha slightly above us on the steep hillside to our left. Without slowing down, driver takes both hands off the wheel, closes his eyes, bows his head and starts praying. He finishes just in time to avoid plunging off the cliff into Never-Never-Land below.

Club is first-rate. However, end up playing as a onesome, behind an extremely slow foursome of Japanese guys, all the while stepping lightly through the lush green rough in order to avoid coming face-to-face with one of the many cobras that no doubt populate the premises. Finally give up the ghost after only nine holes due to extreme heat and dehydration. Club manager, Mr. Poun, suggests a massage, which sounds good at first. But I decline when I learn that the club uses, not a masseuse, but a masseur who also doubles as the resident mechanic. Yuk! Instead, I opt for a shower then guzzle down five mugs of freshly squeezed, iced and heavily sugared orange juice. Delicious!

Sun, 13 May. Fly a round robin to Udorn, Bangkok and back to give Jim Whatley an instrument check. Arrange a crew dinner at the Royal Thai Navy O’Club, which features great French Onion Soup and fork-tender “Kobe” Beef (which we assume is really some caribou that died recently of old age). Always good, but guaranteed to give you a nasty case of the “green-apple quickstep” for the remainder of your stay in Thailand. Anyway, only the crew officers (minus Foggy Bob) and Sid Hanisee show up. Still have not used Will’s key. Mobile One tomorrow.

Mon, 14 May. Fly the Mobile One. Uneventful as always.

Tue, 15 May. Nothing significant to report—except for a good “steam-‘n-cream” in Freeland and watching the “fuck-you monsters” that cling to the outer walls of the BOQ catching insects that are drawn into the spotlighted areas.

Wed, 16 May. Local training flight with Ray deGaston today. Forty-five minutes out, tell Second Mech Funston to give himself a fire warning and then to feather #1. He does, but also proceeds to discharge the HRD. Guess he thinks the fire warning he has just given himself is real! Burn down and, given proximity of the big yellow “HRD” parked at the side of the runway, restart #1 prior to landing. Happily, Maintenance has a spare HRD bottle. Crew heads to Pattaya Beach where we have rented two bungalows for the next couple of days.

Thu, 17 May. Pattaya! Davidson, Hanisee and I start drinking at 1130 a.m. Hanisee departs, Davidson and I continue all afternoon. After a Mongolian Fire Pot dinner at the Mai Kai, we join crew at the Sandbox, where a make-believe Air Force major introduces himself as an F-4 pilot. We tell him we are sailors on liberty from the USS Waddlethromp, the “fightingest refrigerator ship in the entire Pacific Fleet.” The major says he prefers to drink with us enlisted men rather than with officers. We string him along for two hours as he regales us with fictional tales of his flying heroics, which include several emergency landings aboard aircraft carriers. Right. We convince him it’s traditional in the Navy for respected officers to be tossed into the drink and offer to afford him the privilege. He protests vehemently, even threatening to have us thrown in the brig. Several times, Davidson orders him to put his watch and wallet on the table. Finally, he asks Foggy Bob (the only one present who has been introduced as an officer) to intervene. Foggy shrugs his shoulders and says, “You know....when they get like this, there’s just not a thing I can do with ‘em. Go ahead, guys.” Finally, the major gives up and jumps over the handrail into the Gulf of Siam without our assistance. When he sloshes back onto the veranda, we buy him a couple of beers. His ego is really inflated now and more tall tales ensue. When the Sandbox closes, we thank him for providing an excellent evening’s entertainment. Then we inform him that we are a P-3 crew and that I am the aircraft commander. His jaw literally flies open, after which he staggers off, totally dejected, into the night.

We adjourn to an after-hours place and drink until 0330. When we finally leave, some hooker follows Gary and me uninvited back to the bungalow. Outside, we perform “coconut chants” at the base of a couple of palm trees, which, we tell her, is where we live. After getting no response from the palm trees, we go inside the bungalow and the hooker hesitantly follows. I go into the kitchen and come out carrying what’s left of a big ham from which many pieces have been torn away for snacks. The hooker must think it’s the remains of a human head, because she screams and runs out of the bungalow, never to be seen again. Gary and I laugh till we cry, have a final brewski and turn in. A good day.

Fri, 18 May. Force down breakfast at the La Jean Bart, a French beachfront hotel and restaurant, then return to U-Tapao. Bill Vincent and crew have arrived sans mail. Damn!

Sat, 19 May. Attempt to buy an air conditioner at the U-Tapao Base Exchange, but they refuse to sell appliances to us T.A.D. pukes. Stop by the Nitnoy to pay final bill. J.O. bitch session is underway, with most of the bitching aimed at Will Williams, Dallas Lundquist and Jim Humphrey.

Sun, 20 May. Fly a Mobile-1 track back to Cubi, where, thankfully, mail is waiting. More good news—our BOQ air conditioner is finally working. The bad news is that it’s so cold we now freeze at night and the BOQ is out of blankets.

Mon, 21 May. At today’s AOM, Will Williams announces that many officers owe back dues to the officers’ coffee mess fund. Unless they pay up pronto, they will not be allowed to go on L&L. Further inquiry reveals that the fund has been so mis-managed by the coffee mess officer, no one knows who has or has not paid or where much of the money has gone. The JOs refuse to pay another penny into the fund until order and accountability are restored. Will Williams retracts his L&L threat.

Tue, 22 May. Ready Alert today. Do not launch. Davidson “steals” the old black Ford and drags it into the hangar where he paints the Crew 1 emblem on the driver’s door. Now “the Beast” looks like a staff car that’s been rejected by the Olongapo destruction derby.

Wed, 23 May. A bunch of us celebrate Mike McBride’s birthday at the Cubi O’Club with about a dozen before-dinner drinks and another dozen after-dinner drinks. At least, I think we have dinner.

Thu, 24 May. Ready Alert today. Looks like we’ll fly all night.

Fri, 25 May. We do. Fly all night, that is. Back in time for lunch and to catch the C-117 Alpha/Bravo flight to Manila via Clark AFB. Bill O’Brien and I make the trip, check into the Manila Hilton and head to the airport to meet Ev, the boys, Robin and Judy Buckingham. Ev is carrying in her luggage a brand new windshield wiper motor for The Beast. Soon after returning to the hotel, Bill and Robin “retire.” Judy, Ev and I polish off a bottle of champagne before doing likewise. A right nice night in the rack.

Sat, 26 May. The seven of us check out of the Hilton (what a rip-off joint that is), then make the 3 ½ -hour trip back to Cubi in a “chartered” micro-bus. With the aid of a little painted-label San Magoo, Bill and I enjoy the ride. The wives hate it.

Sun, 27 May. Take Ev and Robin out to see the house. Despite its sparse furnishings, they like it. We will take one of the upstairs bedrooms, Bill and Robin the other, while the boys and the maid will use the two bedrooms downstairs.

Mon, 28 May. Have the Ready. Do not launch. Spend the day lounging around the BOQ pool playing with the kids. Today is Brian’s birthday (he and Scott are now age 6.) Ev’s getting hooked on the slots at the O’Club. I’d better win a jackpot soon to keep her going.

Tue, 29 May. Meet the maid today. Her name is Teresa. Not many teeth, but she speaks pretty good English and looks like a good worker. Still looking for that first jackpot.

Wed, 30 May. While I’m at work today, Ev is to haul my personal effects shipment and some groceries out to the house and fix our first home-cooked meal in the “wilds” of the P.I. Unfortunately, at 1630, Crew 1 inherits the Ready and we’re stuck on base. After dinner at the O’Club, stick a couple of quarters in one of the slots and hit a $75 jackpot.

Thu, 31 May. Only event of significance today is spending the night at the house with Mama. House is so hot it goes through stages of pre-heat, warm, bake and broil. Seems Mama is always hot.

Fri, 1 Jun. Is it still June?

Not much to report for the entire month. The few exceptions follow.

While flying an operational track, our navigator, Foggy Bob Brooks, initiates an unusual exchange on the intercom:

“Flight, Nav.”

“This is Flight. Go ahead, Nav.”

“Uhhh…just a minute.”

Crew adopts a pair of ducklings, Spot and Buckwheat, as mascots. They accompany us on every flight, follow us around the squadron like puppies, wear miniature black paper Crew 1 ball caps on their heads and even attend an AOM. (They arrive after the AOM has already begun. As they waddle through the door, Bill Boyd calls, “Attention on deck, Crew One PPC arriving.” Spot and Buckwheat steal the show.)

At an AOM one day, we are told we are using too much of our crew rest time for crew rest and that we are too concerned about aircraft separation and safety of flight.

Dallas Lundquist is relieved as Admin Officer by Larry Croll, who is told he has a big pair of shoes to fill. RRE deGaston is replaced as the Crew One 2-P by Pete Magoun, who is told the same thing. (Ray has given up on flying and is leaving the squadron in hopes of becoming a brain surgeon.)

132 hours total flight time this month. Spot and Buckwheat want more.

And so it goes. Deployment streaks on toward the month of July.

Sun, 1 Jul. Is it still July?

The first several days of the month are punctuated by Crew 1 standing the Ready and having the duty. At this time, we receive the accoutrements we have previously ordered—hats, patches and rubber stamps. The rubber stamps will soon create a stamp “backlash.”

Thu, 12 Jul – Sun, 22 Jul. Crew One L&L period. The Spauldings, Davidsons and Hanisees go to Bagiuo, Manila and Hong Kong, where Bob Barclay reconnects with us following his solo excursion from Singapore (where his harbor tour boat sank) to Kuala Lumpur aboard the Orient Express.

Thu, 12 Jul. Up at 0500, load luggage into trusty old Ford and drive through the rain along the chuck-hole-filled streets of the Mabayuan and Kalakalan districts of Olongapo City, through the Kalakalan gate of Naval Station Subic Bay, past dozens of ships ranging from carriers to landing craft and around the bay to the NAS Cubi Point passenger terminal. After checking out on leave and turning in our luggage, depart Cubi aboard the Alpha/Bravo C-117 bound for Lokoan Airport at Baguio City, some 45 minutes flying time north in the mountainous region of Luzon. Our group consists of Gary and Eva Davidson, Sid and Jenene Hanisee, Ev, Scott, Brian and me.

The tiny airport is situated part way up a valley, its 4200-foot runway surrounded by mountain tops—except one end which drops off sharply in a cliff several hundred feet high. The area is dotted with silver mines and is inhabited by a variety of tribes each with its own specialty, from farming to food gathering to weaving to head-hunting. The tribes have names like Ifugaos, Bontoc, Benguets, Kalingas, Apayaos and Agtas (aboriginal Pygmies). Not far from the airport is our destination, Camp John Hay, an American resort maintained by the U.S. Air Force.

When we arrive at about 0900, both the weather and the landing are perfect (kudos to the young station pilots, both JGs, flying the old tail dragger to get their monthly flight time). We are met by armed Filipino soldiers, apparently present to ward off attacks by HUKs or a takeover by hijackers. Today, they succeed. A dozen Filipino boys tote our luggage to a waiting Air Force bus, which transports us up a snaky mountain road to Camp John Hay where we have reserved individual cottages for the duration of our two-night stay.

Day one is spent relaxing and strolling through the hilly, peaceful camp exploring the facilities and gazing at the scenery. In the evening we secure the services of a baby sitter for the boys (which actually proves to be two—a pregnant young Filipino girl and her cousin), go to the main club for dinner with Gary, Eva, Sid and Jenene. Afterward, we grab a taxi and head down the mountain to sample the night life of Bagiuo City. We try two clubs, the Vista and the Tropical, both of which feature Filipino bands playing American rock music. Ironically, the six of us are the only Americans in either place. Although these clubs were obviously established to cater to Americans, they are now frequented primarily by Filipinos. A rather subdued evening lowlighted by the necessity of hassling with our cab driver who insists that, rather than paying him the standard 1.5 peso fare each way to and from the camp, we hire him to wait for us at the rate of 8 pesos an hour! This is a standard ploy perpetuated by Bagiuo taxi drivers against gullible foreign tourists. We decline his generous proposition.

Fri, 13 Jul. Each family strikes out on its own today to visit the standard tourist attractions of the Bagiuo area. First stop is Victoria’s, the ultimate in Philippine gift shops. Three rooms filled with native wood products ranging from small vases and salad bowl sets to life-sized statues of head hunters standing over their decapitated victims and hoisting severed heads triumphantly in the air. A healthy contribution to the local economy is made here. And, yes, we do leave with a three-foot high head hunter statue.

Next up, some 5-6 km away, is the Saint Louis High School, a part of which is a college-level trade school. One section specializes in making silver objects which are then sold by the nuns who run the school. We meander through the workshop where silver is processed from bulk form ultimately into fine silver wire about the gauge of heavy thread. The thin wire is then used to make tiny, intricate objects like pianos, furniture, and jewelry. Another contribution is made here, mostly for 96% pure silver bracelets.

Then it’s down yet another mountain to the Easter School of Weaving, which specializes in linen making. No significant purchases made here. Back to the camp for a light lunch and a nap. Following a third-rate Mexican dinner at the Halfway House, one of the clubhouses at the John Hay Golf Course, the weather has turned cold and rainy. We avoid the elements by spending the evening in our cottage, trying unsuccessfully to get a fire started in the fireplace, but successfully polishing off a bottle of Cold Duck.

Sat, 14 Jul. Scheduled to depart Bagiuo for Manila today aboard a Philippine Airlines twin-engine turboprop 748. Take taxis to the airfield arriving just in time to watch our transportation circling overhead desperately seeking a break in the rapidly closing overcast. It finally sneaks in as weather worsens. We are told our flight will be delayed 30 minutes, but not cancelled. We spend the next 11 hours waiting in the Ruff Inn, a hotel and coffee shop adjacent to the airport. The inn is operated by Henry Ruff, a sophisticated Filipino gentleman who looks like the actor Curt Jurgens. We and the PAL pilots pass the time drinking coffee by the fireplace, waiting for a break in the drizzle and low clouds that drift by, their bases swooping down into the valley far below the level of the runway. Situation is reminiscent of the airport scene in Casablanca. “Here’s looking at you, kid. Take these certificates of transit and get on that plane.” Flight cancelled. Descend the mountain by cab and spend a rainy night in the Pines Hotel, courtesy of PAL.

Sun, 15 Jul. Arrive early at Bagiuo Airport, but weather is even worse than the night before. All other passengers have given up on the 45-minute flight and opted for a 6-hour bus ride to Manila. After two more hours huddled over coffee at the Ruff Inn, we are on the verge of doing likewise when the weather suddenly breaks. We hustle to get our luggage and gedunk aboard. PAL pilots are embarrassed when both engines refuse to start. Two hung starts on each before they finally light off. We climb out at a very steep angle to avoid the cloud enshrouded mountain tops surrounding Bagiuo Airport.

Heavy rain in Manila as a typhoon is passing over northern Luzon. We have reservations at the Pagsanjan Rapids Hotel at Pagsanjan Falls, a two-hour bus ride from the city. Our plan is to take a reputedly fantastic boat trip to the falls. Decide to cancel due to rotten weather. Instead, we check into the Manila Hyatt Regency Hotel. Great place for $13.00 a night with plenty of gift shops, several restaurants, a sauna bath/massage parlor and instant baby sitting service. We make use of all these facilities, then strike out to experience the city’s night life. Return to the Hyatt just before midnight curfew (Martial Law, you know) and squeeze into a bar with several hundred other folks enjoying one of the best Filipino bands in the country. Good sounds at extreme decibel levels.

Mon, 16 Jul. Gary, Sid and I check out of hotel in the afternoon, grab a cab to the airport and hop on a Navy H-46 bound for Cubi Point at 100 feet AGL. Wives will remain one more night in Manila, then catch commercial flights to Hong Kong (Eva and Jenene on one, Ev and boys on another). We are scheduled to be flown from Cubi to Hong Kong via squadron P-3 arriving on the 17th within a few hours of the girls. However, Typhoon Dot is tracking towards Hong Kong with an ETA that matches ours. Our P-3 hop is delayed one day, but the girls’ commercial flights are merely delayed. Ev’s flight lands in Hong Kong in the fringes of the typhoon. Landing is extremely rough and virtually out of control. Passengers are petrified. When plane finally reaches the gate, pilots emerge from the cockpit still shaking. Passengers applaud then reach for a change of underwear.

Wed, 18 Jul. Deadhead to Hong Kong with Jim Humphrey and crew. We show our appreciation by stamping “Follow Us” all over Jim’s flight helmet when he’s not looking. Weather is beautiful when we arrive. We are met at the Kai Tak Airport by our wives and Louis Wong, the Chinese tailor who for two years has hosted VP-17 crews in Hong Kong. Louis drives us in his Volkswagen minibus to the Hyatt Regency Kowloon, where wives are already established, then to his shop for first fittings. Louis will make a skimpy black dress for Ev—so skimpy she’s certain she’ll never wear it. Australian beer at Kowloon’s Waltzing Matilda Inn, followed by dinner at Jimmy’s Kitchen, Hong Kong side.

Thu, 19 Jul. Change hotels. Move to Empress due to high cost of Hyatt ($60 per night, $25 for one small bag of laundry) and unfriendly attitude of its staff. Take Louis’ grand tour, which includes lunch of raw squid and beer aboard the Kai Tak floating restaurant. We feel guilty for ordering so few clothes from Louis and pay for his lunch rather than allowing him pay for ours as he typically does. Barclay arrives from Bangkok today following his adventure on the Orient Express and catches up with us at the China Fleet Club. Evening is spent stamping “Follow Us” all over Kowloon and once again popping into the Waltzing Matilda.

Fri, 20 Jul. More sightseeing, this time to Mount Victoria and Tiger Balm Gardens.

Sat, 21 Jul. Lunch at the Eagle’s Nest today followed by final fittings and clothing pick-up at Louis.’ Man, are his prices high now. In fact, because the dollar is down at the moment, everything in Hong Kong is high. The Star Ferry is the only good deal.

Sun, 22 Jul. Our L&L ends today. Unhappily, Eva Davidson must leave us and return to Hawaii. Meanwhile, another crew arrives for the Honk Kong portion of its L&L period. We are to fly their aircraft back to Cubi, where we will remain until heading to U-Tapao on the 27th for a ten-day detachment. Ev, boys and Jenene will press on to Bangkok (again on separate flights) and wait for us in Thailand.

Fri, 27 Jul. Wing our way to U-Tapao. Air Force op-tempo is intense when we land -- B-52s, KC-135s and mud-splattered C-130s recycling at a rapid pace for bombing and re-supply missions in Cambodia. As we taxi in amidst this bustling wartime activity, Ev and Jenene, wearing brightly colored sun dresses, are riding out on the line crew’s yellow gear to meet us at our flight line parking spot. What’s wrong with this picture? They look smug and sultry (the wives, that is, not the line guys). As is our custom, our Follow Us flag is raised and waving over the plane as we taxi in. Wives and linemen crack up when they spot a pair of Eva’s bikini panties also flying triumphantly from our erect flagpole.

Sat, 28 Jul. We are staying in the military rec cottages in Pattaya. Nice pool. Sid and I will join the girls when not flying or standing watches in U-Tapao. Today, we fly.

Jewelry shopping at the U-Tapao Royal Thai Navy O’Club tonight followed by dinner at the Air Force O’Club. Thai waitresses are fascinated by blonde hair. As we eat, they stand behind Ev and boys fondling and examining theirs.

Sun, 29 Jul. While sightseeing in Pattaya today, we take boys to see the baby elephant that resides on the grounds of a big hotel which caters mostly to European tourists. Like most animals, elephants should not be approached while eating. Brian learns this the hard way when Dumbo takes a trunk-swipe at him, just missing his head, but knocking off his outback safari hat. A few minutes later, a French photographer shows up and moves in for a close-upus elephantus. I warn him to stay back, but the obstinate Frenchman ignores my warning and pays the price. A vicious trunk-swat to his gut sends him flying backwards like he was shot by a cannon ball. Line drive, base hit. Qe sera sera, froggie!

Mon, 30 Jul. Scott’s 7th birthday. No fly, no duty today, so remain in Pattaya. Before setting off to play tourist, we decide to inventory our ready cash. I think Ev is holding most of it, she thinks I am. We toss all of our baht, Hong Kong dollars, greenbacks, pesos, NT and yen on the bed and are shocked at the meager total—only about $25 U.S.

Houston, we have a problem.

Ev and boys are scheduled, several days from now, to fly out of Bangkok to Manila with a one-night layover in Hong Kong. A hotel stay there will run approximately $100. Obviously, a new plan is in order. I keep only enough cash to pay for a baht bus ride back to U-Tapao, Ev takes the rest. The three of them board a passenger bus to Bangkok ($3) where Ev will attempt to trade their tickets for a non-stop flight to Manila. I watch their bus pull away, then, hopeful that I will see them again one day, return to base.

Tue, 31 Jul. Crew One flies today. When we return from our sojourn into the IO, I call Cubi to find out whether Ev and boys have been sighted. Told they are lounging beside the BOQ pool as we speak. Amazing!

Later, I learn how they make it. The bus to Bangkok ends up at a large hotel in the city a long way from the airport. Ev induces some horny Japanese businessman to allow her and boys to share his cab to the airport, where she succeeds in swapping tickets. Flight to Manila arrives just as a Navy minivan is departing, empty, for Subic. Ev dashes out of the terminal and manages to flag down the minivan. Filipino driver delivers her and boys to our front door in Mabayuan just minutes before midnight curfew. No sweat.

Wed, 1 Aug. Is it still August?

Mon, 6 Aug. Crew One returns via airways/track to Cubi. Finally, 26 days after the commencement of our 9-day L&L period, we are all “home” again.

Regular dated journal entries end at this point. However, other noteworthy events that occurred over the course of the deployment are recorded below for posterity.

The following events took place during various U-Tapao detachments:

Bill O’Brien and Doc Bakken stage superbly choreographed fake fist fights in the main dining room at the Air Force O’Club. They jaw-slug, ankle-twist, toe-bite, groin-kick, eye-poke, rib-tickle and otherwise “pummel” each other—all in super slow motion. Their hilarious slow-motion antics (head-jerks, exaggerated facial expressions, and backward tumbles that seem to defy gravity) draw big crowds of cheering Air Force onlookers who have never seen anything like this in one of their clubs. Most are fully engaged in the spirit of the event. However, when O’Brien takes a “punch” and rolls backwards across the floor, coming gently to rest against the knee of a dour-faced B-52 pilot seated close to the action, the sourpuss contemptuously dumps his mug of beer over Bill’s head. Without missing a beat, O’Brien, ever so slowly, shakes his head, fingers the brew out of his eyes and “flings” it away. More cheers and the fight continues.

One very hot, humid day, Crew One is number three in a line of four aircraft taxiing for take-off. First in line is a KC-135, second is a B-52 and bringing up the rear is an Air Force C-130. Despite the oppressive heat, none of the Air Force planes is air-conditioned while on the ground. Their crews must be sweatin’ like pigs. Meanwhile, we’re flying our Crew One “Follow Us” flag from a sturdy pole shoved up through the open smoke removal hatch. Condensation is forming around the open hatch. On UHF we hear:

“Ground, this is the Charlie-130 on the taxiway. Please advise that Navy P-3 in front of us that he’s got a lot of smoke coming out of the top of his fuselage.”

We smile and wait patiently for the tower advisory about to follow.

“Alpha Bravo 123, Ground. The C-130 taxiing behind you advises that you have a lot of smoke coming out of the top of your fuselage.”

“Uhhh, roger Ground. Please thank the C-130 and advise him that what he sees is not smoke. It’s just a little excess air-conditioning.”

There follows an immediate chorus of angry voices shouting “Falcon 121!”

(Translation – “**** you and the horse you rode in on!”)

“And a hearty Falcon 108 back at ya” (“**** you very much”). Obviously, we have their Falcon codes. We have a good laugh, but the tailgunner of the BUFF in front of us begins waving his gun around in a most threatening manner.

We have a tag-along passenger on a nine-hour flight into the Indian Ocean, six hours of which will entail the rigging of all shipping in our assigned area. Approaching our on-station descent point, I call over the PA for an aft observer as we are about to shut down (i.e., loiter) Number One. Our passenger, an Air Force captain and C-130 pilot, is back in the galley when the PA announcement is made. He literally sprints to the cockpit breathlessly asking what is wrong. “Not a thing. We always shut down an engine to save gas.” He is flabbergasted, noting there is nothing but ocean as far as he can see. “You mean you’re gonna shut down a perfectly good engine?” “You got it.” He takes a seat on the radar console and watches Number One come to a perfect feather. It’s like he can’t believe we’re still flying. He remains there on that console, eyes glued on the feathered prop, for the next six hours until we climb out and re-start the engine. Then he stands, slowly makes his way back to the galley and passes out in one of the racks.

Another night for Crew One at the Sandbox in Pattaya Beach. At first there are only three of us—Davidson, me and our exceptionally loyal In-Flight Tech, AT-1 Steiniki, called “Stinky” by (and only by) his friends.

Stinky is a former lumberjack who would run through a brick wall for his crew. (Come to think of it, he’s actually done that on a couple of occasions.) On his way to a crew gathering in Olongapo one night he winds up getting rolled in an alley by a bunch of locals with baseball bats and chains. After they beat on him for a while with minimal effect, he chases them away before proceeding, somewhat bloodied, to the party.

Tonight we’re seated at a table on the Sandbox veranda in Pattaya when Stinky excuses himself and goes to the head. While he’s gone, Gary and I decide to move inside the covered bar to another table so as to ensure a better view of the floor show about to begin. We’re sitting immediately in front of the stage when, suddenly, the music starts and a bare-ass-naked young Thai woman bursts from behind the curtain. She runs straight to the front of the stage and steps down onto my lap facing me. She begins gyrating to the music, pounding my face with her groin. I look up and ask, “Uh…(pow) what time (pow) does your (pow) floor show (pow) really start?” I’m not sure she speaks English.

Her act takes a new twist as she jumps onto the floor and grabs another guy (about 5 foot, 6 inches tall and maybe 145 pounds). She gets him to stand basically at attention, then picks him up and holds him horizontally over her head. Incredible!

This is when Stinky comes out of the head and spots Gary at our new table. He also spots the naked girl with the guy over her head. For some strange reason, Stinky thinks the guy in the air is me. The dancer starts to run, carrying her rigid “volunteer,” down the aisle between rows of tables directly toward Stinky. “Oh no ya don’t!” he shouts. Then he braces in the aisle like an NFL lineman ready to make a tackle and intercepts her, clenching his arms around her thighs. He picks her straight up, the stranger still horizontal overhead. Stinky is holding both of them off the deck like that when he sees me sitting with Gary at our table and realizes he’s committed a social faux pas. He turns beet red, grunts, “Uh oh,” and plops both his captives in a heap on the floor. Chalk up another brick wall.

Sid, Gary and I down a fair number of Singhas, then put to sea in rented jet skis. A game of jet-ski chicken ends in a nasty right-angle crash between Gary and Sid. (Imagine, a couple of drunken sailors with a chance to gang up on an officer and instead they wipe each other out. Amazin,’ ain’t it?) One of their steeds suffers a ten-inch gash in the side of its fiberglass body while the other’s motor seizes due to salt water ingestion. Both are towed back to shore. Owner is pissed. He points to gash in fiberglass body and demands $75 in damages. We argue the amount is much too high for a repair that should cost about $5 and refuse his demands. During ensuing standoff, big crowd of Thais gathers around us as owner threatens to call the Thai police. I slip away, take a baht bus to our bungalows, round up all our stuff and return to scene. Baht bus stands by for quick getaway.

Standoff continues, but some of crowd has lost interest and drifted away. Our final offer is $20, which we toss on the sand at the owner’s feet, then hustle off to waiting baht bus and escape to U-Tapao, thankful not to have ended up in a Thai jail.

Crew photo today. We decide to form up around the infamous baby elephant. On the way there, everyone buys sarongs, hats and other safari-related clothing items. When we reach the hotel grounds where Dumbo resides, there is no place to change, so we strip down to our birthday suits and change into our “safari” gear right there in the open beside the elephant. Our pose features the Follow Us flag and “Foggy” Bob Brooks—our perpetually lost navigator—seated atop the young beast, wearing a pith helmet, facing backwards and gazing the wrong way. A female reporter for some Australian travel magazine snaps our cruise book photo, then requests permission to interview us. We agree to same. Just Follow Us to the pool! Wonder whether interview is ever published.

It is now midnight. Crew One is to launch at 0600 on a mission that was tacked onto today’s flight schedule only late yesterday. But FE Davidson and Second Mech Bill Funston are missing in action. They never checked in with the duty officer at 1800 yesterday as required and so, presumably, do not know about this morning’s mission.

Must do something. 2-P Pete Magoun will resume crew rest, while 3-P Jim Carlson and I go to Pattaya Beach, 45 km away, to conduct a geographical square search for our missing FEs. We spend two hours popping into joints of every description in Pattaya. No luck. Finally, we head back to U-Tapao. Still no sign of our missing crewmembers.

Preflight time. Another FE, Snake Stoglin from Crew 3, has been tapped to go with us in Gary’s place. We’ll have to make do without a second mech. Stoglin is a real trouper. Not a single complaint about being so rudely rousted out of the rack and sent flying on short notice.

Mission is completed without incident. As we taxi in, Davidson is waiting sheepishly on the flight line with a customary bottle of hooch for Snake. We park, shut down and the crew unloads and secures the plane. I remain in the cockpit completing the pilot’s post-flight paperwork. Gary is soon standing beside me, waiting to be chewed out. He waits, but I keep writing without looking up. Complete silence. Finally, after several minutes, he says, “Well, aren’t you even gonna say you were worried about us?!” No way is it possible to keep a straight face after that.

To my relief, Det OinC “Big Jim” Owens agrees to informally mete out whatever discipline he feels is appropriate in this matter. Davidson and Funston are restricted to base for the remainder of our 10-day detachment.

Once again we have an Air Force tag-along, this time one of the helo pilots from the U-Tapao SAR unit. Radar contacts are few and far between on station, so we’re just cruising along at 4,500 feet. The helo pilot is on the controls in the right seat and I’m keeping an eye on him from the left seat. We are approaching a thin scattered cloud deck that lies precisely at our altitude. I suggest changing altitude a little in order to stay out of the clouds. A panicky look comes over the face of our guest helo pilot. “What should I do?” he asks. “Just pull the yoke back—smoothly—and climb 500 feet. Why, what do you guys do when you encounter clouds like this?” His response: “Usually we land!”

The following events took place in Cubi Point. Dates indicated where known.

We and the O’Briens are having a nice time at the Cubi O’Club with several other squadron members. It’s getting late and Scott and Brian are fading fast. Time to take them home and put them to bed. Bill and Robin aren’t ready to leave, so Bill insists we take the Black Beast. They’ll grab a cab later on. Since there exists only one key to the house, we take that as well.

The lock on the front door of our rented home can be operated only with a key. It physically cannot be left unlocked, so whenever the door closes, it locks automatically. Because Bill and Robin have no key at the moment, I prop a broom handle in the front door to prevent it from closing and locking them out. Meanwhile Ev puts the kids to bed. Everything is copasetic. We then retire to our bedroom upstairs, but (significantly) do things other than sleep for some time.

Next morning I am shocked to discover that all of our stereo equipment is missing. It had been there when we went to bed last night, but Bill says it was gone when they arrived home 30 minutes later. Clearly, we’d been robbed between the time we’d come home and the time the O’Briens had done so. Throughout this 30-minute period, the boys had been sleeping on the main floor only a few feet from the scene of the robbery and we had been awake—although otherwise occupied—upstairs. We estimate it must have taken several people to make off undetected with all our stuff in so short a time.

The value of the stolen stereo equipment is several hundred dollars. We know that before we can file an insurance claim for it, we must first report the robbery to the local police and to base security. We do so.

A couple of weeks go by. Bill and I are both out of the country on a detachment to U-Tapao when Ev and Robin are visited one morning by a Filipino policeman. He informs them that he has a suspect in his car and asks them to come out to identify him. The girls decline, reminding the officer that none of us ever saw the perpetrators. They are told the suspect is being taken to the cemetery and has been given only until ten o’clock to talk!

The man also tells them that the Olongapo police always keep close tabs on Americans residing in their city. As examples, he recites a list of things they know about us.

Our names, habits and recurring activities;

The fact that Teresa the maid had taken Scott and Brian shopping at the market one recent Sunday;

That “you ladies” always sleep in the nude!

Comforting to know we have such intimate friends in the Olongapo police department.

While living on the economy, our drinking water comes from an outdoor spigot on base where twice a week or so, we fill a five-gallon jug with potable water and bring it home in the trusty black Ford. However, Bill and I are away in U-Tapao when torrential rains come and cause such heavy flooding that Robin, Ev and the boys are trapped in the house for several days. Naturally, the “bottled” water runs out. To survive, the girls are forced to use water from kitchen tap, the source of which is the aromatic and sewer-filthy “Po” River across the street. The more this water is boiled, the thicker and greener it becomes. Happily, things are back to normal by the time Bill and I return from U-Tapao.

Sep, (date unkown). Time has come for Ev and boys to return to Hawaii as school will begin soon. Their flight from Manila to Honolulu by way of Tokyo and Guam leaves tomorrow. Tonight, it’s dinner at the Cubi O’Club and a movie at the base theater. (We’ll be seeing M*A*S*H, a 1970 release that we’ve seen once before and thought was hilarious.) After dinner, while awaiting the start of the movie, we pop into the slot machine room to divest ourselves of our dinner change. Bingo! I hit a $75 jackpot on one machine and, within seconds, Ev hits a $60 jackpot on another. It’s her first since coming to the Philippines. Ev and the Filipino woman who tends the room are screaming and jumping around like crazy people—like “Hot Lips” and her cheerleaders in M*A*S*H. Meanwhile, ol’ watash has netted something like $450 from the slots since deployment began. Good flick and a good night all around. Tomorrow will be tougher.

Sat, 6 Oct. Crew One is called in early to take part in an immediate flyaway of squadron aircraft. Seems a typhoon has suddenly sprung up in the vicinity and is now bearing down on southern Luzon. Crew One is to fly an operational mission terminating in Tainan, Taiwan. Only one problem—we have no Tacco. Bullet Bob Barclay is in Taipei on L&L with Jim Fields and crew.

Billy Bob Overend is assigned as stand-in Tacco. Trouble is he’s so hung over from an all-night piano “recital” and drunk-ex at the Cubi O’Club he can barely remain vertical. Meanwhile, squadron is pressing mightily to get planes off ahead of the storm. One aircraft is towed out of the hangar with maintenance guys hanging all over it, still buttoning up access panels. We preflight and launch in a rush as well.

The operational part of our flight will be a ladder search for a drug smuggling boat off the coast of Vietnam. We arrive on station to find yet another typhoon marking on top of our assigned search area. Rough seas below. However, at 500 feet, visibility is fair and turbulence is moderate, if persistently so. Looking green and sickly, Billy Bob abandons his Tacco station and makes his way on rubber knees to the cockpit. He asks if he might take the right seat for a while until his stomach settles. I have no problem with his request as I have previously flown with him and know from first-hand observation that he is an excellent general aviation pilot. He remains in the right seat for the next six hours, hand-flying the aircraft at 500 feet in a typhoon! Unfortunately, we never do find the drug boat.

In Tainan we are surprised to find that Barclay has arrived from Taipei with Jim Fields and company. We trade Billy Bob (and a player to be named later) for Bullet Bob and Crew One is intact once again.

Mon, 8 Oct. Directed to reposition to Naha for possible operational tasking from there. None is forthcoming.

Tue, 9 Oct. Crew One is directed to return to Cubi via airways. Once within UHF range of Manila Center, we attempt to make the first position report required of us in this non-radar environment. No response from Manila Center even after a half-dozen calls as “AB-123.” Certain the controller can hear us but is simply being difficult, we try another tack. I invent a new call sign, change my voice, adopt a heavy Filipino accent and, using the very same radio and frequency as before, make the following call:

“Manila Center, Charlie Delta Seven-Two-Six.”

There is an instant response from Manila Center: “Charlie Delta Seven-Two-Six, Manila Center. Go ahead.”

“Roger, Manila. Alpha Bravo One-Two-Three is calling you with a position report. Would you like me to relay?”

“Affirmative, Charlie Delta “Seven-Two-Six, please relay.”

“Roger, Manila.” Now, I call myself, still using the same radio and my adopted Filipino accent. “Alpha Bravo One-Two-Three, this is Charlie Delta Seven-Two-Six. I will relay your position report to Manila. Go ahead.”

“Roger, Seven-Two-Six…..”

I proceed to transmit my full position report, which is then “relayed” by the phantom CD-726 and rogered for by Manila Center. Follow Us, mofo!

Deployment is coming to an end. Crews One and Seven have been selected to take a circuitous route home to Hawaii by way of Sydney, Australia, Auckland, NZ and Pago Pago. CDR Ketchum will fly with Crew One, while CDR Rettig will fly with Crew Seven. For weeks, Skipper Ketchum reminds all who will be making the trip Down Under to make darned sure their shots and shot cards are up to date, as this is a rigid prerequisite for entering Australia. Finally it’s time to go. We depart Cubi at 2000 on Wednesday 31 October, fly all night and arrive in Sydney the following morning. All hands must remain on board both aircraft until cleared by Australian Immigration. Thanks to CO’s persistent reminders, everybody’s shot cards are current—except one, that is—his own! While we stand by, CDR Ketchum is ignominiously hauled off to receive an entire battery of painful inoculations. Welcome to Australia, mate.

Circa 1972

A BIT OF HISTORY: "...VP-17 In UNITAS XII - Page 23 to 25 - Naval Aviation News - April 1972..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1972/apr72.pdf [27SEP2004]

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Circa 1971

A BIT OF HISTORY: "...On Patrol - Page 34 - Naval Aviation News - August 1971..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1971/aug71.pdf [23SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 19 - Naval Aviation News - June 1971..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1971/jun71.pdf [23SEP2004]

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Circa 1970

A BIT OF HISTORY: "...On Patrol - Page 33 - Naval Aviation News - October 1970..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1970/oct70.pdf [17SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 24 to 25 - Naval Aviation News - July 1970..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1970/juln70.pdf [17SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 24 - Naval Aviation News - April 1970..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1970/apr70.pdf [17SEP2004]

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Circa 1969

A BIT OF HISTORY: VP-17 History "...VP-17 AOM at MCAS Iwakuni, Japan in 1969..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [07OCT2006]

A BIT OF HISTORY: "...On Patrol - Page 47 - December 1969..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1969/dec69.pdf [17SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - June 1969..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1969/jun69.pdf [17SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - April 1969..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1969/apr69.pdf [17SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - January 1969..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1969/jan69.pdf [16SEP2004]

A BIT OF HISTORY: "...Maintenance Awards Made - Page 19 - Naval Aviation News - December 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/dec66.pdf [07SEP2004]

A BIT OF HISTORY: MCAS Iwakuni "...VP-17 Hangar at NAS Iwakuni, Japani - 1969..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [13DEC2003]

A BIT OF HISTORY: NAS Lajes
Above Photo Close-Up
"...Attached are two scans from one of my slides I made in 1969 while stationed at NAF Lajes, Azores, Portugal...The scene is a normal summer evening at NAF Lajes, Azores, Portugal. The 3 plane Det. from VP-17 is aboard and back from the days flying. The EC-121 is not careless at parking, they haven't finished arriving yet. ABH1 Arnolds' line crew is to the right of the P-3's waiting to tie them down for the RON as they return the long way to the USA after a tour of duty in SE Asia. The portuguese operated fuelers are waiting near the NAVY hanger to refuel them once they are secure..." Contributed by Michael Hemel kb7wuk@pcez.com [01JUL2000]

A BIT OF HISTORY: "VP-17: White Lightning Over the Pacific" "Torii Teller" Marine Corps Air Station, Iwakuni, Japan Vol. 15, No. 8 November 21, 1969 Contributed by Ed Cox Nep147967@aol.com

VP-17: White Lightning Over the Pacific
"Torii Teller"
Marine Corps Air Station
Iwakuni, Japan
Vol. 15, No. 8 November 21, 1969 Page 5

"Ordanceman load chutes five through nine."

The four-engine Navy patrol plane sweeps low over the Sea of Japan.

"Chutes five through nine loaded and ready for firing, sir," answers the observer.

The Tactical Coordinator, a lieutenant, makes a last minute correction to his firing plot, reaches for the arming switches, and ejects a series of sono-buoys from the belly of the Lockheed "Orion."

The buoys drop into the sea, the "Orion" banks and heads for its patrol station high above these electronic sub-hunters.

A sono-buoy is one of Navy Patrol Squadron-17's anti-submarine warfare weapons. This particular device will receive sound emissions from enemy submarines and send radio signals to the orbiting aircraft.

"Now comes the hard part of the mission - waiting for contact," explains one crew member.

Watching and waiting high above the Pacific best describes the mission of Patrol Squadron-17. With millions of dollars of sophisticated electronic equipment and aerial cameras, these hunters keep constant watch over the international waters stretching from Siberia to the tip of Southeast Asia.

Now under Cmdr. Robert E. May, the "White Lightning" Squadron is currently completing a tour of duty under FAW-6 as a part of the U. S. Seventh Fleet's Patrol Forces. In late winter, VP-17 will return to its home base at Naval Air Station, Barbers Point, Hawaii.

During this six month deployment in the Western Pacific, Patron-17, has staged operations from Naha, Okinawa, Taiwan, Misawa and Atsugi, Japan, along with lwaknni. Although air crewmen have more than enough time to collect their flight pay, they spend more time aground performing maintenance chores on the big "birds." 20 maintenance hours are performed on each aircraft during each pre-post flight inspection.

During a major check which lasts about three days, check crew personnel test every piece of electronic and mechanical equipment on the "Orion." Flight and maintenance crews work side by side during these detailed inspections insuring that all the complex instruments are in complete readiness.

A typical P-3 patrol plane crew consists of four officers, three pilots, (The patrol plane commander, the co-pilot and the navigator), and the Tactical Coordinator, (TACCO).

The TACCO runs the ASW problem in the P-3. He must gather and analyze all the data fed to him by the various sensor operators in the aircraft. He chooses the best tactics for the situation, and directs the aircraft according to the mission.

There are also eight enlisted crew members. The flight engineer is directly responsible for the readiness of the plane, and his knowledge of the complex P-3 aircraft must be perfect.

Three highly trained sensor operators, run the various submarine detection devices within the plane. It is their responsibility to supply the TACCO with data concerning a submarine's location so he can make the correct tactical decision. The crew also has a radio operator and an ordnanceman, who handles various ordnance carried by the P-3s. A second Mech, is also aboard to assist the flight engineer, and a safety flight observer rounds out the crew of the "Orion."

During the detection and localization of a submarine, crew teamwork is an absolute necessity. There are so many things happening at once, that each man must know his job, know it to perfection, and be able to perform it under pressure.

It takes months for a P-3 crew to operate effectively. Hours upon hours of training are called for, both in the air and on the ground, before a crew can be called really ASW ready. The goal of every P-3 crew is the symbolic "A," which signifies that a crew has achieved the highest degree in ASW readiness. Still the high speed submarine used today presents a great challenge to anti-submarine forces. The highly trained and specialized crews used in the P-3, combined with the extremely sophisticated submarine sensor equipment has brought great advances in anti-submarine warfare.

ASW is perhaps the greatest challenge to be placed before the Navy in a long time. The enemy is making advances in their submarine forces and it is the responsiblity of our anti-submarine forces to keep pace with them. VP-17 is at the forefront of this effort. "Torii Teller" Marine Corps Air Station, Iwakuni, Japan Vol. 15, No. 8 November 21, 1969 Contributed by Ed Cox Nep147967@aol.com [29JUN98]

A BIT OF HISTORY: "Change for VP-17" "Torii Teller" Marine Corps Air Station, Iwakuni, Japan Vol. 15, No. 8 November 21, 1969 Contributed by Ed Cox Nep147967@aol.com

Change for VP-17
"Torii Teller"
Marine Corps Air Station
Iwakuni, Japan
Vol. 15, No. 8 November 21, 1969 Page 3

Commander Robert E. May took over the helm of Patrol Squadron-17, from Cmdr. Clifford R. Behnken today in a formal change of command ceremony held in hangar #292. Guests of honor at the impressive ceremony were RAdm. W. T. Rapp, COMPATFORSEVETHFLT and BGen. W. G. Johnson, CG, 1st MAW (Rear).

A 1953 graduate of the Mass. Maritime Academy, the new "Skipper" was designated a Naval Aviator in 1956, after serving a tour of duty on the Staff of Commander Naval Air Forces, U. S. Atlantic Fleet. Joining 'his first Patrol Squadron, Cmdr. May flew the P2, with VP-11, at NAS Brunswick, Maine. After two years with VP-11, the Commander was transferred to VP-21, where he served as ASW Officer. After moving out of the cockpit for a short period to obtain his Master's Degree in Management at the Navy's Monterey Postgraduate School, the Commander then served with the Requirements Division of the Bureau of Naval Personnel in Washington for two years. Following his assignment with BUPERS, Cmdr. May moved to Jacksonville, Fla., where he became Plans Officer on the Staff of the Commander, Fleet Air Wing-11. Following that assignment, he returned to flying P2 aircraft and duty with VP-5 as Operations and Maintenance Officer. The Cmdr. then attended a session at the Armed Forces Staff College in Norfolk, Va. Prior to his assignment to VP-17, Cmdr. May underwent replacement pilot training in the P-3 "Orion" with Patrol Squadron-31, flying out of NAS, Moffet Field, Calif. Cmdr. May has served as Executive Officer (of VP-17 for the last year, and arrived here with the Squadron in August when it replaced VP-40.

Cmdr. May wears the Air Medal, the Armed Forces Expeditionary Medal, Vietnam Service Medal, Vietnam Campaign Medal and the National Defense Medal. He is married to the former Joan Dahnke of Winthrop, Mass., and they and their five children now call Ewa Beach, Hawaii, home.

Cmdr. Behnken, the outgoing CO, is a veteran Naval Aviator of 17 years service. He will depart the "White Lightning" Squadron for duty with the Office of the Chief of Naval Operations in Washington, D.C.

Change for VP-17 "Torii Teller" Marine Corps Air Station, Iwakuni, Japan Vol. 15, No. 8 November 21, 1969 Contributed by Ed Cox Nep147967@aol.com [29JUN98]

A BIT OF HISTORY: VP-17 PB4Y BUNO: Unknown "...All Officers Meeting, MCAS Iwakuni, fall 1969..." Contributed by Bob McLaughlin's wife DIANA G. MCLAUGHLIN banddmcl1964@msn.com [30NOV98]

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Circa 1968

A BIT OF HISTORY: "...History Circa 1968. LEFT TO RIGHT: ZE-12 NAF Cam Ranh Bay, Vietnam, NAS Whidbey Island, Washington and BOQ annex at NS Sangley Point, Philippines..." Forwarded by McLAUGHLIN, LT Bob banddmcl1964@msn.com [01JUL2009]

A BIT OF HISTORY: "...4 photograph's by Phil Eley of the barracks and SDO office at NAF Cam Ranh Bay, Vietnam in 1968..." Forwarded by McLAUGHLIN, LT Bob banddmcl1964@msn.com [17JAN2007]

A BIT OF HISTORY: "...On Patrol - Page 30 - Naval Aviation News - November 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/nov68.pdf [15SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - September 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/sep68.pdf [15SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - June 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/jun68.pdf [15SEP2004]

A BIT OF HISTORY: VP-17 History "...VP-17's ZE-10 taxiing out for another Market Time Patrol (c1968). NAF Cam Ranh Bay, Vietnam's "OPS " office in background..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [15DEC2003]

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Circa 1967 - 1968

A BIT OF HISTORY: Leo McStravick, Jr. "...Ran across this painting from a fellow reservist Leo "Bud" McStravick that was in the Viet Nam memorial in Chicago. Pretty moving .thought you could share it..." Contributed by FROHNE, CDR C. Thomas t@frohne.com [01MAY2008]

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Circa 1967

A BIT OF HISTORY: VP-17 History "...VP-17's SP-2H Neptunes at NAF Cam Ranh Bay, Vietnam in 1967..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [07OCT2009]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 to 29 - Naval Aviation News - June 1967..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1967/jun67.pdf [10SEP2004]

A BIT OF HISTORY: "...Pacific, Atlantic 'E' Winnders Named - Page 3 - Naval Aviation News - April 1967..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1967/apr67.pdf [09SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 to 29 - Naval Aviation News - March 1967..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1967/mar67.pdf [08SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 30 to 31 - Naval Aviation News - February 1967..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1967/feb67.pdf [08SEP2004]

A BIT OF HISTORY: "... NAF Cam Ranh Bay, Vietnam Circa 1967..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [Updated 01OCT2002 | 30SEP2002]
Photo ONE "..."Final approach" to NAF Cam Ranh Bay, Vietnam from the nose of a VP-17, P2H Neptune returning from a "Market Time" combat patrol (c1967). The NAF is on the left side of the runways and the AFB is on the right..."
Photo TWO "...The "NAVY" BOQ on the beach, the east side of the field (1967). Bottom (l-r): LTJG Brian McGuiness, LT Dave Gastony, LCDR Joe Hall and LT John Lancaster. (top-?)..."
Photo THREE "...Yours truly and the sandbag shelter adjacent to the NAF ramp (1967). It was a good idea to check for snakes before entering!..."
Photo FOUR "...Former French colonial villas at NAF Cam Ranh Bay, Vietnam (1967)..."
Photo FIVE "...Former French buildings used by the RVN Navy at NAF Cam Ranh Bay, Vietnam (1967)..."
Photo SIX "...Same French buildings being used by the Japanese Navy in 1944. Photo taken from a VPB-104 PB4Y-1. Note IJN Aichi E13A1 "Jake" float planes being fired upon!..."
Photo SIX "..."Neutral" vessel enroute to Haiphong through the Market Time patrol area (c.1967)..."

A BIT OF HISTORY: "...Roster Circa 1967/68..." Contributed by Bob McLaughlin (LT) banddmcl1964@msn.com [17DEC98]

The roster was the "end-pages" of the cruise book for the '67-'68 deployment to
NS Sangley Point, Philippines from NAS Whidbey Island, Washington.
That was the last deployment in P2s for VP-17

CDR Don L. Wuethrich
CDR Clifford R. Behnken
CDR Ralph L. Spaulding
WOI Vale J. Benning
LT Garfield R. Bensen
LT Lloyd W. Booth
LTJG Curtis G. Borchardt
LTJG C. William Campbell
LCDR Ronald C. Casey
LTJG Robert D. Chamberlain
AX2 Carl R. Agen
SD3 Eliseo M. Alejandrino
AN Barry G. Alien
PR3 Donald H. Anderson
AXC Richard C. Anderson
AA James E. Armstrong
AZ3 Joseph D. Auciello
ATC Daniel C. Auten
AMSAN William C. Asmussen
AEAN Frank N. Blaser
AE3 Larry M. Baarstad
AN Louis M. Baca
SD2 Honorio B. Bogongahasa
PH2 Richard L. Baker
ADR3 George C. Balboa
AFCM Robert W. Barge
AX2 David L. Barger
AE3 Duane A. Barnhart
AX2 James E. Barrington
ATI Tandy Bates
AX2 Daniel C. Battershell
ADR3 Billy J. Baxter
AE2 James A. Baxter
AK2 Thomas W. Bell
AXC Thomas L. Bernhardt
AMS3 James W. Biggers
ADR3 David L. Blickhan
AME3 Richard A. Bloomingdale
ADR2 Marvin G. Bolden
PH2 Harry F. Bowersox
AXAN Gregory K. Boyett
AFCM Ernest W. Brannan
ADRI Jerry D. Brewster
ABHAN Richard E. Brightman
AN Richard J. Broye
A03 George B. Blitz
AOC Dallas S. Cariton
AK3 Robert J. Callison
ATRAN David E. Carlson
ADRI Burton J. Carter
A03 Donald D. Carlson
AEAN Gerald R. Charles
PN2 Richard J. dark
ADRI David J. Cobb
AK3 Deane A. Cole
AME3 Dennis R. Collier
AX3 Vincent B. Collins
ADR2 Philip N. Comeau
LT Norman E. Cook
LTJG Terrence W. Danner
LT Robert L. Eastman
LTJG Philip R. Eley
LCDR Charles D. Emerick
LCDR Bobby C. Farrar
LT Water M. Florie
LT David J. Gastony
LTJG Robert W. Gear
LT Thomas 0. Griswold
ATN2 Kenneth R. Cooper
AMH3 Marshall L. Cooper
AE2 Kenneth F. Correra
A03 Leonard J. Coufal
ADJAN Edward J. Cox
A02 Joe D. Cox
AX2 Michael G. Cox
AA John M. Crowley
ADJ2 Charles M. Crattie
AE3 George H. Crum
ADRI John R. Cunninghai.i
AX3 Michael H. Davis
AMS3 David B. Dennis
AX3 Bobby J. DeShazo
AMH2 Tyier T. Diaz
ADR2 William E. Donnell
ADR3 John W. Dunne
AN Daryl L. Durand
AX2 Robert J. Drockton
AN James G. Easley
AE3 Charles A. Ehling
AX3 Steven T. Elliott
A02 Gary L. Ellsworth
ADRI Robert C. Elms
SD3 Fulgencio B. Escartin
AX3 David H. Etchells
ATR3 Emmett W. Evans
ATI Jerry L. Fairfield
AVCM Albert H. Fanning
AX3 Albert H. Fanning Jr.
ADR2 Larry V. Fanning
ATRAN Philip E. Fauver
AN John P. Flaherty
AMS3 Ross K. Fleenor
ADRI Henry E. Fenzau
PN3 Dennis P. Foster
ATN2 John J. Foster
ADRAN Peter J. Fowler
ADRI Donald L. Franklin
PNI Macauley Fredrickson
AE2 John M. Frick
A03 John H. Frost
AN Robert W. Frye
AX3 Earl L. Fultz
ATN3 David C. Galbraith
TN Manuel R. Gallordo
AN James L. Gass
AEAN Huemac C. Garcia
AX2 Leon E. Gardner
ADJAN dark L. Gussin
LT Paul S. Nechols
LTJG David A. Proffitt
LTJG Leonard A. Puchalla
LTJG Michael J. Riley
LT Thomas M. Ryan
LT Mitchell 0. Scobee
LT Raymond L. Stephenson
LTJG Frederick L. Steuber
LT John R. Stewart
LT Raymond A. Sullivan
ABH3 Robert K. Mosse
ADRC Vance G. Moore
A02 James G. Moores
ATN2 Charles E. Morris
AE2 Robert D. Morris
ADR3 William C. Myers
AMSI Dolon E. Nance
AA Milton H. Nelson
AZI Robert C. Nesbitt
AX2 James E. Newbaker
ADRI John F. Nicholson
ADRI Charles E. Nielson
AX3 Stephen R. Novak
AOI Felton R. Osborne
ATN2 Samuel L. Owen
AN Wayne Penix
AX2 Mark W. Perry
AA James A. Peterson
AEAN Jerry A. Peterson
AEAN Joseph E. Petroff
AXC Tommy L. Philips
AE2 Robert A. Piehl
AN Harry L. Pierson
A02 Charles L. Pullen
ATN3 Richard G. Pylman
AX3 John B. Ragsdale
AE2 John T. Reed
ADJ2 Paul T. Rehberg
ADRAN Jeffery L. Reid
SD3 Bobby E. Robinson
AE3 Laruen A. Robinson
ATC Wayne A. Robinson
AMS2 James B. Rollins
CYNSN Dale W. Ross
ATR2 Richard A. Rothlisberger
AXC Gary W. Rowe
AN Clifton J. Russel
AX2 Orville D. Shelton
AOC Clayton L. Schroff
AXAN Thomas V. Schwab
AX2 Larry W. Seguine
ADRAN Walter L. Shearer
AKCJodyJ. Shotwell
YNI Regal A. Sims
AN William R. Slaughter
AE2 David G. Smelser
AMEAN George M. Smith
AXAN Phillip F. Sparks
ATN2 Jerry W. Spivey
AX3 William H. Standish
LT Delbert J. Lubash
LT Glenn T. Martinsen
LT Gene A. McCracken
LT Kenneth P. McDaniel
LTJG Brian M. McGuiness
LTJG Robert A. McLaughlin
LT Richard W. McManus
LTJG Leo J. McStravick
LT Gary A. Miller
LTJG George M, Mirabella
YNSN Maurice J. Kaercher
ADJ2 John P. Karr
ADRC Kenneth E. Keller
AN Thomas B. King
AX2 James D. Kress
ADJI William R. Kurnre
AMS2 Jacob J. Lalli
ATN2 Richard W. Lally
AEI Joseph Lamotta
AN William D. Land
AN David C. Lange
AXI George W. Lanman
AA Edward E. Larson
ADR2 John G. Larson
ATN2 Robert D. Larson
AN Donald S. Leatherwood
ABHI John H. Lethgo
ATRAN Robert L. Lewis
ABHI Tommy L. Lester
AMS3 KellyH.Lipsius
ADR3 Larry J. Loewe
ADR3 John J. Logan
AN Warren L. Long
AX3 Terrence L. Lord
ATI David G. Lowas
SDI Ramon D. Luque
ADR2 David C. Lunsford
AE2 Delbert J. Mach
SDI Santiago Mamales
AOAN Fred H. Manning
ATR2 Jeffery J. Marks
ATN3 David G. Martin
AZAN Donald R. Martin
AA Lawrence D. Martin
AN Robert S. Martin
SA Ismael F. Martinez
AMSI James W. Marshall
AMSI William A. Matlock
ATN3 Warren L. Matney
ATN3 John A. Maulding
YN3 Frank A. May
ATR2 Patrick J. McDonald
PR2 Grady D. McFarland
AOI Loyal W. McQuiston
PNSN Eugene E. Mehrer
AX2 Darrell E. Metcalf
AOI David P. Michel
ADR2 Bobby J. Middleton
SN John W. Millikin
AEI Thomas E. Moilanen
LCDR Joe L. Hall
LTJG Myron G. Hamm
LTJG Phillip Harvey
LCDR Frederick J, Heimbuecher
LT Alfred T. Hind
LTJG Donald L. Johnson
LT William P. Kozain
LT James C. Ladwig
LTJon J. Lancaster
LTJG Billy Ray Loveless
AA Wayne L. Garrett
AN Randy L. Gerjes
CSI Frederick A. Gilbert
TN Wilfredo D. Golez
ADR3 Gerald H. Goodell
A02 Benjamin H. Goodspeed
ADJI Warren J. Grams
ATI Theodore C. Gray
AN John D. Griffith
PRC Leo A. Grosbier
AX3 John E. Grosso
AMSAN Walter A. Grunenberg
ATN2 Ronald E. Gulis
ADRAN Robert W. Gutterman
AEAN Michael F. Goory
AMS2 Darryl D. Hansen
A02 William F. Harding
AA James C. Harris
AA Clarke H. Harrison
ADR3 Johnny R. Hatcher
ATC Kenneth M. Hayes
ADJ3 William J. Hepburn
ADJ3 Thomas L. Hayes
AX3 Charles L. Herrmann
SN William C. Hicks
AX3 Daniel M. Hites
ADJAN Gary W. Hodgin
ADR2 Jay E. Holland
AN George L. Holloway
AN Kenneth C. Hollingshead
AEI Melvin R. Holman
AE2 Manley L. Holmgren
AR Robert L. Holton
SN Myron W. Hoviand
AN Gleen B. Howie
AE3 Jack T. Hughes
AXI Grorge C. Hunter
AX3 Bruce E. Husted
ADRAN Marshall D. Hutchinson
ATN2 Richard A. Irons
ADJAN Edward P. Ingraham
CSI Donald C. Jacklin
ATR2 Leonard R. Jacobson
AMS3 James L. Jean
AEC Ronnie V. Jefferson
ADR3 Walter B. Johns
AE2 Gerald B. Johnson
AN John L, Johnson
ATI Wilmer 0. Johnson
AN Byron L. Johnston
LTJG James R. Thompson
LT Richard L. Tolley
LCDR William R. Tully
LT Michael T. Wallace
LT Robert W. Webb
LTThatason L. Williams
WOI Claude 1. Wheatley
AN Richard J. Stanton
ATNAN John D. Statton
AN Bobby F. Steadman
AN Larry W. Stephens
YN3 Stewart D. Stephens
ADJ3 Robert Stokes
AFCM James A. Stephenson
AXI Michael L. Stevens
AN John R. Stevenson
AEI Dannie M. Stover
AX2 Edward C. Stuart
AN Charles G. Swafford
ATI Jay M. Tefft
AX3 Donnie C. Thomas
ADR2 Robert M. Thompson
ATR3 Richard E. Thorn
ATN2 Sherman R. Tifft
A02 Clyde W. Trusty
ADR2 Alien L. Torstenson
AA Everette J. Turner
AN Nolan L. Vandal
ADR3 Merlyn G. Varner
ADJI Billy E. Vickers
ADR3 Christopher Wilkins
AE2 Kurt J. Wagner
YNSN Larry L. Warren
AN Carroll N. Watson
AX2 Terry A. Walters
ATR3 Jimmy G. Wallace
ADR3 James R. Warnhoff
SN James A. Watkins
AX2 Howard 0. Welch
AXAN David T. Welker
HN Douglas R. Westmorland
AX2 James A. Whitmus
AX2 John T. Whitney
HMI Alvin M. Williams
AA Herbert W. Williams
ADR2 Tommy D. Williams
AMHC Eirno L. Winder
AN James W. Windham
DK2 Donald L. Winters
AMH2 David E. Woessner
ATI Roderick B. Woolever
SN Gary D. Woods
AE2 Edward E. Wright
PRAN Stanley L. Wright
AOAN Clifton W. Yelvington
AOI James R. Young
AX3 Gerald L. Zimmerman
Contributed by Bob McLaughlin (LT) banddmcl1964@msn.com [17DEC98]

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Circa 1966

A BIT OF HISTORY: "...Safety Winners Announced - Page 2 - Naval Aviation News - October 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/oct66.pdf [07SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 to 29 - Naval Aviation News - August 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/aug66.pdf

A BIT OF HISTORY: "...On Patrol With Fleet Air Wings - Page 22 to 23 - Naval Aviation News - April 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/apr66.pdf [05SEP2004]

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Circa 1965

A BIT OF HISTORY: VP-17 History "...On The Line, U. S. Navy Patrol Squadron Seventeen, MCAS Iwakuni, Japan 1965 - Photograph by G. Ray Hawkins, PH3, VP-17, USN..." Contributed by HAWKINS, PH3 G. Ray hawkins@artnet.net [10AUG2007]

A BIT OF HISTORY: "...Pacific Air Wings On Patrol - Page 26 - Naval Aviation News - October 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/oct65.pdf [02SEP2004]

A BIT OF HISTORY: "...Pacific Air Wings On Patrol - Page 26 to 27 - Naval Aviation News - August 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/aug65.pdf [01SEP2004]

A BIT OF HISTORY: "...On Patrol With Pacific Air Wings - Page 26 to 27 - Naval Aviation News - June 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/jun65.pdf [01SEP2004]

A BIT OF HISTORY: "...Whidbey Winners Listed - Page 2 - Naval Aviation News - June 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/jun65.pdf [01SEP2004]

A BIT OF HISTORY: "...On Patrol With Pacific Air Wings - Page 26 to 27 - Naval Aviation News - April 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/apr65.pdf [31AUG2004]

A BIT OF HISTORY: "...In 1965 our squadron deployed from NAS Whidbey Island, Washington to NAS Iwakuni, Japan. Aircraft that rotated into Vietnam wre based at Ton Son Nhut AFB in Saigon. In 1966 we deploeyd to NS Sangley Point, Philippines. The prior year it was necessary to overnite here en route to Vietnam due to treaties with Japan that would not allow us to use them as a launching pad to a war zone. Again we flew out of Tan Son Nhut AFB, than considered to be the busiest airport in the world. Flight crews during that period were billeted downtoan Saigon in military controlled civilian hotels. In 1965 we shared lodging with Army MP units in a hotel name "The International." Around December 1966 is when the Vietnam base changed to NAF Cam Ranh Bay, Vietnam..." Contributed by RACZKOWSKI, Jerry 1horses@msn.com [19APR2002]

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1964 - 1972
Operation Market Time

A BIT OF HISTORY: "...Article from Wikipedia about Operation Market time. It was written by VP-17's Capt. Brian McGuiness and mentions LT Norm Cook (VP-17). It not only mentions VP-17 but all the other "VP" squadrons that participated in Operation Market Time from 1964 - 1972..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [07JAN2009]

Operation Market Time
Wikipedia
Operation Market Time

Operation Market Time was the U.S. Navy's effort to stop troops and supplies from flowing by sea from North Vietnam to South Vietnam during the Vietnam War. It was one of four Navy duties begun after the Tonkin Gulf Incident, along with Operation Sea Dragon, Operation Sealords and naval gunfire support.

When a trawler was intercepted landing arms and ammunition at Vung Ro Bay in northern Khanh Hoa Province on 16 February 1965 it provided the first tangible evidence of the North Vietnamese supply operation. This became known as the Vung Ro Bay Incident.

Navy destroyers, ocean minesweepers PCF's (Swift boats)and United States Coast Guard cutters performed the operation. Also playing a key role in the interdictions were the Navy's patrol gunboats (PGs). The PG was uniquely suited for the job because of its ability to go from standard diesel propulsion to gas turbine (jet engine) propulsion in a matter of a few minutes. The lightweight aluminum and fiberglass ships were not only fast but highly maneuverable because of their variable pitch propellers. Most of the ships operated in the coastal waters from the Cambodian border around the south tip of Vietnam up north to Da Nang. Supply ships from the Service Force, such as oilers, would bring mail, movies, and fuel.

Of the many vessels involved in Operation Market Time, one of the more notable was the USCGC Point Welcome (WPB-82329) which, on 11 August 1966, was brought under fire by a number of US Air Force planes. This incident of blue-on-blue killed two members of the cutter's crew (one of whom was the commanding officer) and wounded nearly everyone on board. A full account of the incident, along with the entire story of the Coast Guard's Market Time involvement, is related in Alex Larzelere's book, The Coast Guard at War: Vietnam, 1965-1975 (1997), available from the Naval Institute Press.

Operation Market Time was established by the U. S. Joint Chiefs of Staff after the 1965 Vung Ro incident to blockade the vast South Vietnam coastline against North Vietnamese gun-running trawlers. The trawlers, usually 100-foot-long Chinese-built steel-hulled coastal freighters, could carry several tons of arms and ammunition in their hulls. Not flying a national ensign that would identify them, the ships would maneuver "innocently" out in the South China Sea, waiting for the cover of darkness to make high-speed runs to the South Vietnam coastline. If successful, the ships would off load their cargoes to waiting Viet Cong or North Vietnamese forces. To stop these potential infiltrations, Market Time was set up as a coordinated effort of long range patrol aircraft for broad reconnaissance, discovery and target following; and U.S. and allied surface combatants to intercept suspect ships that crossed inside South Vietnam's 12-mile coastal boundary. On the aviation side, some of the patrol squadrons that were involved and flying from South Vietnam, Thai, or Philippine bases were: VP-1, VP-2, VP-4, VP-16, VP-17, VP-26, VP-28, VP-40, VP-42, VP-46 and VP-50. The most significant action of Market Time occurred on Feb. 29-Mar. 1, 1968, when the North Vietnamese attempted a coordinated infiltration of four gun-running trawlers. Two of the four trawlers were destroyed by allied ships in gun battles, one trawler crew detonated charges on board their vessel to avoid capture, and the fourth trawler turned tail and retreated at high speed into the South China Sea. Lt. Norm Cook, the plane commander of a VP-17 P-2H Neptune patrol aircraft operating from Cam Ranh Bay, was awarded a Distinguished Flying Cross for discovering and following two of the four trawlers in the action. Market Time, which operated day and night, fair weather and foul, for eight and a half years, succeeded in denying the North Vietnamese a means of delivering tons of war materials into South Vietnam by sea.

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Circa 1964

A BIT OF HISTORY: "...Crew 8 Wins At VP-17 - Page 27 - Naval Aviation News - March 1964..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1964/mar64.pdf [28AUG2004]

A BIT OF HISTORY: "...Squadron Awards..." Contributed by Mahlon K. Miller mkwsmiller@cox.net [23APR2001]

Armed Forces Expeditionary Medal
04 Aug 64 - 01 Oct 64
01 Oct 66 - 06 Dec 66
01 Jan 68 - 28 Feb 68

Meritorious Unit Commendation
01 Nov 70 - 20 Apr 71
17 Nov 70 - 22 Nov 70
02 Mar 72 - 15 Dec 72
08 Dec 81 - 08 Jan 82

Navy “E” Ribbon (Battle “E”)
01 Jul 74 - 01 Apr 76

Navy Unit Commendation
01 Jan 67 - 31 Mar 68

Republic of Vietnam Meritorious Unit Citation (Gallantry)
08 Mar 65 - 25 May 67
01 Aug 69 - 30 Sep 69
02 Nov 69 - 31 Jan 70
02 Sep 70 - 21 Nov 70

Vietnam Service Medal
28 Sep 66 - 01 Mar 67
09 Nov 67 - 29 Apr 68

VP-17 Crew 17

Humanitarian Service Medal
06 Aug 81

VP-17 Det OF

Meritorious Unit Commendation
Spring 70

VP-17 Det Tan Son Nhut

Vietnam Service Medal
13 Jul 65 - 03 Oct 65

VP-17 Element OF

Meritorious Unit Commendation
22 Apr 75 - 07 May 75
12 May 75 - 16 May 75

VP-17 Participating Aircrew

Armed Forces Expeditionary Medal
01 May 94 - 30 Nov 94

Navy Expeditionary Service Medal
08 Dec 78 - 06 Jun 79
21 Nov 79 - 10 Jun 80
10 May 81 - 20 Oct 81

VP-17 Participating Elements

Armed Forces Expeditionary Medal
29 Apr 75 - 30 Apr 75

Humanitarian Service Medal
29 Apr 75 - 30 Apr 75

A BIT OF HISTORY: "Sharpshooters of the Strait" By Andrew Headland Jr., Vol. 7 / No. / 36 Week of September 6, 1964 / Page A6" Article submitted by Richard D. Hunt RRRNwestcr@aol.com

Sharpshooters of the Strait

"Armed with camera, radar, they eyeball everything off Taiwan that moves"

By Andrew Headland Jr.

Pacific Stars and Stripes Taiwan Bureau Chief

Vol. 7 / No. / 36 Week of September 6, 1964 / Page A6 WEBSITE: http://www.pstripes.com/

Article submitted by Richard D. Hunt RRRNwestcr@aol.com

BETWEEN TAIWAN AND THE CHINA MAINLAND is a 100-mile-wide body of water which the communists might at any time attempt to cross In an effort to make good their threat to capture the Nationalist stronghold of President Chiang Kai-shek.

The water, known as the Taiwan Strait, serves as a protective barrier to Taiwan in the same way that the narrower English Channel protects the British Isles against invasion by sea. But, because no one can predict with certainty what the communists will do, and to make sure that the island isn't caught off guard, the United States daily conducts air and sea patrol missions to scan enemy shipping and to-observe any activities that might portend a threat to its ally, Free China.

The American patrols, conducted by the Seventh Fleet, are in addition to air and sea patrols sent out by the Republic of China.

The patrols are a means of detecting any possible unusual concentrations of ships and types of cargo which might be Indicative of a move to offset our efforts, with those of our allies, to keep the peace in the Far East and in Southeast Asia.

Trained analysts can tell a great deal from reports brought in daily by reconnaissance patrol missions.

The patrols are a means of detecting any possible unusual concentrations of ships and types of cargo which might be indicative of a move to offset our efforts, with those of our allies, to keep the peace in the Far East and in Southeast Asia.

Trained analysts can tell a great deal from reports brought in daily by reconnaissance patrol missions.

PATROL SQ. 17, under Cdr. P Robert H. Lenson with head-quarters at Naha AB, Okinawa, is the aerial counterpart of the patrol ships which sail the strait. Both sea and air patrols have the mission of keeping track of shipping. Planes from the squadron follow a migratory flight between Naha to a base in southern Taiwan, with roosts at both ends and none in between.

A dozen 12-man crews flying powerful SP2-H Neptunes with a cruising range exceeding 2,000 miles and a maximum weight load of 80,000 pounds, do the job. The reliable Neptunes are known as the "work horses" of the Seventh Fleet.

Most crews fly under two experienced patrol plane commanders of the rank of lieutenant, lieutenant commander or commander. The average age of the officers is about 25, that of the enlisted men about 22. Usually the same crews fly together in the same aircraft. This arrangement results in a high degree of working efficiency and cooperation.

I boarded a Neptune flown by the squadron's Crew 10 at their staging base in Taiwan to see how a patrol is carried out. After an early-morning breakfast washed down with cups of black coffee, members of the 12-man crew headed by Lt. Jerry Burns, pilot, and by Lt. (jg) John Pugh, co-pilot, handed me an orange-colored flight suit to wear, a helmet with earphones and strapped me into a seat on the flight deck which serves as the combat information center.

At my elbow was a panel of radar and other devices for detecting shipping.

Below the deck was a radar well, filled with additional equipment. Every square inch of the aircraft was taken up by complicated space-age mechanisms which made the ship look as though it might be equipped for inter-planetary flight. Each crew member, I found, was trained in several different but related operational functions of equipment and of the aircraft.

"All the parts look good," I heard the pilot, Jerry Burns, sing into the earphones. "Let's go!" The Neptune, weighing more than 70,000 pounds loaded, was easily buoyed into the air by two jet engines. When we had attained a positive rate of climb the gear was raised and we went into what the crew called technically" normal rated power." The Neptune's two jet engines are used only for take-offs, ordinarily, but would be put into action in case one of the prop engines were lost.

After taking off, it took the crew about 15 minutes to check equipment, each man examining the working performance of at least two pieces of equipment. If any serious mechanical malfunction is found during initial flight stages the flight is called off and another crew launched. A standing rule is that the crew missing a flight treats the replacement crew to "refreshments," but flights are almost never missed.

As we flew, crew members briefed me on details of the trip. Flights are usually conducted below 3,000 feet, a height of 1,500 feet being average. For "rig runs" - a close look at shipping - they swoop down to within 200 feet of vessels while cameras click and observations are made such as the ship's name, type, structure, flag and deck cargo, if any.

The squadron's primary mission, however, is not surface shipping, but anti-submarine warfare (ASW), including the detection and tracking of unidentified submarines.

"Fifteen hundred feet is the best altitude for radar, eyeballs and for some other gear," said Lt. (jg) David Barrett, tactical coordinator. "Actually, our eyes are one of the best pieces of gear we've got. This looks like a rain and shine flight," he added.

For night flights the Neptune carries a wingtip flashlight of 70 million, candle power which lights up the sea like day and shows details on objects a mile and a half away.

On routine patrols the Neptune averages about two rig runs hourly and during the entire course they rig a total of eight or. 10 ships, besides taking quick looks at possibly 20 or 30 fishing boats, which are more easily observed.

Lt. (jg) William Cooper, another tactical coordinator, called my attention to several flocks of fishing boats on the greenish radar screen.

Heavy shipping is photographed from two positions. One, occupied by the bow observer, is in the oval-shaped plexiglass nose of the aircraft. The other is in the rear of the plane and the photographer in the latter position shoots through windows which may be opened or closed depending on the weather of the moment.

Photographers use aerial type cameras, usually shooting shipping at a shutter speed of 500 while the Neptune curves in flight, making hawk-like darts at its prey.

Rig runs are nearly always made into the sun to give the aircraft a greater aura of invisibility and to make the target easy for the photographer and other scanners to observe.

In the few seconds it takes for the plane to make its 'rig run the co-pilot tries to note the name of the vessel. The photographer in the bow section takes in details forward of the ship's funnel, such as the number of hatches. The photographer in the after section of the aircraft scans the after section of the ship and n o t e s name, flag, whether heavily or lightly loaded and other details. If the first rig run does not disclose sufficient details, a second pass is made which usually gives all the required information.

PHOTO

Our first rig run came at 9:45 a.m., the target being a 7,000-ton lightly loaded Panamanian freighter. Five minutes later there was another rig run, 15 minutes later a third and at 10:12 a.m., a fourth.

"Did someone get all the colors on that ship?" I heard Burns ask through the earphones after the last-run. "Yes," replied the aft photographer, "there was a red diamond with white lines running through it. It looked as though there was a letter 'C' in it."

Crawling through the rabbit burrow that leads from the front to the rear of the aircraft I got out my camera and snapped pictures of A03 Joseph Widgren, ordnance, taking pictures during a rig run - and, at one point, a huge black waterspout that loomed out of the ocean a quarter of a mile to our left.

Joe was as curious about the work of a reporter as I was about his job. As noise of the engines made talking difficult, he pulled out a pad of paper and jotted down a question. "Have you ever flown on a Taiwan Defense Patrol mission before?"

"No."

"What is your impression?"

"First, surprise at the great amount of equipment aboard. Second, the flying is much smoother than I had expected, even during storm squalls. Third, the tremendous feeling of lift and power in the aircraft."

"This is a well equipped aircraft, and I think it does a good job," returned Joe modestly and proudly.

"We fly all types of missions including this type of patrol," he added. "I've been flying Neptune aircraft for more than a year now, and have made three patrols to Taiwan."

Team competition was evident in a conversation that drifted in on the earphones, something like on the proverbial country line. "We flew three hours less than they did and saw only eight less ships than they did. That's quality instead of quantity."

Joe looked out over the sea as a voice from radar control came in on the earphones, "I have a target bearing 161/2 miles at 027." The target proved to be a Japanese freighter plowing through the choppy waters of the strait.

By 3 p.m. we were about 45 miles out from the Naval Air Facility at Naha AB, and the aircraft was given radio clearance to make a landing approach at 3,000 feet.

During the 61/2-hour flight from Taiwan we had made 12 rig runs and flown more than 1,000 miles at an average speed of 180 miles an hour. This is considered a comparatively short run.

"It was our sixth patrol over the Taiwan Strait," remarked Burns, who is from Denver, Colo., as we left the aircraft. "Normal, except for weather. That waterspout was unusual. It looked to me like a tornado."

The landing was followed by a crew debriefing and then the crew went to work to put the "workhorse" in condition for its next flight.

The trip back to Taiwan started at 6:56 a.m. the following day. This time I was guest of Patrol Sq. 17 Crew No. 12, headed by Lt. Cdr. Bruce Brown, pilot, and by Lt. (ig) Reed Phillips, co-pilot. Brown, from Port Huron, Mich., did flight instructing at Kingsville Naval AS at Kingsville, Tex., with Lt. Charles Klussman, the first pilot to be shot down over Laos while flying a F-8 photo reconnaissance plane.

Shortly after leaving Naha Brown requested his navigator, Lt. (ig) Charles Wenger, to inform him when we were 100 miles off the China coast. "Roger-Dodger," came the reply. "We sure as hell don't want to land on the China mainland."

"No, I can't speak Chinese," joked Brown. "A sea Patrol lost over land would look rather silly. They play for keeps over there."

"They'd blame it on the navigators," Wenger said. After that came darts and passes at shipping, followed by a perfect landing at Tainan AS at 11:45 a.m. We covered more than 800 miles in about 5 1/2 hours.

"Pretty much of a gravy run," was the way the crew summed up the flight.

A BIT OF HISTORY: 17AUG64 "They Hid Cause 'Kathy' Too Much 'Lady' For VP-17" By LTjg S. L. Childress" Article submitted by Richard D. Hunt RRRNwestcr@aol.com

They Hid Cause 'Kathy' Too Much 'Lady' For VP-17

By LTjg S. L. Childress

Typhoon "Kathy," which struck Okinawa repeatedly beginning August 17, set an all time record as she scattered aircraft throughout the western Pacific. Task Group 72.2, which consists of Patron Squadrons Seventeen and Six, were the two units involved in the mass evacuation.

Striking with the uncertainty of a woman, "Kathy" made three separate runs on the island. Twenty-four hours before she was to hit the Ryukyus for the first time, VP-17 and VP-6 manned their aircraft and headed for the areas of safety.

Eleven hours later their aircraft were in five separate countries and as far displaced as 2400 miles. All in all, the aircraft and men of Task Group 72.2 dispersed over an area of approximately six hundred thousand square miles - from Saigon, Viet Nam to Atsugi, Japan.

This surely was the Big Daddy of the typhoon fly-aways. In Tainan, Taiwan, just 60 miles from Communist China sat five of 72.2 aircraft. Two more were chocked 500 miles to the south at Sangley Point in the Philippines.

Two of VP-17's airplanes, which were immobile due to maintenance difficulties, rode out the typhoon at Naha Air Base, Okinawa. But, they say the best liberty was toward the north and 12 of the aircraft were flown into Japan.

Patrol Squadron Six had nine aircraft at Iwakuni, while the NAS Atsugi, Japan became home for three of VP-17's aircraft. The last two aircraft of Task Group 72.2 were temporarily based in Saigon, Viet Name, and to them the typhoon was a little concern.

If Task Group 72.2 really wanted to set a record as the most widely dispersed, the one VP-6 aircraft which is still in Periodic Aircraft Rework (PAR) at NAS Alameda, California, would surely clinch the title.

VP-6 which recently arrived from Hawaii to supplement Task Group 72.2 can well be proud of their rapid mobilization and deployment. Twenty-four hours after being notified, six Blue Shark aircraft were airborne from Barber's Point en route to Okinawa with five more following just a day behind.

By-passing all of the usual paperwork preparations required to move a deploying squadron certainly has its advantages as far as simplifying the moving process. According to squadron members it's the only way to go. Being already in a mobile state, the Typhoon Flyaway two days after arriving on Okinawa, was all in a day's work.

A BIT OF HISTORY: "03JAN44--Patrol Squadron SEVENTEEN was commissioned at 1000 on January 3, 1944 at NAS Norfolk, Virginia; in accordance with CominCh Confidential letter 03974 of November 9, 1943; and ComAirLant letter of November 30, 1943. Lt. Comdr. Kenneth A. Kuehner, USNR, of Minster, Ohio, was designated as commanding officer of the squadron, which was temporarily based at Norfolk awaiting the assignment of officers, men and aircraft. At the time of commissioning six members of the squadron were on hand, the skipper, two other officers, and three enlisted men. On January 11th VP-17 was transferred to NAS Harvey Point, Hertford, North Carolina, for fitting out and shakedown training. The first airplane, a PBM-3D, was received on January 22nd and flight operations commenced on the 24th. As more pilots, crews and planes arrived, the training program increased progressively. The squadron remained at NAS Harvey Point, Hertford, North Carolina until the middle of April. From March 31st to April 9th a detachment of 11 crews under the command of Lt. jg Coyle was sent to Key West, Florida for training in anti-submarine warfare. About the middle of April the squadron moved by plane and rail to the West Coast. NAS Harvey Point, Hertford, North Carolina was a good operating area, although limited transportation and liberty did not make it the best area for personal enjoyment. As a result the squadron was pleased rather than annoyed by ComAirLant secret dispatch transferring it to ComFair Alameda, California. By April 24th VP-17 began its transfer to Alameda, via Eagle Mountain Lake, Texas and San Diego, California. En route to San Diego on May 3rd Lt. J. H. Dornbox and his crew were forced to parachute to safety near Palo Alto. The Squadron did not spend much time at Alameda. The first two planes departed NAS Kaneohe Bay, Pearl Harbor, Hawaii on April 30th. Lt. Swanson and Lt. Roberts being PPC's. Complete squadron transfer to Fleet Air Wing Two, however, was not completed until May 31st, which gave most of the squadron considerable time to enjoy the comforts of NAS Alameda, California and ample provisions for good liberty afforded in San Franciso and Oakland. At NAS Kaneohe Bay, Pearl Harbor, Hawaii for three months from June 1st to September 1st the squadron underwent intensive training in anti-submarine warfare, and completed final training in all phases of PBM operations. During this time VP-17 flew 117 operational patrols in the Hawaiian area. Conditions of living and recreation at NAS Kaneohe Bay, Pearl Harbor, Hawaii were fine for both officers and men. Operating conditions were very suitable although usual quirks were encountered of a minor nature, including a forced shallow water landing by Lt. Healy on July 25th causing minor hull damage, and one plan, Lt. Temple, PPC, running aground on a reef in Kaneohe Bay on August 1st. During the period June 1st to September 1st the squadron received two officers, one enlisted man, plus seven planes temporarily attached. Through transfers two officers and one plane were detached. Several weeks before departure to the forward area a squadron party was held on the beach near BOQ with ample supply of steaks, barbeque, baked beans and beer. A softball game between the officers and enlisted men was the highlight of the afternoon. On September 1st the Skipper leading 5 planes left Kanaohe for Ebeye, Kwajalein Atoll, in the Marshall Islands. This squadron movement was performed exactly as scheduled, 5 planes departing NAS Kaneohe Bay, Pearl Harbor, Hawaii each day for three days. The entire movement was completed without incident, which was considered more than satisfactory. This Movement to Task Force 59 at Ebeye was the transition point between training and action. The squadron was the last moving toward the forward area. On September 5th a 5 plane detachment was sent to Eniwetck for duty with VP-21 were it flew 11 negative searches and one photo reconnaissance hop over Wake Island. This detachment returned on the 13th receiving high praise for its work, the subject of a letter of commendation from the commanding officer VP-21 to ComAirPac. The Balance of the squadron meanwhile was awaiting orders to a more forward area. Lt. Coyle with a 3 plane section flew to Saipan on September 11th. A week later the remainder of the squadron transferred to Saipan and moved aboard the U. S. S. Hamlin (AV-15) in the outer harbor at Tenapag. While taking off from Ebeye Lt. Temple hit a submerged object, seriously damaging the hull of his plane. CASU 18 did a fine job in effecting emergency repairs so that the plane could be flown to NAS Kaneohe Bay, Pearl Harbor, Hawaii for replacement. Lt. Temple later rejoined the squadron at Saipan. Administration was moved to Saipan September 18th. At Tanapag the Squadron flew 34 search, 18 dumbo and 4 cargo missions. Included in these flights were hops to Iwo Jima and Chici. While on one of the cargo missions to Kossol Passage, Palau, Lt. W. R. Lasser sighted an enemy submarine, but Seventeen's first enemy sighting proved fruitless. Being on a cargo mission, Lt. Lasser was carrying no bombs or depth charges, therefore allowing the submarine to submerge unharmed. On October 1, 1944 Patrol Squadron SEVENTEEN had its designation changed to Patrol Bombing Squadron SEVENTEEN. The squadron moved from the U. S. S. Hamlin to the U. S. S. Curtis (AV-4) on October 6th and remained there for a week prior to departing for Ulithi Atoll in the Western Caroline Islands. On October 9th Lt. J. L. Leidecker took on advance detachment of six crews to Ulithi. Based on the U. S. S. ONSLOW (AVP-48) the detachment flew night anti-submarine patrols. When the balance of the squadron moved to Ulithi on October 13th it based aboard the U. S. S. Hamlin. Operations at Ulithi continued until December 24th and included just about everything in the books for PBM's. During this period SEVENTEEN flew 2,932 operational hours which comprised day and night anti-submarine patrols, convoy coverage, mail runs, photo-reconnaissance missions, transport flights, coverage for landing operations and Dubo missions. While at Ulithi VPB-17 encountered some of its more unusual experiences. On a night coverage flight, Lt. G. H. Gile lost 18 inches off one propeller blade and was forced to make a single engine open sea landing in high seas, (20 to 30 foot swells). His damaged plane was rescued by the U. S. S. ONSLOW and towed 250 miles back to Ulithi. One hundred and four nights and eighty day patrols, which included reconnaissance of Yap Island were flown in this period. One Japanese prisoner was taken during a mission covering landings on Ngulu. Escort flights consisted of 27 flights which included a flight by Lt. Whelan on December 15, plus flights on December 19th and December 21st by Lt. Comdr. Coyle and Lt. Temple on the U. S. S. Reno, U. S. S. Houston, and the U. S. S. CANBARRA, which had been damaged by the enemy action. Mail runs were made between Saipan, Palau, Ngulu and Ulithi and 4 Dumbo flights were flown to NAS Agana, Guam and Woleai. For five days beginning November 5th 13 planes were evacuated without incident to Saipan because of typhoon conditions at Ulithi. On December 24th, 25th, and 26th the squadron moved back to Tanapag Harbor Saipan, and base aboard the U. S. S. YAKULAT (AVP-32) until the U. S. S. HAMLIN arrived on the 29th. It remained at Saipen until January 19, 1945. During this period 3 ASP flights were flown daily for a total of 556 hours. All patrols flown were with negative results; so the squadron was pleased to receive FAW-1 orders transferring it to Kossol Roads, Palau. On January 20, 1945, 5 planes departed for Kossola Roads. Operations at Palau were conducted from the USS Kenneth Whiting (AV-14]. Thirty-six day searches and seven night anti-sub patrols were flown. Operating conditions at Kossol Roads were generally very poor due to extremely high seas. Many planes were damaged by boats and rough water take-offs. Lt. D. N. Brown of Ortonville, Minnesota lost a float and submerged his wing on a take-off in rough water. However, by exceptional skill he managed to get his plane airborne and later affected a safe landing. The excellent work and efficiency of the USS Kenneth Whiting (AV-14] saved one plane with a hole in her hull below the waterline. A plane already on the deck had to be put over the side before the damaged plane could be brought aboard - an excellent piece of work. On February 5th VPB-17 once again moved to Ulithi; this time to the U. S. S. CHANDLELEUR (AV-10) for inspection of planes, and then to the USS Kenneth Whiting (AV-14] which did the actual maintenance. From February 12th to 15th pursuant to ComAirPac orders the squadron moved to San Pedro Bay, Leyte, P.I., aboard the USS Currituck II (AV-7) . On February 20th the squadron moved to the U. S. S. SAN PABLO (AVP-30), after having sent a detachment of planes and crews to Lingayen. This Nucleus of the squadron remained aboard the U. S. S. SAN PABLO until March 31st and then moved ashore to NAB, Jinamoc for the first three weeks of April. While based in San Pedro Bay the squadron flew 165 missions totaling 934 hours. Sixteen airmen were rescued at sea and 110 persons were transported, including Lt. General Eichelberger, U.S.A., Commanding General 8th Army. Missions included photo reconnaissance, cargo flights, supplying guerillas, dumbo for army and marine air strikes, landing operations and air-sea rescue. There were also pre-invasions bombings of Iloilo, San Carlos, Panay, Zamboanga, Davoa and Malabang, Mindanao, Cebu-Negros, and Legaspi, Luzon by VPB-17. Squadron planes flew dumbo missions on the days of invasion of the above mentioned cities and islands also. On the second day of the invasion of Iloilo, Lt. Johnson lost an engine and was forced to land several miles north of Iloilo. An LST towed the plane to a safe area among invasion craft, where it was stripped of all salvageable parts and equipment and then sunk. Complete cooperation was given the crew by the landing craft officers and men present. There were several flights of interest and significance during this period which are worthy of mention.. Lt. J. A. Wallace of Alberta, Canada on February 19th made an open sea landing in swells of from 15 to 20 feet, off the southeast coast of Samar and picked up 1st Lt. Dan T. Doyle, 028241, and F4U pilot. The next day Lt. G. D. Mulford of Woodbury, New Jersey transported 1500 pounds of supplies to guerilla forces on Palawan and picked up Cpl. Elmo S. Deal, U. S. Army, who had been a prisoner of war since the fall of Corregidor. On the 22nd Lt. Alan Washinton, Nashville, Tennessee evacuated 14 battle casualties of the 182nd Infantry Division from Behind enemy lines near Allen on the northwest tip of Samar. At the same time blood plasma was delivered to the Army Medical Officer in command. Lt. D. N. Brown flew a photo reconnaissance hop over Jap held Ticao and Burias Islands off southwestern Luzon on the 26th of February. This flight was in preparation for a subsequent successful Army landing. On March 1st Lt. Comdr K. A. Kuehner, the squadron commander, and Lt. Wallace evacuated 2nd Lt. J. B. Lampe and his crew of 11 from a downed B-24 at Davao, Minanao. This mission, deep into enemy territory was completed without assistance of fighter cover. Lt. C. M. Nixon evacuated Major P. B. May, Commanding Officer Marine Fighting Squadron 211 and Major Teafilo Rivera, Regimental Commander of 130th Infantry Guerilla Force from the same location. Invaluable intelligence material was received form this guerilla leader. On March 26th Lt. Bouchard of Los Angeles flew two 8th Army Intelligence officers and Lt. General Eichelberger from headquarters to Cebu and returned the General on the 28th. When the Skipper and six crews went ashore on April 1st from the U. S. S. Pablo to Jinamoc Island to continue air-sea rescue operations it marked the first time since leaving NAS Kaneohe Bay, Pearl Harbor, Hawaii that any part of the Squadron was shore based despite undeveloped and limited facilities the squadron personnel thoroughly enjoyed the welcome change and the cooperation and facilities afforded by the CASU and ACORN 30. While the squadron was at San Pedro a detachment of 6 planes and 8 crews under Lt. Comdr. Coyle of Philadelphia, Pennsylvania was based at Lingayen Gulf, Luzon aboard the U. S. S. ORCA from February 14th until the middle of March when it moved by degrees to Puerta Princessa, Palawan aboard the USS Pocomoke (AV-9). Operations at Lingayen Gulf consisted of dumbo, air-sea rescue, evacuation, guerilla supply and photo reconnaissance flights, with primary emphasis on air-sea rescue. Of particular note was the rescue of February 20th by Lt. L. H. Roberts of Green County, Pennsylvania of two survivors of a ditched B-25 just south of North Island. He landed and took off in 30 knot winds with a cross swell running about 16 feet. On the 25th Lt. G. H. Gile of Milwaukee, Wisconsin and crew distinguished themselves by effecting two landings and take-offs 4 and 8 miles respectively from the southwest coast of Formosa. In the first landing Lt. Scott M. Alexander of a downed P-47 was rescued. On the second landing, although a wreckage of a P-51 was searched, the crew was unable to locate a survivor. Both landings and take-offs were made in 30 knot winds with 14 to 16 foot cross swells. Another flight of interest occurred on march 2nd when Lt. C. Mellerup, Cambridge, Massachusetts was called to the northwest coast of Formosa to pick up survivors of a downed B-25. After prolonged search he landed and rescued 2nd Lt. J. C. Discon, 2nd Lt. A. C. West and Sgt. D. D. Bowers of the 823rd Bombing Squadron. During his return flight Lt. Mellerup was tailed by an enemy fighter, but no attack was made. Field missions flown by this detachment included the delivery of supplies and scouts into unfriendly territory and evacuating wounded and other personnel from behind enemy lines. On May 9, 1945 the squadron received a letter from Walter Krueger, General, U. S. Army Commanding 6th Army commending them for the work of this detachment at Lingayen. With its work at Lingayen complete this detachment was transferred March 9th to 18th to Palawan where it flew searches in the South China Sea. On March 20th the squadron was augmented by its first two replacement crews. Recreation at Purta Princessa was excellent and the squadron had numerous baseball games and beer parties with the USS Pocomoke (AV-9) and the U. S. S. ORCA ship's company. On March 18th the squadron was disposed as follows: 6 planes on U. S. S. SAN PABLO, 3 planes at Jinamoc, 1 plane at Lingayen, 4 planes at Palawan. From this time forward until April 22nd the squadron crews and planes were shifted about detachments throughout this area. The month at Palawan went all too fast before the detachment received the call to rejoin the squadron and report to the U. S. S. TANGIER (AV-8) at Lingayen Gulf for Black Cat duty. On April 22nd the squadron moved from Jinamoc to Lingayen Gulf where it went aboard the U. S. S. TANGIER. From this time on until June 29th the primary mission of the squadron was night reconnaissance or Black Catting along the China Coast and the western coast of Formosa. This area was covered by two sectors, one extending from Swatow, China to Hainan, and east along the shipping lanes from Hainan Straits; the other from Hong Kong, to Foochow, China, to the northern tip of Formosa and along the western Formosa Coast. The direction in which the sectors were flown was determined by the most effective use of moonlight. These missions were flown to intercept enemy shipping which ventured under cover of darkness into the waters and bays of the China Sea. Flights took off from Lingayen Gulf with 2500 gallons of gasoline, four 250 pound and six 100 pound G. P. Bombs, 3400 rounds of .50 cal. Ammunition and six to eight 25 pound fragmentation bombs. Take-off time varied according to the hours of darkness, moonrise and prospective targets. It was always prior to darkness and flights returned after daylight on the following day. To insure that no flight would be delayed on take-off, all planes scheduled for flights and stand-by planes were water-tested every day in advance of departure time. The doctrine set forth for Black Cat missions was "plenty rugged." The first consideration after take-off was gasoline. It was necessary to conserve in every possible way. Low power settings were used constantly. The only difference between the attack run and the cruise was that the engines were put into auto-rich when in range of enemy fire. The flight to target area was maintained at an altitude of 250 feet or less and, once over the target area, altitude many times was lowered to absolute minimum in order to effect undetected attacks on enemy strongholds. Radar served as the eyes of the plane, guiding it in between and over numerous protruding rocks and islands which lined the coast. Entries into bays and rivers were made on radar. The attack run was guided by radar, the target often remained invisible until illuminated by the plane's .50 cal. Tracers. Radar operators, whether they were ordiancemen, mechs, or radioman, were soon able to distinguish between rocks, junks and prospective targets. No matter how proficient the radar operator, or how good the radar, there were no substitutes for contact flight under a full moon. Flights were completed in darkness, in fog, or in moonlight. It was not the policy to cancel flights or return to base because of weather. Fronts were usually entered without a change of heading, but at low altitude to avoid turbulence. The entire crew was unconsciously under continual strain. During the two months of Black Cat operations VPB-17 worked a heavy schedule and achieved remarkably good results in destruction and damage inflicted upon the enemy, considering the curtailment of Japanese shipping between the East Indies and Japan. Although there were numerous creditable attacks, there were a few in particular that were especially worthy of mention. On the night of May 18 and 19 in the sector between Formosa and the China Coast Lt. Warren B. Lasser of Waterloo, Iowa attacked a five ship convoy totaling 17,000 tons and completely destroyed it. One Fox Tar Baker, One Fox Tar Charlie and two Sugar Charlies were sunk and one Fox Tare Baker left burning furiously. The following night Lt. E. H. Ross of Shelbyville, Tennessee sank one and left two remaining Sugar Charlies down by the stern and listing to port. On May 28th Lt.jg J. Centa of Barberton, Ohio sank a Sugar Charlie. On June 23-24 Lt.jg Willie F. Sander of Brenham, Texas scored a clean sweep when he destroyed a 200 foot M/V and two Sugar Charlies by bombing and strafing, and later on the same flight sank two 150 foot 3-masted schooners with a single bomb hit. In the way of retaliation the enemy did some damage during the squadron's career of Black Catting. On May 26th Lt.jg F. W. Forman, Baltimore, Maryland failed to return from a mission. It was not until July that it was found that his plane had been shot down. The only survivors were Lt. Forman of Baltimore, Maryland and his co-pilot, Ens. R. S. Bunge, East Hartford, Conn. They made there way to the China Coast and, on the basis of their evasion and escape knowledge, located friendly Chinese who evacuated them inland to Kunming. Those lost included Ens. A. Ligrani, (A1), USNR, 419577; Cass, W. S., AOM3c(T), USNR, 565 75 01; Shoemake, C. M., AMM1c, USN, 295 82 35; Suck, G. R., AOM3c, USNR, 664 52 93; White, R. D., ARM3c(T), USNR, 816 25 08. On May 30th Lt.jg V. B. Moore sighted seven schooners with probable destruction of five before he ran out of ammunition and bombs. Another example of the accuracy of Japanese AA fire was the plane brought back to the squadron the morning of June 6th. That PBM had 380 holes in the after end of the plane, but miraculously enough there were no injuries or casualties among the personnel. On June 22, Lt. Edward Harmeyer sank one Sugar Dog and two Barges. On the same night Lt.jg G. R. Hauser of Yorkville, New York sank a Fox Tare Charlie. On June 25th Lt.jg E. Peterson of Marquette, Michigan sank a Sugar Charlie. On the night of June 28th the squadron's last Black Cat Missions were flown. While Lt.jg James B. Nourse of Wocester, Massachusetts was attacking a PC off the Pescadores Islands, enemy fire wounded his Mech, W. F. Snyder, AMM3c, of Passaic, New Jersey in the foot. Thus ended VPB-17s night sorties against the enemy. While the squadron was busy Black Catting the USS Currituck II (AV-7) steamed into Lingayen Gulf on June 24th. The following day VPB SEVENTEEN left the U. S. S. TANGIER and moved aboard the USS Currituck II (AV-7) . On the 16th the Squadron's new commanding officer, Lt. Comdr. Leeds D. Cutter, USNR, reported to replace "Skipper" Kuehner. The change of command ceremonies took place on June 21st with the squadron present in the hanger of the USS Currituck II (AV-7) . On June 29th VPB-17 ended its Black Cat operations and started its movement to Tawi Tawi in the Sulu Archipelago, off the coast of Borneo. As the main flight to Tawi Tawi was leaving Lingayen on June 30th the squadron suffered it first serious known operational loss. A few minutes after take-off, Lt. Comdr. Cutter had both engines fail and crashed three miles inland from Dasol Bay.The plane caught fire and was completely destroyed. Ensign Stadtler and six enlisted men were killed. Lt. Comdr. Cutter, pilot, Ensign Jensen and three men were badly burned. A few minutes later Lt. L. D. Hicks, USN, also had both engines of his PBM cut out but was fortunate in being able to reach Dasol Bay where he made a skillful landing without injury to anyone. Upon examination and investigation it was found that Lt. Hicks engine failure was caused by the presence of salt water in the gas tanks. It is presumed that Lt. Comdr. Cutter crash resulted from the same cause. With the exception of the crews involved in the emergency landings at Dasol Bay the squadron completed its transfer to the USS Pocomoke (AV-9) in Chongos Bay, Tawi Tawi between July 2nd and 4th. In the meantime while Black Catting was going on at Lingayen a detachment of three planes and crews headed by Lt. J. T. Whealan had been sent to Tawi Tawi on June 7th and had been augmented on the 14th by an additional three planes and crews. Although this detachment was originally based aboard the USS Pocomoke (AV-9), it moved to the U. S. S. HALF MOON (AVP-26) on the 11th where it remained until July 5th at which time it rejoined the squadron on the USS Pocomoke (AV-9). Operations at Tawi Tawi consisting almost entirely of anti-submarine patrols continued throughout July and August until VPB-17 was relieved of operational duties by VPB-25 on August 21st. Most of the ASP's were of a dull routine nature and all had negative results. Barrier patrols covering the Brunei and Balikpapah landings lent a spark of excitement, however, in an otherwise uninteresting operation. The searches or patrols from Tawi Tawi covered the convoy shipping lanes between Morotai and Borneo and extended south through Macassar Straits to the southern tip of the Celebes and Borneo. The Tawi Tawi operation provided the only submarine attack made by a plane of Patrol Bombing Squadron SEVENTEEN. On June 17th, 1945 Lt. J. T. Whelan, USNR of Rocky River, Ohio made a run on a RO class Japanese submarine and was credited with a class A attack and probable destruction of the enemy. On June 21st Lt. jg C. D. Heitert, while returning from a patrol through Macassar Straits heard a distress transmission and on his own initiative located and rescued Lt. Ferguson, U.S.A., and 10 survivors of a ditched Liberator attached to the 380th Bomber Group. Another air-sea rescue incident took place when Lt.jg W. O. Phillips of Easr Akron, Ohio and his crew sighted a survivor on a life raft west of Morotai. Lt.jg Phillips contacted a destroyer of a nearby convoy and directed it to the location of the survivor. Meanwhile two more life rafts were detected. As a result of this cooperation between air and surface craft Lt. Callison and four other members of an RAAF Liberator crew were rescued. In addition to anti-submarine patrols VPB-17 flew several missions at the request of in cooperation with Allied Intelligence Bureau. Most of these flights were of a transportation nature, carrying supplies and personnel from Morotai to guerilla groups on the coast of North Borneo. Capt. Chipper of the Australian Army often participated in these flights and was extremely helpful in supplying information about such places as Semporna, Labuan Island and Marudu Bay. Toward the end of the war in late July and early August these flights were made all the more interesting by the evacuation of prisoners of war who had been held captive by the Japanese in North Borneo." Contributed by Thomas Edwin Russell tompbm@aol.com

"...My name is William Cass. I wrote a poem in memory of my great uncle who was killed on patrol in a PBM on May 25, 1945. I have attached a poem about the Purple Heart his mother received.. William Cass wscass69@speakeasy.org..." [Crew Added 09DEC2001 | 01DEC2001]

THE PURPLE HEART
By William Scott Cass in loving memory of William Stephen Cass
Crew
Top Row from Left to Right: Marion Nutter, P. Orberdorffer, W.S. Cass, Chester Shoemake, Gerry Slick, Oliver Plumb Front Row from Left to Right: Ralph Halstead, Robert Bunge, Fredrick W. Forman, Amedo Ligrani, Robert White

At the bottom of the beautiful laden sea,

lies the grave of someone I knew, but never met.

He lived his life as a sailor, but he died as a savior.

The ones he left behind will always

remember his passing, he received a

blessing, that should be in red, not in purple.

The red would stand for the blood

spilt to receive it, the gold

figurehead stands for the First

Commander who gave it.

The colors that hold it stand for the

Glorious Country that cries each time it is given.

On the back of the medal the names are

scrolled to remember those who received it.

The shape is in that of a heart to show

where the true idea of giving it came from.

The purple and gold are in memory of

where you may be now, and where we

someday may join you.

---

Circa 1963

A BIT OF HISTORY: "...These photograph's were taken 1963 early 1964 during our NAF Naha, Okinawa, Japan. Hiako "dog" was 1964..." Contributed by OSBORNE, ABH3 Richard E "Ozzy and Oz" mythog@classicnet.net [19NOV2008]

Photographs (Left to Right):

Me Pulling, Boys, Hiako and Me.

A BIT OF HISTORY: "...VP-17 Hits Safety Mark - Page 24 - Naval Aviation News - February 1963..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1963/feb63.pdf [25AUG2004]

A BIT OF HISTORY: "...In the spring of 1963 during my three months flying the Aleutians, we had some events, too. I recall a flight from Shemya to Kodiak that was to take us north of the chain for a while and then go through a slot Unimak Pass and come up to Kodiak from the south. We were proceeding and the weather was getting worse and worse. I tried to keep track of our course by staying below the clouds so that my navigator could keep track of the drift. It got to 45 degrees. Wow! We were at 100 feet and could see only down at a 45 degree angle. Time to climb. So we did, got to 2,500 feet in the soup and flew for one hour and ten minutes. Radar reported a ship about twenty miles to the northeast. I opted to go to it, rig it and get a position. "Navigator, is there any land around us?" "Nope! Long way from land" was the reply. OK lets go to the ship. Radar says "It's not looking like a ship anymore, it looks more like land!" WELL, its identified now, it's Cape Newenham! Some years later a P2 augurs in at Cape Newenham. What happened to us was that when we climbed, we got into the wind going the other way and now were 90 degrees off course for over an hour...." Contributed by C. David Hamilton, Commander USNR-Ret chamil@centuryinter.net [26JUL98]

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Circa 1960

A BIT OF HISTORY: "...FASRON-12, VP-1, VP-2, VP-17 and VP-50) - Naval Aeronautical Organization OPNAV NOTICE 05400 for Fiscal Year 1960 dated 1 February 1960 is: DECLASSIFIED per Office of Chief of Naval Operations on 1 February 1965 by Op-501 - Atlantic Fleet Support Stations..." WebSite: Naval Historical Center http://www.history.navy.mil/a-record/nao53-68/fy1960-feb60.pdf [12MAR2007]

A BIT OF HISTORY: "...The U.S. Navy/U.S. Coast Guard Vietnam Unit Memorial Monument, will be located on the Council International Sport Military Field on the US Naval Amphibious Base, Coronado, CA. This monument will be a personal detailed, and heart-felt tribute to all Naval & Coast Guard personnel who died serving their country in the South East Asia Theater of the Vietnam War from 1960-1975. A few of the military squadrons represented are: VP-1, VP-2, VP-4, VP-6, VP-17, VP-26, VP-40, VP-42, VP-48, VP-50, VAH-21, VAP-61, and VO-67. WebSite: Vietnam Unit Memorial Monument..." Contributed by BAILEY, AO3 Bob sta3855@msn.com [Updated 21DEC2000 | Updated 02JUL2000 | Updated 14APR2000 | 03APR2000]

A BIT OF HISTORY: "...In February 1960 my crew was sent to NAS Barbers Point, Hawaii, Midway & Johnson Island from NAS Whidbey Island, Washington to try and see if we could spot any rockets that the Russians were shooting from Siberia and landing in that area of the Pacific. After taking off from Midway and flying all night and spotting some contrails of the Russian rocket as it reentered the atmosphere we had to land at Johnson Island. Johnson is 800 miles SW of Honolulu and is slightly bigger than a carrier deck...Parked next to us was this strange P2V with Airforce markings. Those folks would not talk to us or reveal anything about their aircraft...When we thought no one was around we attempted to climb up the nose wheel ladder to get a peek inside. What we found was the barrel of a .45 looking as big as a cannon. When the voice said "get out of here or I shoot." We didn't have to be told twice to leave...To this day I don't know the answer to why the airforce had at least one P2V...As aside, we were told not to discuss what we had seen anywhere on the trip concerning the Russian rockets. When we returned to Honolulu from Johnson Island the headline in the Honolulu paper read "Navy Crew Spots Russian Rocket." Yep that was us and we weren't allowed to talk about it..." Contributed by Tom Scalese tjs@deltanet.com [24FEB2000]

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Circa 1962

A BIT OF HISTORY: "...VP-17 Passes A Milestone - Page 24 - Naval Aviation News - March 1962..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1962/mar62.pdf [22AUG2004]

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Circa 1959 - 1975

A BIT OF HISTORY: " CD-ROM: Dictionary of American Naval Aviation Squadrons Vol. 2 Stock No. 008-046-00195-2 The History of VP, VPB, VP(HL), and VP(AM) Naval Historical Center, Department Of The Navy, Washington, D. C...." [15JUN2000]

CHAPTER 3 Patrol Squadron (VP) Histories VP-17 331KB

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Circa 1959

A BIT OF HISTORY: "...Summary Of Air Changes - Page 2 to 3 - Naval Aviation News - September 1959..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1959/sep59.pdf [15AUG2004]

A BIT OF HISTORY: "...This ZE-6 (front and back) in Fairbanks, Alaska in the summer of 1959. Crew 6 was sent to Fairbanks to work with the IGY ( International Geophysical Year)..." Contributed by SCALESE, Tom tjs@deltanet.com [05SEP2001]

A BIT OF HISTORY: " CD-ROM: Dictionary of American Naval Aviation Squadrons Vol. 2 Stock No. 008-046-00195-2 The History of VP, VPB, VP(HL), and VP(AM) Naval Historical Center, Department Of The Navy, Washington, D. C...." [15JUN2000]

CHAPTER 3 Patrol Squadron (VP) Histories VP-17 331KB

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Circa 1957 - 1960

A BIT OF HISTORY: "...VA-HM-10 / VP-17 1957-1960 Photograph's..." Contributed by HARRIS, AT2 Dick sleetmute2@gmail.com [06JUN2009]

Row One - Left to Right:

Dick Harris at NAS Iwakuni, Japan Barrakcs, Harbor at Miajima 1958, Idyllic Scene at Miajima Japan, Japanese Countryside Enroute to Miajima, Observatory or Weather Station in Japan, Over NAS Atsugi, Japan, Same Unknown at Miajima Japan and Small Harbor in Japan.

Row Two - Left to Right:

Toril and Boat at Miajima from Across the Bay, Toril on Japanese Dock - Miajima 1958, Unknown at Miajima Japan, VA-HM-10 Barracks at NAS Iwakuni, Japan, Arctic Ocean 1959, Jordan-Unknown-Henry-Mileski-Jacobs Russian, 3-Legged Fox on Shemya with a Pancake and 3 Legged Fox Shemya with Attu in Background.

Row Three - Left to Right:

04-5-9 NAS Kodiak, Alaska Ramp, NAS Adak, Alaska maybe or NAS Kodiak, Alaska, Another Ice Patrol, Another one of the 10000 Smokes, Approaching the Valley of 10000 Smokes from NAS Kodiak, Alaska, Big Red Lewis watching Starboard Start, CAVU approaching Shemya on 100 gallons and Crew 10 VP-17 on ramp at NAS Kodiak, Alaska.

Row Four - Left to Right:

Crew fishing trip to Russian River Kodiak, Dick Harris at Radare in ZE-10, Even more Ice Patrol, How many of these have been taken, Ice Patrol Arctic Ocean, NAS Kodiak, Alaska from 10K, Leaving the Valley of 10000 Smokes and Mainside at NAS Adak, Alaska.

Row Five - Left to Right:

More Ice Patrol, More rocky clouds along the Aleutians, More Smoking Mountains, More Softball on NAS Kodiak, Alaska, Mt. McKinley, Mt. McKinely Denali The Great One, Nice bunch of Silvers and Northwest Airlines C-97 at Shemya Enroute from Japan.

Row Six - Left to Right:

Russan River on Kodiak, Shemya after 20+ hours in air, Software game on NAS Kodiak, Alaska, Terminal at Shemya Reeve Aleutian Airwaays over Northwest Orient on door, US Icebreaker in Artic Ocean, VP-17 Crew 10 at Old Woman Bay Kodiak, Weather Station NAS Adak, Alaska and Who at the softball game.

Row Seven - Left to Right:

Yet more ice in the Arctic Ocean, ZE-6 arriving Fairbanks, ZE-9 at NAS Adak, Alaska, Shemya approach, Russan fishing fleet, Aleutian Rocky Cloud, Unknown River Delat in Alaska, and Russian mother ship in Bering Sea.

Row Eight - Left to Right:

Approaching the Coast, Crew 10 Enlisted at Russian River Kodiak, Denali The Great One, Fire Rescue at NAS Adak, Alaska or NAS Kodiak, Alaska, Harris with squadron sign, Herk Jordan AD apc, Jake Jacobs AD PC and Jordan Fillin it up at Akak.

Row Nine - Left to Right:

NAS Kodiak, Alaska and Old Woman Bay, NAS Kodiak, Alaska from 4k, LT Jim Poore snoozin at the wing beam, LT Simonsen dozing at the wing beam, Maybe Rat Island in the Aleutians, Mt. McKinley, Old Woman Bay from 10K and One of many Aleutian Volcanoes.

Row Ten - Left to Right:

One of many sunset from Navigation Bubble, ne of 1000 Smokes, Quiet time on Old Woman Bay, Red Lewis at the softball game, Russian mother ship off the Aleutians, Russian mother ships and trawlers, Russian tanker enroute to refuel mother ship and Russian Trawler off the Aleutians.

Row Eleven - Left to Right:

Somewhere in Alaska, The Chugach Range maybe, The Tanker - mother ship and Trawler, What a Bear Swipe, Will Henry on NAS Kodiak, Alaska Ramp, ZE-10 NAS Kodiak, Alaska ramp, ZE-10 NAS Kodiak, Alaska ramp, Missle Tracker in Pacific and One of 3 Russian Missle Trackers.

Row Twelve - Left to Right:

One of 3 Russian Trackers, Two of 3 Russian Trackers, Third Russian Tracker, My work station, Sunrise from the Naviagation Bubble, Making a run on Bird Rock, Sunset over the Gym and Deception Pass Bridge.

Row Thirteen - Left to Right:

LT Norm Holm and Jordan, Mt. Baker in the Afterglow, Night patrol lauch from Whidbey, North side of Deception Pass, The Olympic Peninsula, Washdown at Whidbey, Checking out the drivers seat and Deception Pass Bridge from the west.

Row Fifteen - Left to Right:

Henry at Radar, Jacobs Jordan Henry Mileski, Log Raft at Deception Pass, Quiet night on the ramp, The Olympics in summer, VP-17 Ramp and 1 Airborne, Will Henry and ZE-10 and Will Henry NAS Kodiak, Alaska ramp 1959.

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Circa 1956 - 1959

A BIT OF HISTORY: "...VA(HM)-10 to VP-17 via the provided to me by the Naval Historical Center..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [09JAN2007]

On 1 JUL 56, while deployed to NAF Naha, Okinawa, Japan, Patrol Squadron Seventeen (VP-17) was redesignated Heavy Attack Mining Squadron Ten. VA(HM)-10 was one of two such squadrons in the NAVY. One west coast - one east coast. Flying Lockheed P2V-6 Neptunes, VA(HM)-10 retained the tail letters-"BH". CDR E. L. Plowman assumed command in August of 1956. VA(HM)-10 returned to their home port at NAS Whidbey Island, Washington in September of 1956. Shortly thereafter aircrews began training to transition to the P2V-6M. The -6M had the capability for firing the Petrel air-to-surface missle.

In April of 1957 the squadron began to transition to the P2V-5F. The squadron's P2V-6M aircraft were transferred to the reserves in preparation for a WestPac deployment in the -5Fs. On 1 SEP 57, VA(HM)-10 deployed to MCAS Iwakuni, Japan and FAW-6 with their -5Fs. All NAVY patrol squadrons received new tail codes letters on 9 DEC 57. VA(HM)-10 dropped their old "BH" tail code and began using "ZE".

On 11 MAR 58 the squadron returned from deployment and CDR J. P. Wheatley assumed command on 19 APR 58.

On 18 MAY 59 the squadron deployed with their -5Fs to NAS Kodiak, Alaska and FAW-4. CDR R. Larson assumed command on 24 APR 59. On 1 JUL 59 Heavy Attack Mining Squadron Ten (VA(HM)-10) was redesignated back to PATROL SQUADRON SEVENTEEN (VP-17). VP-17 returned from deployment on 20 NOV 59 and carried the tail letters of "ZE" until their disestablishment on 31 MAR 95.

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Circa 1955

A BIT OF HISTORY: "...I noticed that the time frame that I was in the squadron was missing (Apr. 1955 - Nov 1956). Unfortunately so are most of my memories. I was just curious if there might be something I missed. I remember the squadron was re-designated to VAHM-10 during that time. We were on deployment in Naha. A short time after we got back to the states we got the new P2. The Petre didn't pan out for one reason or another and the squadron became VP-17 again. We was supposed to be Petre Missile capable, as I recall. Our ASW equipment was a 20MM in the nose and tail and 50Cal on the upper deck, a sono receiver forward on the flight deck. Good heavens, have we come a long way??..." Contributed by R.W. Queal AW1, USN Ret que156@exchange.prb.net [26OCT99]

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Circa 1954

A BIT OF HISTORY: Tent City "...Circa 1953-1954 VP-17 crewman - Tent City at NAS Iwakuni, Japan..." Contributed by CURRY, G. L. gcurry147@earthlink.net [24MAY2002]

A BIT OF HISTORY: Tent City "...Circa 1953-1954 VP-17 Barracks after Tent City at NAS Iwakuni, Japan..." Contributed by CURRY, G. L. gcurry147@earthlink.net [24MAY2002]

A BIT OF HISTORY: "...Circa 1954... NAS Iwakuni, Japan...D.W. Jones & Edward A. Rausch on board a Baker-Howe 11" Contributed by Edward A. Rausch via RAUSCH, Edward lydadel@aol.com [14JUL2001]

A BIT OF HISTORY: "...VP-772 was flying out of Sand Point, Seattle, WA in 1952. The squadron was activated and became VP-17. We were flying PB4Y-2's at the time and were sent to NAS Iwakuni, Japan in December of 1952. We flew anti-sub patrol for Task Force 77. When we returned to the States we were stationed at Ault Field on Whidbey Is., WA. At that time we were issued P2V-5's for training and later P2V-6's. The squadron returned to NAS Iwakuni, Japan in 1954 and back to NAS Whidbey Island, Washington in early 1955..." Contributed by John (Jack) W. Brown tazinc@gci.net [12JAN2001]

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Circa 1953

A BIT OF HISTORY: UNIT: VP-17 PREVIOUS DES: VP-772 NAME: White Lightings TAIL CODE: BH ACTIVATED: 2-4-53 DEACTIVATED: TYPICAL LOCATION(S): NAS Whidbey Island, Washington
"Title: Lockheed P2V Neptune An Illustrated History by Wayne Mutza wmutza@wi.rr.com...A Schiffer Military History Book...ISBN: 0-7643-0151-9...286 pages full of pictures and history!

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Circa 1950 - 1953
Korean War

A BIT OF HISTORY: "...Patrol Squadron Korean War Deployments - 1950 Deployments - 1951 Deployments - 1952 Deployments - 1953 Deployments..." WebSite: Naval Historical Center http://www.history.navy.mil/a-korea/vp-deploy.htm [26MAY2007]

VP-1


Deployed to: NAF Naha, Okinawa, Japan
Date In: 19 Aug 1950
Date Out: 13 Nov 1950
Patrol Area: Formosa Straits
Aircraft: P2V-3/3W
Losses: None
Detachment Location: None

Deployed to: NAF Naha, Okinawa, Japan
Date In: Apr 1951
Date Out: 29 Aug 1951
Patrol Area: Korean coast
Aircraft: P2V-3
Losses: None
Detachment Location: None

Deployed to: NAF Naha, Okinawa, Japan
Date In: 29 Mar 1952
Date Out: 5 Oct 1952
Patrol Area: Korean coast
Aircraft: P2V-3
Losses: None
Detachment Location: None

Deployed to: NAF Naha, Okinawa, Japan
Date In: 27 May 1953
Date Out: 1 Dec 1953
Patrol Area: Korean coast
Aircraft: P2V-5
Losses: None
Detachment Location: None


VP-2


Deployed to: Detachment only
Detachment Location: NAF Naha, Okinawa, Japan
Detachment Date In: 1 Aug 1951
Detachment Date Out: 2 Dec 1951
Patrol Area: East China Sea; Yellow Sea
Aircraft: P2V-3W
Losses: None


VP-6


Deployed to: Johnson AFB
Date In: 7 Jul 1950
Date Out: 6 Aug 1950
Patrol Area: Yellow Sea

Deployed to: Tachikawa AFB
Date In: 7 Aug 1950
Date Out: 12 Feb 1951
Patrol Area: Korean coastline; Sea of Japan
Aircraft: P2V-3/3Wbr>Losses: None
Detachment Location: NAS Atsugi, Japan
Detachment In: 5 Jan 1951
Detachment Out: 12 Feb 1951
Patrol Area: Yellow Sea; Korean coastline

Deployed to: NAS Atsugi, Japan
Date In: 1 Aug 1951
Date Out: 14 Jan 1952
Patrol Area: Yellow Sea; Sea of Japan; Tsushima Straits
Aircraft: P2V-3/3W
Losses: P2V-3 on 16 Aug 1951, crew rescued P2V on 6 Nov 1951, 10 KIA (combat)
Detachment Location: None


VP-7


Deployed to: NAS Iwakuni, Japan
Date In: 28 Jun 1953
Date Out: 27 Jul 1953
Patrol Area: Sea of Japan; Yellow Sea
Aircraft: P2V-5
Losses: None
Detachment Location: None


VP-9


Deployed to: NAS Iwakuni, Japan
Date In: 27 Jun 1952
Date Out: 16 Nov 1952
Patrol Area: Sea of Japan
Aircraft: P4Y-2S
Losses: None
Detachment Location: Pusan
Detachment Date In: Jul 1952
Detachment Date Out: 3 Jan 1953
Patrol Area: Inland Korea


VP-17


Deployed to: NAS Iwakuni, Japan
Date In: 1 Feb 1953
Date Out: 30 Jun 1953
Patrol Area: Sea of Japan; Yellow Sea
Aircraft: P4Y-2/2s
Losses: None
Detachment Location: None


VP-22


Deployed to: NAF Naha, Okinawa, Japan
Date In: 4 Nov 1950
Date Out: 1 May 1951
Patrol Area: Chinese mainland; Formosa
Aircraft: P2V-4
Losses: P2V, 21 Jan 1951 (non-combat)
Detachment Location: None
VP-22

Deployed to: NAS Atsugi, Japan
Date In: 1 Dec 1951
Date Out: 31 May 1952
Patrol Area: Tsushima Straits; Sea of Japan
Aircraft: P4Y-2S
Losses: None
Detachment Location: None
VP-22

Deployed to: NAS Atsugi, Japan
Date In: 30 Nov 1952
Date Out: 31 May 1953
Patrol Area: North and South China Sea
Aircraft: P2V-5
Losses: P2V-5, 18 Jan 1953 (combat), 7 rescued, 4 KIA and 2 POW (combat related)
P2V-5, 31 Jan 1953 (non-combat)
Detachment Location: None


VP-28


Deployed to: NAF Naha, Okinawa, Japan
Date In: 16 Jul 1950
Date Out: 7 Aug 1950
Patrol Area: Foochow; Shanghai
Aircraft: PB4Y-2S
Losses: None
Detachment Location: NAF Agana
Detachment Date In: Jan 1950
Detachment Date Out: 7 Aug 1950
VP-28

Deployed to: Tachikawa AFB
Date In: 1 Apr 1951
Date Out: 9 Oct 1951
Patrol Area: Yellow Sea; Tsushima Straits
Aircraft: PB4Y-2S
Losses: None
Detachment Location: Itami AFB
Detachment Date In: 24 Apr 1951
Detachment Date Out: 30 Apr 1951
Patrol Area: Japanese coast, ASW ops.
Detachment Location: Kimpo AFB
Detachment Date In: 1 Oct 1951
Detachment Date Out: 13 Dec 1951
Patrol Area: Inland Korea
VP-28

Deployed to: NAF Itami
Date In: 1 Jun 1952
Date Out: 2 Dec 1952
Patrol Area: North Korean coast; China coast
Aircraft: P2V-3/P4Y-2/2S
Losses: None
Detachment Location: None


VP-29


Deployed to: NAS Atsugi, Japan
Date In: 27 Sep 1952
Date Out: 1 Apr 1953
Patrol Area: Sea of Japan; Korean coast
Aircraft: P2V-5/6
Losses: None
Detachment Location: None


VP-40


Deployed to: NAS Iwakuni, Japan
Suisun (AVP 53), 11 Apr 1951–late 1951
Date In: 9 Jun 1951
Date Out: 13 Dec 1951
Patrol Area: Yellow Sea; Tsushima Straits
Aircraft: PBM-5/5S
Losses: None
Detachment Location: None
VP-40

Deployed to: NS Sangley Point, Philippines
Date In: 2 Sep 1952
Date Out: 28 Mar 1953
Patrol Area: South China Sea; Formosa Straits
Aircraft: PBM-5/5S
Losses: None
Detachment Location: Pescadores
Detachment Date In: 2 Sep 1952
Detachment Date Out: 28 Mar 1953
Patrol Area: South China Sea and East China Sea
Detachment Location: NAF Naha, Okinawa, Japan
Detachment Date In: 2 Sep 1952
Detachment Date Out: 28 Mar 1953
Patrol Area: East China Sea; Yellow Sea


VP-42


Deployed to: NAS Iwakuni, Japan
Date In: 19 Jul 1950
Date Out: 10 Aug 1950
Patrol Area: Korean coast

Deployed to: NAS Yokosuka
Date In: 11–31 Aug 1950
Date Out: 1 Sep 1950
Patrol Area: Tsushima Straits; Sea of Japan

Deployed to: NAS Iwakuni, Japan
Pine Island (AV 13), Aug 1950–Dec 1950
Curtiss (AV 4), 1 Nov 1950–1 Dec 1950
USS Gardiners Bay (AVP-39), 18 Oct 1950–27 Feb 1951
Suisun (AVP 53), 11 Apr 1951–15 Jul 1951
Date In: 1 Sep 1950
Date Out: 9 Apr 1951
Patrol Area: Yellow Sea
Aircraft: PBM-5
Losses: PBM-5, 7 Jan 1951 (non-combat)
Detachment Location: Inchon
USS Gardiners Bay (AVP-39), 3–13 Oct 1950
Detachment Date In: 3 Oct 1950
Detachment Date Out: 17 Oct 1950
Patrol Area: Korean waters
Detachment Location: Chinhae
USS Gardiners Bay (AVP-39), 13–18 Oct 1950
Detachment Date In: 14 Oct 1950
Detachment Date Out: 18 Oct 1950
Patrol Area: Korean waters; Yellow Sea

Deployed to: NAS Iwakuni, Japan
Date In: 7 Dec 1951
Date Out: 6 Jun 1952
Patrol Area: Korean coast
Aircraft: P4Y-2
Losses: None
Detachment Location: Chinhae
Detachment Date In: 15 Mar 52
Detachment Date Out: Apr 1952
Patrol Area: Inland Korea


VP-46


Deployed to: Pescadores Islands
Suisun (AVP 53) 30 Jul 1950–6 Mar 1951
Date In: 31 Jul 1950
Date Out: 6 Feb 1951
Patrol Area: Formosa Straits; China

Deployed to: NS Sangley Point, Philippines
Date In: 1 Dec 1950
Date Out: 6 Feb 1951
Patrol Area: Night sector searches
Aircraft: PBM-5
Losses: None
Detachment Location: Buckner Bay
USS Salisbury Sound (AV-13), 1 Nov 1950–6 Mar 1951
Detachment Date In: 1 Nov 1950
Detachment Date Out: 6 Feb 1951
Detachment Location: NS Sangley Point, Philippines
Detachment Date In: 31 Jul 1950
Detachment Date Out: 6 Feb 1951
Patrol Area: Courier flights to Okinawa

Deployed to: NAS Iwakuni, Japan
Floyds Bay (AVP 40), 26 Sep 1951–early 1952
USS Gardiners Bay (AVP-39), 26 Sep 1951–early 1952
Date In: 30 Sep 1951
Date Out: 2 Apr 1952
Patrol Area: Korean coast
Aircraft: PBM-5S/5S2
Losses: None
Detachment Location: Chinhae
Suisun (AVP 53)
Detachment Date In: Sep 1951
Detachment Date Out: 2 Apr 1952
Patrol Area: Korean coast

Deployed to: NAS Iwakuni, Japan
Kenneth Whiting (AV 14)
Date In: 1 Mar 1953
Date Out: 27 Jul 1953
Patrol Area: Formosa Straits; east coast of Korea
Aircraft: PBM-5S2
Losses: None
Detachment Location: None


VP-47


Deployed to: NAS Iwakuni, Japan
USS Gardiners Bay (AVP-39), Jul 1950–1 Oct 1950
Date In: 31 Jul 1950
Date Out: 16 Oct 1950
Patrol Area: Chosin Straits

Deployed to: Chinhae/Inchon
USS Gardiners Bay (AVP-39), 3–13 Oct 1950
Patrol Area: Korean waters
Date In: 16 Oct 1950
Date Out: 15 Nov 1950

Deployed to: NAF Yokosuka
Date In: 16 Nov 1950
Date Out: 1 Jan 1951
Patrol Area: Sea of Japan; eastern Korean coast
Aircraft: PBM-5
Losses: None
Detachment Location: None

Deployed to: Pescadores Island
Pine Island (AVP 12)
Date In: 1 Aug 1951
Date Out: 4 Mar 1952
Patrol Area: Yellow Sea
Aircraft: PBM-5
Losses: None
Detachment Location: NS Sangley Point, Philippines
USS Salisbury Sound (AV-13)
Detachment Date In: 26 Jul 1951
Detachment Date Out: 4 Mar 1952
Patrol Area: China Sea
Detachment Location: Buckner Bay
USS Gardiners Bay (AVP-39)
Corson (AVP 37)
Detachment In: 26 Jul 1951
Detachment Date Out: 4 Mar 1952
Patrol Area: China Sea
1952 Deployments
VP-47

Deployed to: NAS Iwakuni, Japan
Kenneth Whiting (AV 14)
USS Gardiners Bay (AVP-39)
Date In: 22 Nov 1952
Date Out: 31 May 1953
Patrol Area: Yellow Sea; Sea of Japan
Aircraft: PBM-5
Losses: None
Detachment Location: Fukuoka
Corson (AVP 37)
Detachment Date In: Dec 1952
Detachment Date Out: 31 May 1953
Patrol Area: Sea of Japan


VP-48


Deployed to: NAS Iwakuni, Japan
Kenneth Whiting (AV 14)
USS Gardiners Bay (AVP-39)
Date In: Jul 1953
Date Out: Dec 1953
Patrol Area: Yellow Sea
Aircraft: PBM-5S2
Losses: PBM-5 on 30 Jul 1953 (non-combat), 5 rescued, 10 killed in the crash
Detachment Location: None


VP-50


Deployed to: NS Sangley Point, Philippines
Date In: 1 May 1953
Date Out: 1 Sep 1953
Patrol Area: South China Sea
Aircraft: PBM-5S2
Losses: PBM-5 on 30 Jun 1953 (non-combat)
Detachment Location: NAS Iwakuni, Japan
USS Kenneth Whiting (AV-14)
USS Gardiners Bay (AVP-39) thru June 1953
Floyds Bay (AVP 40)
Detachment Date In: 1 Jun 1953
Detachment Date Out: 27 Jul 1953
Patrol Area: Korean coast


VP-57


Deployed to: NAS Atsugi, Japan
Date In: 28 Mar 1953
Date Out: 27 Jul 1953
Patrol Area: Sea of Japan; Yellow Sea
Aircraft: P2V-5
Losses: None
Detachment Location: None


VP-731


Deployed to: Buckner Bay
USS Salisbury Sound (AV-13), 1 Nov 1950–6 Mar 1951
Suisun (AVP 53), 6 Mar 1951–13 Aug 1951
Date In: 7 Feb 1951
Date Out: 13 Aug 1951
Patrol Area: Formosa Straits; China coast
Aircraft: PBM-5
Losses: None
Detachment Location: NS Sangley Point, Philippines
USS Salisbury Sound (AV-13), 13 Mar 1951–18 Oct 1951
Detachment Date In: 7 Feb 1951
Detachment Date Out: 13 Aug 1951
Patrol Area: Formosa coast; China coast
Detachment Location: Hong Kong
Detachment Date In: 7 Feb 1951
Detachment Date Out: 13 Aug 1951
Patrol Area: Courier Flights

Deployed to: NAS Iwakuni, Japan
Kenneth Whiting (AV 14)
USS Gardiners Bay (AVP-39)
Date In: 1 Jun 1952
Date Out: 8 Dec 1952
Patrol Area: Korean coast; Formosa Straits
Aircraft: PBM-5S2
Losses: PBM damaged on 31 Jul 1952, 2 KIA and 2 WIA (combat related)
Detachment Location: None


VP-772


Deployed to: NAS Atsugi, Japan
Date In: 31 Jan 51
Date Out: 3 Aug 1951
Sea Patrol Area: Yellow; Tsushima Straits
Aircraft: P4Y-2
Losses: None
Detachment Location: K-1, Pusan
Detachment Date In: 12 Jun 1951
Detachment Date Out: 3 Aug 1951
Patrol Area: Inland Korea


VP-871


Deployed to: NAS Atsugi, Japan
Date In: 1 Dec 1951
Date Out: 7 Jul 1952
Patrol Area: Sea of Japan
Aircraft: P4Y-2S
Losses: None
Detachment Location: Kimpo AFB
Detachment Date In: 12 Dec 1951
Detachment Date Out: 7 Jul 1952
Patrol Area: Inland Korea


VP-892


Deployed to: NAS Iwakuni, Japan
Curtiss (AV 4) thru 30 Dec 1950
Pine Island (AV 12), Dec 1950–mid-1951
USS Gardiners Bay (AVP-39), 18 Oct 1950–13 Apr 1951
Suisun (AVP 53), 11 Apr 1951 – Late 1951
Date In: 13 Dec 1950
Date Out: 9 Jun 1951
Patrol Area: Yellow Sea, night patrols
Aircraft: PBM-5
Losses: None
Detachment Location: None
1951 Deployments

Deployed to: NS Sangley Point, Philippines
USS Salisbury Sound (AV-13)
Date In: 1 Mar 1952
Date Out: 12 Sep 1952
Patrol Area: China Sea
Aircraft: PBM-5S/S2
Losses: None
Detachment Location: None
1953 Deployments

A BIT OF HISTORY: "...Patrol squadrons in the Korean War - Naval Aviation News, July-August, 2002 by Rick Burgess..." http://www.findarticles.com/p/articles/mi_m0IAX/is_5_84/ai_90332255 [29MAR2005]

Because most of the combat action of the KOREAN WAR took place over the Korean peninsula, the bulk of the Navy's aerial contribution to the war took the form of carrier-based tactical aircraft. For Navy patrol squadrons (VP), the war was fought primarily on the peripheries of the main front, mostly in sea-control and sea-denial missions, and other roles such as mine hunting.

The Korean War was one hot spot of many along the Asian landmass attracting the attention of VP squadrons in the early 1950s. The broader Cold War was in full chill. The Soviet Union had tested its first nuclear weapons in 1949, and its large submarine fleet presented a credible threat to the Navy's carrier and amphibious task forces. Also in 1949, the Communist Chinese People's Liberation Army forces had pushed the Chinese Nationalist forces off the Asian mainland across the Formosa Strait onto Formosa (now Taiwan). French colonial forces in Indochina were embattled by an increasingly strong Viet Minh force led by Ho Chi Minh. From the Bering Strait to Singapore, Navy patrol planes had much to monitor.

Although the U.S. Seventh Fleet's carrier task forces were committed to the Korean area of operations, the fleet still was charged with the protection of Formosa. The fleet was able to maintain routine surveillance of the Formosa Strait with patrol aircraft, which made it impossible for the Communist Chinese to launch a surprise invasion of the island.

In the Korean area of operations, VP squadrons participated in the blockade of North Korea, keeping merchant shipping and fishing fleets under surveillance and deterring hostile submarine activity. In addition, patrol aircraft hunted and destroyed mines, dropped flares for air strikes, and conducted weather reconnaissance and search-and-rescue operations.

At the beginning of the Korean War, Pacific Fleet VP squadrons were equipped with three heavily armed aircraft types. Martin PBM-5/5S/5S2 Mariners were the only flying boats in active patrol squadrons (the P5M Marlin had not yet entered service.) Seaplanes were increasingly being displaced by land-based patrol bombers, such as the four-engine Consolidated Privateer P4Y-2/2S/2B, a holdover from WW II; and versions of the new twin-engine Lockheed Neptune (P2V2/3/3W/4/5), successor to the post-WWII PV-2 Harpoon patrol bomber.

The Pacific Fleet was equipped with only nine VP squadrons in June 1950, having disestablished four squadrons in the first half of the year. VP squadrons were based at NAS Whidbey Island, Washington; NAS North Island, San Diego, California; and NAS Barbers Point, Hawaii. They deployed to NAF Yokosuka, Japan; NS Sangley Point, Philippines, Philippines.; NAS Kodiak, Alaska; and NAS Agana, Guam. By the end of 1950, seven reserve VP squadrons were activated, five of which were assigned to the Pacific Fleet. By the end of 1951, two more active duty VP squadrons were established in the Pacific Fleet, and two more reserve squadrons were activated to augment them. NAS Alameda, California, and NAS Seattle, Washington, accommodated some of the new squadrons. Only one Atlantic Fleet patrol squadron, VP-7 at NAS Quonset Point, Rhode Island, was deployed to the war zone, arriving less than one month before the truce on 30 June 1953.

When the war broke out in 1950, Fleet Air Wing FAW-1 at Guam controlled squadrons deployed to the western Pacific. In July 1950 FAW-1 moved to Naha, Okinawa, to control patrols over the Formosa Strait using one land-based and one flying boat squadron. FAW-6 was established at Atsugi, Japan, to coordinate patrols in the Yellow Sea and Sea of Japan. Eventually the typical strength of FAW-6 included three land-plane squadrons and two flying boat squadrons, as well as two squadrons of Royal Air Force Sunderland flying boats. These command structures remained in place throughout the war, except during a short period when they were relieved by FAW-2 and FAW-14, respectively.

Only eight patrol planes--PBMs assigned to VP-46 and the squadron it was relieving, VP-47--patrolled the Far East when the North Korean invasion began, while VP-28's PB4Ys were deployed to NAS Agana, Guam. Soon, VP-47 was regrouped and retained on deployment, VP-6's P2V-3s arrived at Johnson Air Base near Tokyo, Japan, and VP-42's PBMs staged at Iwakuni, Japan. VP-28 staged to NAF Naha, Okinawa, Japan and began daily patrols of the Formosa Strait and the coast of China. Other squadrons rotated in turn, and also deployed to far-flung bases and anchorages such as Hong Kong; the Pescadores, Buckner Bay and NAF Kadena, Okinawa, Japan; Tachikawa and Itami in Japan; and NAS Kodiak, Alaska and Shemya in the Aleutians.

As the North Korean invasion pushed south, VP-6's Neptunes were used on three occasions to provide naval gunfire spotting for United Nations warships on the western coast of South Korea. The squadron's P2V-3s, armed with 20mm cannon, bombs and rockets, also launched many attacks themselves against North Korean targets along the northeast shore.

On 29 July 1950, two crews destroyed a railroad train with their rockets and guns. On 13 August, crews sank three boats and two barges engaged in minelaying near Chinnampo, and damaged two surface craft near Wonsan. One VP-6 Neptune was damaged in the attack. An attack on a patrol boat near Chinnampo on 16 August was fatal to another VP-6 aircraft, which ditched after taking fire. The crew was rescued by the Royal Navy cruiser HMS Kenya. Patrol planes were prohibited thereafter from undertaking attack missions over Korea. VP-6 became the only patrol squadron awarded the Navy Unit Citation during the Korean War.

Patrol planes--PBMs, P2Vs and Sunderlands--were used extensively in mine hunting, particularly in the harbors of Inchon and Wonsan. This tedious activity required the PBMs to fly low and slow, close enough to detonate a moored mine with machine gunfire, but high enough to avoid the mine's explosion. P2Vs dropped depth charges to wipe out magnetic mines.

In 1951 VP squadrons were pressed into another role, this time over land, dropping illumination flares in support of air strikes. Known as Firefly missions, they helped deny the night to enemy supply movements. Admiral Arthur W. Radford suggested the use of P4Y-2 Privateers as flare ships to replace the more vulnerable R4D Skytrains in illuminating targets for Marine Corps F4U-5N Corsair and F7F-3N Tigercat night hecklers. One P4Y from VP-772 was modified For the mission and proved highly successful, and three more P4Ys from VP-772 and VP-28 were assigned as "Lamp Lighters" (later operated by successive squadrons). During a typical mission, the P4Y would rendezvous with four attack aircraft, search for truck convoys and illuminate the targets for the attack aircraft.

Although United Nations forces were successful in maintaining air superiority over most of the Korean peninsula, lumbering patrol aircraft had a few encounters with enemy aircraft. A VP-42 Mariner was damaged on 11 May 1952 by a MiG-15 fighter over the Yellow Sea, and on 31 July 1952 a VP-731 PBM was seriously damaged by gunfire from a MiG-15, which killed two crewmen and injured two others.

Flights off China and the Soviet Union, far from protective cover, were more dangerous. VP-28 P4Ys were attacked over the Formosa Strait on 26 July by an F-51 Mustang in North Korean markings, and on 20 September and 22 November 1950 by MiG-15s, all without result. A VP-42 PBM was lost to unknown causes in the southern Formosa Strait on 5 November. On 6 November 1951 a VP-6 P2V-3W was shot down, with no survivors, by Soviet fighters near Vladivostok. On 18 January 1953 Chinese antiaircraft batteries shot down a VP-22 P2V off Swatow. A Coast Guard PBM-5G picked up the survivors but crashed on takeoff, resulting in the loss of 11 fliers, including 7 from the P2V. The survivors were rescued by a Navy ship. Further such aircraft incidents and losses occurred in the years after the Korean truce.

One daring P2V crew amazingly survived a series of eight or nine intentional overflights of the Soviet Union's Kamchatka peninsula between April and June 1952. A VP-931 P2V-3W--modified with special electronic intelligence equipment in its nose and flown by a handpicked crew--flew in radio silence over the peninsula at 15,000 feet in search of military installations. When military sites were detected, an Air Force RB-50 flying above and behind the P2V photographed the sites. The snoopers were intercepted on two missions by Soviet MiG fighters but apparently never were fired upon. Fortunately, the recently declassified operations never required the services of the Air Force SB-17 rescue plane assigned to the missions. This VP-931 (later VP-57) crew also performed a daring search and rescue flight in July 1953 over Vladivostok harbor for the crew of an RB-50 that was shot down by Soviet fighters. A U.S. destroyer rescued one of the crewmen.

Land-based patrol planes saw greater use than flying boats in the Korean War, proving to be more efficient. In Korea, land-based patrol planes flew 12 sorties for every 9 flown by flying boats.

As with U.S. forces in general, patrol aviation maintained a high level of presence in the Far East after the Korean War. Its operations increasingly focused on peripheral reconnaissance of the Soviet Union and China, particularly surveillance of the growing Soviet submarine force and vigilance against Chinese sabre-rattling against Formosa.

U.S. Navy Patrol Squadrons in the Korean War

Squadron    Aircraft    Tail Code    Home Port

VP-1
P2V-3/3W/5
CD
NAS Whidbey Island, Washington

VP-2
P2V-2/3W/4
SB
NAS Whidbey Island, Washington

VP-4
P2V-4
SC
NAS Barbers Point, Hawaii

VP-6
P2V-3/3W
BE
NAS Barbers Point, Hawaii

VP-7
P2V-5
HE
NAS Quonset Point, Rhode Island

VP-9
P4Y-2
CB
NAS Whidbey Island, Washington

VP-17
(VP-772)
P4Y-2/2S
BH
NAS Seattle, Washington

VP-19
(VP-871)
P4Y-2
CH
NAS Alameda, California

VP-22
P2V-3/4/5
CE
NAS Barbers Point, Hawaii

VP-28
P4Y-2S
CF
NAS Barbers Point, Hawaii

VP-29
(VP-812)
P2V-5
BF
NAS Whidbey Island, Washington

VP-40
PBM-5/5S
CA
NAS North Island, San Diego, California

VP-42
PBM-5/5S/5S2
SA
NAS North Island, San Diego, California

VP-46
PBM-5/5S/5S2
BD
NAS North Island, San Diego, California

VP-47
PBM-5
BA
NAS Alameda, California

VP-48
(VP-731)
PBM-5
SF
NAS North Island, San Diego, California

VP-50
(VP-892)
PBM-5/5S
SE
NAS Alameda, California

VP-57 (VP-931)
P2V-2/3W/5
BI
NAS Whidbey Island, Washington

---

Circa 1950

A BIT OF HISTORY: "...History of Patrol Squadron Seventeen 1950 through 1973..." VPNAVYs Library Patrol Squadron SEVENTEEN 1973 Cruisebook [15SEP99]

History of Patrol Squadron SEVENTEEN began on I September 1950. Known as VP-772, a "Weekend Warrior" Reserve Squadron, the unit was activated and became the first Reserve Squadron to participate in the Korean conflict. Staging operations from MCAS lwakuni, Japan, VP-772 flew 425 missions over enemy territory in the four engine heavy patrol bomber, PB4Y-2 "Privateer."

At the conclusion of the war, having been newly designated Patrol Squadron SEVENTEEN (VP-17), the unit returned to its new home duty station, NAS Whidbey Island, Washington, Washington. After settling down at NAS Whidbey Island, Washington and having received a new aircraft, the Lockheed P2V-6 "Neptune," the squadron began establishing itself as one of the best ASW units in the Pacific.

In July 1956, VP-17 was designated Heavy Attack Mining Squadron TEN (VA (HM) 10), becoming the only heavy attack mining squadron in the Pacific. For the next three years VA (HM) 10 deployed several times to Alaska, establishing an outstanding flying record, which resulted in the squadron being awarded the Chief of Naval Operations Commendation. On I July 1959, VA

"...I served in it as a pilot between February 1955 and June 1958, and noticed an error in the history text. It should be: In July 1956, VP-17 was designated Heavy Attack Mining Squadron TEN (VA (HM) 10), becoming the only heavy attack mining squadron in the Pacific. For the next three years VA (HM) 10 deployed several times to the far east, establishing an outstanding flying record, which resulted in the squadron being awarded the Chief of Naval Operations Commendation. On I July 1959, VA..." Contributed by Lawrence Mayhew lmayhew4@attbi.com [02MAY2002]

(HM) 10 was re-designated Patrol Squadron SEVENTEEN and the squadron resumed its antisubmarine warfare operations in the Pacific.

During the next several years, VP-17 continued with normal operations and training missions making deployments to Alaska and the Western Pacific. In 1966, the squadron was the recipient of the coveted "Triple Crown" of the ASW, Chief of Naval Operations Safety Award, the Chief of Naval Operations Maintenance Award, and the Battle Efficiency "E" for Pacific Squadrons. In connection with the Battle Efficiency "E", VP-17was awarded the lsbell ASW trophy signifying excellence in air anti-submarine warfare maneuvers. Thus, the squadron had established itself as the outstanding ASW unit in the Pacific.

During the years 1966-1972, VP-17, now known as the "White Lightning" squadron, completed deployments to Sangley Point, Philippines, lwakuni, Japan, and Naga, Okinawa. During this time, they made valuable contributions to the U.S. efforts in Southeast Asia, by participating in operation Market Time. Working out of detachments in U-Tapao Royal Thailand Air Force Base, Thailand. Cam Ranh Bay, Vietnam, and Cubi Point, Philippines, VP-17 flew over 1250 combat sorties, accumulating 12,500 accident free flight hours. In the course of these missions, VP-17 was responsible for the detection of several North Vietnamese infiltrator trawlers, and the destruction of four. The outstanding achievements of the "White Lightnings crews received wide recognition through numerous Air Medals and Navy Commendation Medals. The President of the United States also recognized the squadron's superior performance by awarding the Distinguished Flying Cross to a patrol plane pilot for the first time since the Korean War.

The officers and men of PATRON SEVENTEEN have demonstrated outstanding ability flying search and rescue missions. In 1971, a crew was responsible for the ultimate rescue of the lone survivor from a sunken freighter and again, in 1972, VP-17 located and assisted in rescuing 26 survivors of a burning merchant vessel.

Excelling in all areas, VP-17 was awarded a Meritorious Unit Commendation for outstanding performance in the spring and

summer of 1970 and again in the winter of 1970. PATRON SEVENTEEN was also the first Pacific Fleet VP squadron to take part in the joint North-South American training exercises, UNITAS XII. The outstanding success of this detachment reflects the spirit and team effort which has been the key to the squadron's success.

From May to November 1973, we were deployed to NAS Cubi Point, Philippines As the first VP squadron to complete a full deployment after the cessation of hostilities in Viet-Nam, the "White Lightning" Squadron scored an impressive 5500 accident-free hours in support of Seventh Fleet, while the "ground-pounders" worked 75,000 man-hours to keep us in the air. In the following pages, you will see the people who made the deployment safe and successful.

---

Circa 1945

A BIT OF HISTORY: "...Tawi Tawi..." Contributed by George R. Hauser grhauser@sbcglobal.net [12MAR2005]

My log lists the origin, duration, destination and date of each flight. A search on the internet revealed that most of the places listed are now flourishing. Puerto Pincesa (Palawan Island), Sandakan (northern Borneo), and Zamboanga all housed some of the worst Japanese prisons during WWII. These places now advertise their resorts, classy hotels, pools, beaches, tours, high raise building, etc. on the internet. I was able to locate data on all the places listed in my log except Maruda Bay Telega – could be my spelling. The round-trip flying time to Maruda Bay took only 4.8 hours – that would put it about 350 miles from Tawi Tawi.

There must be tens-of-thousands of islands in the Pacific. The Philippine alone consists 7,000 islands. How we always located our destinations and found the right landing area is now a mystery to me. Some of the places we landed were small with only a few feet of elevation. Jonston Island for example is only a mile long and one-tenth of a mile wide.

We were provided with the best available at the time. We were issued large maps and charts that were rolled out on the drafting table when used. We had LORAN (1) but operated outside its accurate range. Dead Reckoning (DR) navigation on the drafting table plus an occasional RADAR(2) fix worked pretty well – but RADAR didn't always work. And there was always the E6B. Wind measurements for DR navigation were determined from wind streaks on the water and wave conditions. We mostly flew at low altitudes over water so that the winds at our altitude and at sea level were close. Wind-stars could be flown to determine winds aloft but they required time and fuel and we rarely used them. During clear days confidence in DR positions could be bolstered – sometimes – by plotting moon and/or sun LOPs(3). During clear nights celestial navigation was used. Our nav. aids must have been good as we never got lost or landed at the wrong place.

When not flying PBMs were tied to buoys. We were required to maintain a security watch in the airplane at night. The watch consisted of one pilot and one enlisted crew member as a minimum. The job of the plane watch was to: guard against unfriendly visitors; start the engines and taxi to a clear area in case the airplane broke-loose from the buoy; use the engines to relieve the stress on the bow line should strong winds develop; and communicate with the tender as needed. We parked our plane in some bad places and Tawi Tawi was one of those bad places.

It was rumored that one of the airplanes was visited by a couple of natives one night. The men on board were frightened to the point where they opened-up with a tommy gun. The visitors left in a hurry and no one was hurt. Damage to the airplane was minor with only several small holes in the fuselage. We had been warned to stay clear of the Moro natives in the area – they had been causing trouble for more than a century and still are. Our PBMs were equipped with a couple of tommy guns and riffles plus hand guns. I don't remember anyone in our crew having fired them. (I learned recently that the word crew applies to enlisted personnel only. I always considered myself and the other two pilots as crew member.)


Five of our flights out of Tawi Tawi are listed as ASW (Anti Submarine Warfare). I have no record of the area covered by these flights. I do recall that at least two were conducted in the Makassar Straits, between Borneo and Celeles Island. Our ASW flights applied to surface ships as well as submarines. These were long flights - the longest was 14.5 hours, and nine hours was the shortest. Assuming an average speed of 150 mph the distances traveled would range from 2,175 down to 1,350 miles.

On one of these flights we flew near U.S. Ships that were bombarding Balikpapan on Borneo's central-east coast. We could see the gun muzzle blasts and then after what appeared to be too-long a time see the shell bursts on shore. The Australians had been fighting in Borneo since 1941. They invaded Balipapan in early July 1945.

(Trivia: Many years later while seated next to a man of about my age he looked me over and asked me what I had done during WWII. In answering him I happened to mention Balipapan. He, it turned out, was the chief in charge of one of the gun-turrets lobbing shells into Borneo as we flew over.)

On another ASW flight we spotted a ship also in Makassar Straits heading north at a speed that seemed much to fast for such and old and rusty-looking ship -- we challenged* it from a distance and received no response. We then flew right along side of it on the same heading and challenged it several more times and still no response. The boat had a flat-top deck and many poorly-dressed men would move to our side of the ship as we passed as though they were interested in watching us fly by. We finally positioned ourselves to drop a string of bombs along its length and made the run. I was unable to press the pickle button. We composed a position- report telling of our sighting and its location sent it to the tender as we headed for home. No one on the tender ever asked us about it and we didn't bing it up. Many years later, after reading Flags of Our Fathers, Fly Boys, Ghost Soldiers and others books, I wondered whether this could have been a Jap ship with a load of prisoners headed for a prison transfer station. Transfer stations separated the prisoner that were heathy enough to work as slaves and sent them to Jap construction projects. The weak and sickly ones were executed. There are several web sites on this subject.

http://www.sfps.k12.nm.us/academy/bataan/hell.html
*A challenge consisted of sending the letters O E ( ---- ---- ---- -) in Morse code with an aldis lamp (blinker light) from the cockpit window. The ship challenged would send the response for the day which it would get from its top-secret code book. If there was no response or the response was incorrect the ship was to be considered an enemy.

On one flight we delivered a package to the Australians operating in Borneo. We flew into Maruda Bay in North Borneo, landed and taxied to a point a couple of hundred yards off shore and anchored. One of the AMMs was station on the wing with a tommy gun. After a while one Australian and one native came to the forward hatch. He stated his business, was give the package and they paddled off after only a few a dozen words were exchanged, we took off and headed for Tawi Tawi. Several times an Australian would appear in the ward room for the evening meal, take in the movie on the fantail and be gone the next morning. PBMs and other large airplanes while conducting their normal missions would carry passengers traveling from one place to another. We even carried entertainers from a traveling USO show. There were no seats or seat belts, they'd squat down against a bulkhead, sit on a bunk and even stand between the pilots taking in the view of never-ending water. In addition to passengers we'd pick-up and deliver mail and movies. On one flight I went ashore for some reason, when I returned I noticed the plane was sitting low in the water – both wing floats were in the water. The crew glanced from me to a Navy Lt. and a couple of his helpers. They had piled so much mail in the cargo bay that I couldn't climb over it to get to the cockpit. After saying I would not fly the airplane loaded like that and a few other tense words the Lt. had his helpers rearrange the mail so that I could at least get to the cockpit and left. The cargo bay straddled the center of lift so the balance was probably OK. The weight was a worry so I decided to make a test run to determine if the airplane would rise-up on the step and plane properly. It performed so well that we took off and returned to Tawi Tawi.

We made three flights to Morotai, on one of these I witnessed a naval bombardment from the shore standing under the trajectory. Looking toward the ship one could see the muzzle blast, then hear a loud tearing sound and then, still looking toward the ships, see two shell side-by-side in their trajectory. The velocity of the shells was well below the speed of sound. My memory is foggy as to which flight in my log this occurred but Morotai seems most likely. Morotai is about 650 miles east of Tawi Tawi and is the eastern-most island of Indonesia. The Japanese surrendered to General MacArthur on 9/2/45; and they surrendered to the Australians on 9/9/45 at Morotai We made three trips to Morotai – 7/1/45, 7/20/45 and 8/1/45

On 8/3/45 two PBMs from VPB-17 were assigned to a bombing mission against Sandakan on northern coast of Borneo. This was to be a coordinated affaire with P-38s, PT Boats and the two VPB-17 PBMs all taking part. The Japanese, it was thought, were repairing surface ships and submarines at Sandakan. I don't remember the part that each of these three branches of the military were to play – it doesn't matter as only we in the PBMs arrived. Lt. - - - - was the lead pilot and I the other. After circling around for a while we decided to carry out our part of the raid. The place was deserted – not a person, vehicle or boat in sight. The only thing that looked worth bombing was a row of multiple-level dilapidated-looking buildings along the water front. We each dropped a string of bombs on the buildings from roof-top level and the turret gunners sprayed the place with 50 Caliber gunfire. (The bombs had delayed action fuses so we didn't fly over our own bomb blasts).

Though flying seaplanes was no white-scarf and pig-skin gloves type of job it had its advantages. We lived on a clean ship where food was good.– a minor problem was that there were always roasted little-black-bugs in the bread but one soon learned never to look at the bread or to bite down too hard. There was almost always a movie on the fantail and before the movie there was sometimes a news cast over a loud speaker. Though we weren't well informed on the progress of the war, we were kept up to the minute on the adventures of Sonny Wisecarver. Sonny was a 15 year old boy who had taken over some of the duties of GIs that were serving elsewhere. As Sonny's exploits were described a cheer would sometimes erupt from the movie goers. Tender skippers did there utmost to break the boredom for their crews. While at Tawi Tawi there were two dogs and a monkey onboard at one time. The navy must have had rules against animals onboard navy ships but Tawi Tawi was a long way from everyplace.

Night takeoffs and landings were made with reference to stars, reflections from moon light and flight instruments. After a night take off the path of the PBM on the water would glow with a bluish light.

At times while looking at the water from the ship the surface would be agitated by thousands of little fish trying to distance themselves from the surface of the water. This would be followed by a school of bigger fish feeding on the little ones.

While going to and from our airplane flying fish were disturbed by the boat would rise out of the water perhaps as much as six feet or more and fly for 10 yards more or less to escape what they perceived to be a predator.

On September 7, 1945 we left Twai Tawi for the last time and headed for Sangley Point, ten miles west of Manila. I have no idea why we spent seven days there – perhaps we were waiting for tenders to move into place. We had been spoiled living on a tender but soon got a taste of what it was like living on shore. We slept with mosquito netting over our face in a large tent. We got rained-on wherever we went. I still remember watching an outside movie standing in the rain – we were soaked all afternoon and reasoned that we couldn't get any wetter. It was so humid that our cloths never throughly dried and algae started to grow in our shoes. We did some site-seeing while there. We visited Manila – it was totally destroyed, buildings had been leveled. The Sea Bees had pushed back what had been buildings and cleared a one-way lane over the main street.

On 9/14/45 we took off for Okinawa.

1 LOng-RAnge-Navigation 2 RAdio-Detection-And- Ranging 3 Lines-Of- Position

A BIT OF HISTORY: "...NAS Kaneohe Bay, Hawaii and Lingayen..." Contributed by George R. Hauser grhauser@sbcglobal.net [22JAN2005]

After a long flight of almost eighteen hours the Island of Oahu appeared just a few degrees to our left. As Kaneohe Bay came into view, it looked much too small for landing. The approach we made was just over the sand bar separating the bay from the ocean - arrow. When the plane stopped it was evident that there was a lot of landing space still in front of us. As part of our training we made nighttime landings with only a single light at the top of a mast of a sunken sail boat – a victim of the Japanese raid.

Our flying schedule at Kaneohe was about the same as Banana River and Alameda. During air-to-air gunnery practice a FM (a fighter built by General Motors) towed a sleeve past our PBM at various relative directions and speeds to provide live-gunnery practice for the crew firing from the nose, dorsal, and tail turrets as well as from the waist. The pilot of the tow plane was Ted Williams we were told during debriefing. Ted Williams was a pilot in two wars and yet managed to become one of baseball's greats.

We visited the Royal Hawaiian Hotel on Waikiki Beach several times to listen to dual-piano music played by an overweight-civilian lady and a sailor and to grab a drink or two at the bar. The hotel had been taken over by the army (I believe) for R&R. In those days to get there from Kaneohe one took the Windward Transit Co. bus that traveled over the mountains by way of the Pali Pass. That trip was the most thrilling ride during our short stay at Kaneohe. (A tunnel now connects the north and south sides of the island at that location).

I signed for a brand new PBM # 59253 with orders to deliver it to squadron VPB-17 aboard the USS Currituck (AV-7) at Lingayen Gulf. This PBM model had the latest engines and electronics.

While flying out of Kaneohe we experienced our first real in-flight engine failure.

We were based at Kaneohe five days shy of one month when we were directed to report to VPB-17 aboard the Currituck at Lingayen Gulf. Lingayen Gulf is located at the Midwestern side of Luzon, PI about 125 miles north of Manila – arrow.


Our route and hours in route:

Kaneohe to Johnson    5.3
Johnson to Kwajalein   10.3
Kwajalein to Saipan   10.3
Saipan to Jinamoc   11.0
Jinamoc to Lingayen   3.5

USS Currituck (AV7)

We carried lots of hitchhikers on these flights – 20 from Jinamoc to Lingayen. That was a common way for military personnel to travel to and from assignments.

The Currituck anchored at Lingayen on June 11, 1945, just three days before our arrival on 14 June. It would be our home until 2 July. We flew one familiarization flight and three Black Cat missions while at Lingayen. The name Black Cat originated with the Catalina PBY flying boats that were painted black for low-altitude night attacks on shipping. Squadron VPB-17's job, while at Lingayen, was to fly Black Cat missions along the south China coast from Formosa to Hainan Island.



The area was divided into two sectors. The sector we flew included the coastline between Kowloon and Hainan Island. The flights were long, running more than 15 hours. With a mid-afternoon takeoff flights would arrive at the China coast well after dark. The direction of flight along the coast was selected to take advantage of moon light. The airplanes were blacked out so that no light from the plane was visible from the outside. Radar was used for navigation and for target detection and ranging. During our three flights the weather was clear, we had a bright moon in front of us and visibility was good as we flew in a generally west-south-west direction along the coast from Kowloon. Prior to reaching the coast we moved the mixture control closer toward rich, reduced altitude to 250 feet, and the crew was directed to ‘man their stations'. While flying around under 250 feet and below we didn't do much looking at the radar scope – maneuvering was done with reference to the real-world outside. In the Kowloon-Hong Kong area there were rocks jutting up out of the water as high as we were.

Pilots were told that junks, more than certain number of miles offshore, were to be considered unfriendly and destroyed. The logic was that the Japanese were using them to move equipment and troops closer to their main islands. While I was maneuvering the airplane into position along the side of the first junk that we sited the bow gunner asked "should we shoot if there are women and children aboard" – I confess, after all these 60 years, that we passed it up.

On each mission we flew by Hong Kong and up the Pearl River toward Canton then south past Macau looking for targets. Macau (a Moroccan mandate) was lit up like a Christmas tree – even the beacon at the airport was rotating brightly. We maneuvered in and out along the coast at altitudes below 100 feet at times trying to find and sneak up on targets. The radio altimeter worked down to 70 feet (I think). The sector ended after passing through the narrow waterway between China and Hainan Island. On the return leg we climbed to a more comfortable altitude, adjusted the engine settings and headed for the Currituck at Lingayen Gulf.

On our second mission, the night of 21-22 June, as we passed over the northern tip of Hainan Island I spotted what looked like a ship just offshore. The nose and tail gunners confirmed that it was a ship but by this time we had passed it up. I made a 360-degree turn and came back along the same course and pickled off all of our bombs and pulled up in a right-hand turn and got out of there. The crew got on the intercom again to say we got it and that we had started a hell of a fire. I turned the airplane enough to look back and saw the red glow. It was chalked-up as a FTC by the Currituck's ACI officer. A FTC was a ship in the 1000 ton class if I remember correctly. (It was hard to miss a target with a vertical profile when a string of bombs was dropped from an altitude just a few feet above the target.)

The third flight was flown as the other two and that ended our Black Catting and we were to be deployed to Tawi Tawi.

Tawi Tawi, five- degrees north latitude and 124-degree east longitude, is the southern most islands of the Sulo Archipelago and only a few miles east of the easternmost tip of northern Borneo.

On the morning of 30 June a number of VPB-17's PBMs departed Lingayen for Tawi Tawi. Lt. Commander Cutter was leading the flight. His plane carried two crews. I was flying at his left wing position. We were heading south over the low land between Lingayen and Manila. Everything was going along well when Mr. Cutter started to descend. I held my position until it was obvious that he would crash. I headed for the South China Sea only a couple of minutes to our west, landed and anchored the plane. Two crew members and I armed ourselves, inflated a life raft, paddled ashore and walked inland. After a few minutes we met Mr. Cutter and his copilot, Lt(jg) Roberson, walking out. The two pilots had escaped through their respective cockpit windows. Mr. Cutter's plane had burst into flames on impact. One of his hands was burned, his copilot, the PPC of the second crew, was not injured.

The crash occurred at the point where one would likely transfer fuel from the hull tanks to the wing tanks. Since we had flown for several minutes after transferring fuel we decided to fly over the same land on the way back in order to get to the Currituck as quickly a possible.

Another PBM, flown by Lt Hicks, landed at the same time we did. He managed to stretch his descent to the coast and make a safe landing. At the time I thought that he was there to help survivors. I didn't learn until many years later that he also made an emergency landing because of water in his fuel tanks.

Each engine on the PBM received fuel from separate wing tanks located near their respective engine nacelles. The wing tanks were relatively small, holding only enough fuel for about two hours of flying -- 200 gallons if my memory serves me correctly. They were refilled from much larger tanks located in the hull by transfer pumps operated by the flight engineer (AMM) from his control station. The airplanes were to always land with full wing tanks to assure good gasoline for the next take off and fly out. Hull tanks were always tested for any sign of water before a flight. This was done by drawing fuel from the bottom of the hull tank into a test tube. If water and fuel both were in the tube the water will form a glob at the bottom that is easily recognized. If the tube were filled with water only or fuel only there would be no glob. Since water and the 100 octane fuel used by the PBM are both colorless and clear, pure water would no be readily apparent.

The crews deserve much credit that I don't believe they received at the time. Imagine the tail-gunner's job for example: he would enter through the aft bulk-head hatch, crawl through the tunnel, cram himself into the tail turret and sit there for several hours with his knees at his chest while the guy up front maneuvered around at altitudes below 250 feet in the dark of night – the nose and dorsal-turrets gunner's jobs weren't much better. And the other six crew member sitting at their station operating their systems with out reference to the outside world. There were only a couple of small portholes . They never complained to me - not one of them – about their job or about each other.

On 2 July we alone left Lingayen for Tawi Tawi – time in flight 6.4 hrs. The trip was uneventful.

The information in italics was abstracted from the book, Ghost Soldiers published by Doubleday, copyright by Hampton Sides 2001, first edition. - - ‘On Jan. 9, 1945 one of the most monumental operations during WWII in terms of troops, airplanes and ships took place at Lingayen. It was where and when General MacArthur waded ashore Later, a few miles south of Lingayen, at Cabanatuan, Americans from Bataan and Corregidor held prisoners by the Japanese were rescued by U S Rangers in a daring raid on January 30, 1945.'

Gen. MacArthur had also waded ashore at Leyte on 20 Oct. 1944

A BIT OF HISTORY: "...May first mission with VPB-17 is dated 17 June 1945. We were based on the USS Currituck II (AV-7) at Linguyen, Luzon. We were credited with the sinking of a Fox Tare Charlie on June 22, 1945..." Contributed by George R. Hauser grhauser@sbcglobal.net [12NOV2000]

A BIT OF HISTORY: "08MAY45 -- While on patrol off the China coast we made a bombing run on a destroyer, we took a hit in our right wing that was bad enough that the wing had to be replaced..." Contributed by Dane Williams MAXGLNDORA@aol.com [07OCT2000]

A BIT OF HISTORY: "27MAY45 -- On May 27, 1945 we sank a Suger Charlie. LTjg Centa was our pilot..." Contributed by Dane Williams MAXGLNDORA@aol.com [07OCT2000]

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Circa 1944 - 1946

A BIT OF HISTORY: "...WW-II VP-17/VPB-17 history provided to me by the Naval Historical Center..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [03JAN2007]

World War II saw the return of Patrol Squadron Seventeen on 3 January 1944. VP-17 was established at NAS Norfolk, Virginia, as a large seaplane squadron flying twelve Martin PBM-3D Mariners. Under the command of LCDR Kenneth A. Kuehner the squadron was relocated, on 11 January 1944, to NAAS Harvey Point, Hertford, North Carolina for flight training in the Mariners. Fitting out and shakedown of squadron personnel and equipment continued through 31 March 1944 when VP-17 was again relocated to NAS Key West, Florida. Flight training continued with the emphasis being on Anti Submarine Warfare. On 7 April 1944 the squadron returned to NAAS Harvey Point, Hertford, North Carolina where an advanced party of two officers and forty-five enlisted personnel prepared to leave on 12 April 1944 by train for NAS Alameda, California. The squadron aircraft, along with the remainder of the personnel and equipment arrived at NAS Alameda, California on 15 May 1944. Preparations began immediately for the trans-Pacific flight to Hawaii. Aircraft began departing Alameda for NAS Kaneohe Bay, Hawaii on 18 May 1944 with all aircraft arriving by 31 May with no en route problems encountered. FAW-2 provided the operational control of the squadron while at NAS Kaneohe Bay, Hawaii. The squadron settled into temporary quarters and was quickly brought up to operational status. On 1 June 1944 patrols began in the waters around the Hawaiian Islands. Continuation of ASW training began on 1 July and continued until the squadron deployed to the South Pacific.

Five aircraft deployed to NAB Ebye, Eniwetok, Marshall Islands on 3 September 1944. Crews shared quarters aboard the tender USS Casco (AVP-12) and were under the operational control of FAW-1. An additional three aircraft deployed on 11 September to NAS Tanapag Harbor, Saipan, Marianas Islands. Tender support was provided by USS Hamlin (AV-15). This detachment was joined by the remainder of the squadron's four aircraft on 17 September. FAW-1 assigned "Dumbo" missions, sector searches as well as cargo and mail missions to Palau.

On 1 October 1944, VP-17 was redesignated Patrol Bombing Squadron 17 (VPB-17). In preparation for relocation to Ulithi, VPB-17 was temporarily assigned to the tender USS Currituck (AV-7) on 5 October 1944. On 9 October six aircraft departed for Ulithi temporarily operating from the tender USS Onslow (AVP-48) until USS Hamlin (AV-15) arrived on 13 October. The same date saw the arrival of the squadron's remaining six aircraft. Antishipping patrols began immediately in the Ulithi area.

Relocating back to NAS Tanapag Harbor, Saipan, Marianas Islands on 24 December 1944, VPB-17 conducted essential maintenance and crew rest in preparation for further deployment. VPB-17 arrived at Kossol Passage, Palau Islands on 21 January 1945 and took up antishipping patrol and sector searches. USS Kenneth Whiting (AV-14) provided the seaplane tender support. 5 February 1945 saw the squadron relocated again to Ulithi based temporarily aboard USS Chandeleur (AV-10). A detachment was deployed further south on 12 February aboard USS Ocra (AVP-49) operating out of Jinamoc Seaplane Base, San Pedro Bay, Leyte Gulf, Philippines with FAW-17. USS Currituck (AV-7) berthed a second detachment at Lingayen Gulf. The remainder of the squadron arrived at San Pedro Bay on 20 February. Crews were relocated aboard USS San Pablo (AVP-30). Jinamoc Seaplane Base, San Pedro Bay, Leyte Gulf, Philippines, saw the arrival of VPB-17 on 9 March 1945 reuniting the detachment operating from Lingayen Gulf. The seaplane base at Jinamoc Seaplane Base, San Pedro Bay, Leyte Gulf, Philippines was completed by 31 March providing the squadron with shore based berthing and maintenance facilities.

A detachment of eight aircraft deployed to Puerto Princessa, Palawan Islands on 11 March 1945. USS Pocomoke (AV-9) provided tender services for the duration of the detachment until 22 April. This detachment then redeployed again to the Lingayen Gulf aboard USS Tangier (AV-8). The remaining four aircraft at Jinamoc Seaplane Base, San Pedro Bay, Leyte Gulf, Philippines rejoined the squadron at Lingayen Gulf on 27 April 1945.

Tawi Tawi, Sulu, Philippines was the location of the next detachment deployed by VPB-17 on 7 June 1945. This group was joined by three additional aircraft on 14 June 1945. The rest of the squadron remained in the Lingayen Gulf at Port Saul, Philippines still aboard USS Tangier (AV-8). LCDR Leeds D. Cutter assumed command on 21 June 1945. Japanese positions and ships were attacked during night searches and attack patrols until 30 June, at which time the remainder of the squadron joined the Lingayen detachment. The reunited squadron was relocated back aboard USS Currituck (AV-7). Eleven of the squadron's aircraft were deployed back to Tawi Tawi on 21 July aboard USS Pocomoke (AV-9). Morotai, Borneo and Balikpapan were covered by on going patrols.

14 September 1945 saw VPB-17 relocated to Jinsen, Korea aboard the tender USS Currituck (AV-7). The squadron operated from this location with the 7th Fleet for duty with the Allied occupation of Korea and the China coast. On 19 September part of the squadron received orders to move to Lungwha Airdrome on the Whangpo River. After the USS Currituck (AV-7) arrived on 24 September the remainder of the squadron flew to Lungwha Airdrome. VPB-17 deployed to Taku on 29 September 1945. USS Currituck (AV-7) and the squadron staff departed, leaving half of the squadron at Shanghai and the other half temporarily based aboard USS Barataria (AVP-33). The squadron was reunited at the end of the month at Taku.

On 30 January 1946, Patrol Bombing Squadron 17 (VPB-17) was disestablished at NAS North Island, San Diego, California. No squadron nickname or officially approved insignia were on file.

A BIT OF HISTORY: Naval Historical Center, Department Of The Navy, Washington, D. C http://www.history.navy.mil/branches/dictvol2.htm [28APR2001]

VPB-17 23KB

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Circa 1944

A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 11 Jan 1944..." WebSite: Naval Historical Center http://www.history.navy.mil/ [29SEP2006]

VP SQUADRONS MENTIONED

VD-1, VD-2, VD-3 and VD-4

VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-7, VJ-8, VJ-9, VJ-10, VJ-11, VJ-12, VJ-13, VJ-14, VJ-15, and VJ-16

VP-6 Coast Guard

VP-11, VP-12, VP-13, VP-14, VP-15, VP-16, VP-17, VP-18 and VP-19

VP-20, VP-23 and VP-24

VP-32, VP-33 and VP-34

VP-43, VP-44 and VP-45

VP-52 and VP-54

VP-61 and VP-62

VP-71, VP-72, VP-73 and VP-74

VP-81 and VP-84

VP-91, VP-92 and VP-94

VP-101, VP-102, VP-103, VP-104, VP-105, VP-106, VP-107, VP-108 and VP-109

VP-110, VP-111, VP-112, VP-113, VP-115, VP-116 and VP-117

VP-126, VP-127, VP-128 and VP-129

VP-130, VP-131, VP-132, VP-133, VP-134, VP-135, VP-136, VP-137, VP-138 and VP-139

VP-140, VP-141, VP-142, VP-143, VP-144, VP-145, VP-146, VP-147, VP-148 and VP-149

VP-150 and VP-151

VP-201, VP-203, VP-204, VP-205, VP-208 and VP-209

VP-210, VP-211, VP-212, VP-213, VP-214, VP-215 and VP-216

A BIT OF HISTORY: Yakutat (AVP-32) as a Coast Guard cutter (WHEC-380) "...Yakutat - A bay on the southern coast of Alaska. (AVP-32: dp. 2,411 (f.); l. 310'9"; b. 41'2"; dr. 11'11"; s. 18.5 k.; cpl. 367; a. 2 5", 8 40mm., 6 20mm., 2 dct.; cl. Barnegat)...Squadrons Mentioned: VPB-13, VPB-16, VPB-17, VPB-27 and VPB-216..." WebSite: Naval Historical Center http://www.history.navy.mil/danfs/y1/yakutat.htm [22DEC2005]

Photograph Caption: Yakutat (AVP-32) as a Coast Guard cutter (WHEC-380), in the gray finish used on cutters operating in Vietnam.

Yakutat (AVP-32) was laid down on 1 April 1942 at Seattle, Wash., by Associated Shipbuilders, Inc.; launched on 2 July 1942; sponsored by Mrs. Peter Barber, a mother who had lost three sons when the battleship Oklahoma (BB-37) was sunk on 7 December 1941 at Pearl Harbor; and commissioned on 31 March 1944, Comdr. George K. Fraser in command.

After her shakedown in the San Diego, Calif., area, Yakutat got underway on 25 May and arrived at San Pedro, Calif., late the following day. Following post-shakedown availability in the West Coast Shipbuilders' yard at San Pedro, the small seaplane tender sailed for Pearl Harbor, Hawaii, on 17 June; she reached Ford Island one week later.

Underway at 0700 on 28 June, Yakutat steamed for the Marshalls as an escort for Makin Island (CVE-93). Arriving at Kwajalein on 6 July, she shifted to Eni-wetok within a week, where she embarked officers and men of a patrol service unit and took on board a cargo of 5-inch illuminating ammunition. She sailed for Saipan on 14 July.

Reaching recently secured Tanapag Harbor on 17 July, Yakutat began setting up a seaplane base there and immediately commenced servicing seaplanes, providing subsistence and quarters for the aviators and aircrews attached to those aircraft. The tender provided the aircraft with gasoline and oil via bowser fueling boats and commenced servicing planes by the over-the-stern method as well.

Yakutat remained at Tanapag Harbor, Saipan, Marianas Islands for the rest of July, all of August, and into September. After shifting to the Garapan anchorage, Saipan, on 8 September, Yakutat transferred all plane personnel to USS Coos Bay (AVP-25) and sailed for the Palaus on the 12th. In company with USS Chandeleur (AV-10), USS Pocomoke (AV-9), Onslow (AVP-48), and USS Mackinac (AVP-13), Yakutat reached Kossol Passage on 16 September, the day after the initial landings on Pelelieu.

Proceeding to the seaplane operation area via a "comparatively well-marked channel" and "while sweeping operations went on continuously" nearby, Yakutat soon commenced laying out a seaplane anchorage. The following day, the tender serviced the first plane of VPB-216, furnishing fuel and boat service.

With nine planes operational, VPB-216 was based on Yakutat, conducting long-range patrols and antisubmarine sweeps daily. During that time, the tender also served as secondary fighter director unit and experienced air alerts on six occasions. Enemy planes remained in the vicinity for varying lengths of time and occasionally dropped bombs in the lagoon area.

Yakutat serviced the Martin PBM patrol planes into early November 1944. On 9 November, the ship got underway for Ulithi and arrived there the following day. Yakutat tended planes there from 13 to 26 November before she underwent a drydocking for a routine bottom cleaning and hull repairs. She then sailed for Guam on the 29th.

Reaching Apra Harbor on the 30th, Yakutat loaded spare parts for Martin PBM Mariner flying boats before she got underway on the 2d to return to Saipan. She arrived later the same day; completed the discharge of her cargo two days later and, on the 5th, took on board 13 officers and 30 men of VPB-216 for temporary subsistence.

Yakutat tended planes of VPB-16 and VPB-17 at Saipan through mid-January of 1945. She departed Tanapag Harbor, Saipan, Marianas Islands on the morning of 17 January, steamed independently for Guam, and reached her destination later that day. However, she remained there only a short time, for she sailed on the 19th for the Palaus and reached Kossol Roads on the 21st. Yakutat discharged cargo there and fueled seaplanes until 6 February, when she sailed in company with USS St. George (AV-16) and escorted by PC-1130, bound for the Carolines.

Anchoring at Ulithi on the 7th, Yakutat tended seaplanes there for most of February; highlighting that brief tour was the ship's going to the vicinity of a crashed Vought OS2U Kingfisher floatplane on the 10th. After salvaging equipment from the plane—the aircraft apparently too badly damaged to warrant repair—Yakutat sank the plane with gunfire and returned to her anchorage in the seaplane operating area.

On 25 February, Yakutat sailed for the Marianas in company with USS St. George (AV-16) and reached Garapan harbor two days later. She tended seaplanes there for a little less than a month before sailing for Okinawa on the 23d to take part in Operation "Iceberg," the conquest of the Ryukyus.

Yakutat tended the PBM Mariners of VPB-27 for the rest of the war. The seaplane tender established seadrome operations at Kerama Retto on the 28th and spent the rest of the important Okinawa campaign engaged in her vital but unsung task. The presence of enemy aircraft in the vicinity on numerous occasions meant many hours spent at general quarters stations, lookouts' eyes and radar alert for any sign of approaching enemy planes. Yakutat provided quarters and subsistence for the crews of the Mariners and furnished the planes with gas, lube oil, and JATO (jet-assisted take-off) units. The twin-engined Martin flying boats conducted antisubmarine and air-sea rescue ("Dumbo") duties locally, as well as offensive patrols that ranged as far as the coast of Korea.

Although the ship received a dispatch on 21 June to the effect that all "organized resistance on Okinawa has ceased," her routine remained busy. A week later, for example, a Consolidated PB2Y Coronado crashed on take-off and sank approximately 500 yards off the starboard beam of the ship. Yakutat dispatched two boats to the scene and rescued eight men. Boats from another ship rescued the remaining trio of survivors from the Coronado. All men were brought on board Yakutat, where they were examined and returned to their squadron, VPB-13.

On 15 July, Yakutat sailed for Chimu Wan, Okinawa —in company with USS Norton Sound (AV-11), USS Chandeleur (AV-10), Onslow, Shelikof (AVP-52), and Bering Strait (AVP-34)—but returned to port due to a typhoon in the vicinity. However, she got underway again the following day and reached Chimu Wan the same date. She remained there, tending seaplanes, largely anchored but occasionally moving to open water to be free to maneuver when typhoons swirled by. On one occasion, while returning to Chimu Wan after a typhoon evacuation, Yakutat made sonar contact on a suspected submarine, on 3 August. The seaplane tender made one attack, dropping depth charges from her stern-mounted tracks, but lost the contact soon thereafter.

Yakutat was at Chimu Wan when Japan capitulated and hostilities ended on 15 August. With the officers and men of the crew assembled aft, the ship's commanding officer, Lt. Comdr. W. I. Darnell humbly led his crew in offering thanks to God "for being kept afloat to see the final day of this war."

Although V-J Day meant that offensive operations against the Japanese ceased, it only meant the beginning of the long occupation of the erstwhile enemy's homeland and possessions. Yakutat remained at Chimu Wan for the rest of August and for most of September, before she sailed for Japanese home waters on 20 September, in company with St. George.

En route, the two seaplane tenders caught up with Vice Admiral Jesse B. Oldendorf's Task Unit 56.4.3 formed around the battleships Tennessee (BB-43) and California (BB-44) and became units of Task Force 56, and later, when redesignated, as Task Force 51.

Yakutat reached Wakanoura Wan, Honshu, on the 22d, finding Floyds Bay (AVP-4C) already there and operating as tender for seaplanes. Yakutat underwent a brief availability alongside Cascade (AD-26) before she commenced her tending operations at Wakanoura Wan. She operated as tender for seaplanes using that port until 12 October, when she shifted to Hiro Wan where she performed seaplane tender operations and seadrome control duties for a little over a month.

Underway on 14 November, Yakutat arrived at Sasebo on the 15th, stayed there until the 19th, and then set sail for the United States with 58 officers and 141 enlisted men embarked as passengers. After stopping at Midway for fuel on the 27th, the small seaplane tender continued on, bound for the Pacific Northwest.

Reaching Port Townsend, Wash., on 6 December, Yakutat transferred all passengers to LCI-957 for further transportation and then shifted to Sinclair Inlet, Wash., where she offloaded all bombs and ammunition before reporting on the 7th to the Bremerton Group of the Pacific Reserve (19th) Fleet.

Yakutat subsequently shifted south to the NAS Alameda, California, where she was decommissioned on 29 July 1946. Transferred on loan to the Coast Guard on 31 August 1948, the erstwhile small seaplane tender was towed to the Hunters Point Naval Shipyard in September, where she was fitted out into the winter months. She was recommissioned at San Francisco on 23 November 1948 as USCGC Yakutat (WAVP-380).

Proceeding via the Panama Canal and Kingston, Jamaica, Yakutat eventually commenced weather patrol duties in the North Atlantic out of Portland, Maine, in late January 1949. Homeported at New Bedford, Mass., in 1949, Yakutat operated out of that port over the next 11 years, always ready to perform her assigned missions of search and rescue, ocean station patrol, and providing meteorological and oceanographic service_s. Periodically, the ship conducted refresher training in company with naval units out of Guantanamo Bay, Cuba.

During the course of her operations. Yakutat proceeded, in February 1952, to the scene of an unusual maritime disaster that occurred off Cape Cod. Two tankers—SS Fort Mercer and SS Pendleton—each broke in two and foundered, almost simultaneously. Yakutat, as ship in tactical command of the rescue efforts, consequently picked up men from both ships and directed the rescue efforts by other participating vessels in the vicinity. Later that year, in December, Yakutat rescued survivors of a plane crash off the entrance to St. George's Harbor, Bermuda, with her small boats.

Participating in Coast Guard operations as part of Operation "Market Time" off the coast of Vietnam in 1967 and again in 1970 and 1971, Yakutat was also re-designated as a medium endurance cutter and given the alphanumeric hull number WHEC-380. Returned to the Navy in 1970, Yakutat was transferred to the Navy of the Republic of South Vietnam on 10 January 1971.

Renamed Tran Nhat Duat (HQ-03), the former seaplane tender and weather ship cooperated with units of the United States Navy on coastal patrol and counter-insurgency missions off the coast of embattled South Vietnam until the collapse of that country in the spring of 1975.

Fleeing to the Philippines, Tran Nhat Duat and her five sisterships of the former South Vietnamese Navy lay moored in Subic Bay awaiting disposition—ships without a country. The Philippine government, however, acquired the ships in 1975, and title was formally transferred on 5 April 1976. Tran Nhat Duat and her sistership Tran Quac Toan (HQ-06) (ex-Coofc Inlet, WHEC-384 and AVP-36) were acquired only to be cannibalized for spare parts to keep the other four units of the class in operating condition.

Yakutat (AVP-32) received four battle stars for her World War II service. She also received one award of the Navy Unit Commendation, one award of the Meritorious Unit Commendation, and four battle stars for Vietnam service while assigned to the United States Coast Guard

A BIT OF HISTORY: "...Patrol Bombing Squadron Seventeen "Flying Turtles" 1944-1946..." Contributed by Thomas F. Borst CoBegger@AOL.Com [16APR2000]

Patrol Bombing Squadron Seventeen
"Flying Turtles"
1944-1946

The officers and sailors started training in NAS Banana River, Florida in Cocoa Florida, what is now Cocoa Beach and Patterson Air Base, (USAF) in November 1943. Training was completed in February 1944 and the Patrol Bombing Squadron 17 was commissioned in February 1944 at Hereford, NC.

The Squadron began its shakedown training, flying mission in and around this area and organizing crews, (18 crews, three to four officers and 13 enlisted being the makeup for each crew), we had fifteen PBM aircraft to work with...

In May 1944 the crews were split in half, some flying the aircraft across country, via NAS Corpus Christi, Texas, NAS North Island, San Diego, California and then to NAS Alameda, California. before flying to MCAS/NAS Kaneohe Bay, Hawaii. One aircraft was lost flying from NAS Corpus Christi, Texas, to NAS North Island, San Diego, California the men bailed out over Arizona, one man Broke his leg, the plane Captain, who was to be married when they reached San Diego.

The other half of the crews were sent west on a troop train from NAS Norfolk, Virginia to NAS Alameda, California via the longest route they could fine, believe me, it seemed like for ever getting there. When the squadron was altogether, we again split and the troop train group went aboard a CVE, just commissioned, for NAS Pearl Harbor, Hawaii and then to MCAS/NAS Kaneohe Bay, Hawaii. We trained and had missions from Kaneohe till September 1944.

The Squadron went Saipan to do ASW Patrol for ships in the area, damaged ships and Air sea Rescue. We stayed in Saipan for about six weeks then moved on to Mog Mog Ulithi where the fleet was marshalling for other invasions, We covered everything from here till we moved to Palau, then back to Uthli for awhile, then to Lye, at this locations we covered the invasion, SAW, Air Sea Rescue of Pilots who had to abandon the aircraft over the water.

After Leyte we went to Linguyen Gulf to fly night bombing to Hanoi, Taiwan back to Lyngun, this trip took about fifteen hours of night flying. I don’t remember the number of tons that we damaged sunk. We lost one crew because the Plane Captain had to go back and see what he dropped his bombs on, it was a Jap cruiser and they shot the plane down. The Captain and Copilot escaped and rescued by the Chinese and taken through China to India and they returned to the Squadron and then sent back to the states. The rest of the crew was lost.

We were in Borneo when the war ended. . We went to Manila to fly to Shanghai, China, to a Tender AVE anchored on the Wangpoo River. It was the first American ship in port. We arrived in Shanghai on September 1945. We flew the mail to Peking to Port Arthur and then back to Shanghai. The squadron stayed in Shanghai till the first part of 1946 and returned to San Diego for decommissioning.

I started with the squadron in November 1943 and trained, received my combat aircrew wings. When the squadron arrived in Hertford, NC it was looking for a Yeoman striker. I got the job, kept my position as crown turret gunner till the squadron left for Hawaii. At this time I received a promotion to Yeoman 3. When the senior left for the states I received Yeoman 2.

On our way to Hawaii our Executive Office, Lt James J, Coyle, USN said if everyone behaved himself would return to the states with the Squadron. :Little did we know that out there, everything changed. Three crews would rotate every month after we were out six months. The changes did not effect the administration personnel. I served under three Commanding officers. An ALNAV came through requesting all Yeoman in access of 50 % be returned to the States, at this time we were changing commands and the out going Commanding gave me orders to return to the states after the change of command. I returned to the States in November 1945.

It seems that we were on about six to eight tenders, some A V’s and AyE’s, moving every six weeks.

The Squadron’s Insignia was “Flying Turtles”

A BIT OF HISTORY: "JAN-APR44--RESCUE IN ALBEMARLE SOUND...This occurred between January and April of 1944 while we were at NAS Harvey Point, North Carolina for advanced training. We were on a patrol of the Atlantic when we heard that a tugboat pulling a barge loaded with logs was sinking in Albemarle Sound. When we arrived, logs were everywhere and only the top corner of the pilothouse of the tugboat was above water. An old man and young boy were sitting on that small space. A crashboat sent out to rescue the two had hit a log and was disabled. Our pilot at that time was Lt. (Jg) Jones and he decided to land. I gather from rumors I heard later that he made the landing against orders. I felt water against the hull and was about to step into the aft bunk room when we dropped into the trough of a wave. The bottom dropped out and I almost fell into the compartment on my face. When we stopped, I went to my bow station and opened the hatch. The tops of the waves were hitting the engines. A life raft was sent out to the tugboat but it drifted away. The second one was successful and we got the man and boy safely aboard. By this time, my friend and other Ordnanceman, Bel Tucker was turning green and I was feeling queasy from the up and down motion. We made the open sea take-off with the man and boy in two of the bunks and Tucker and I in the other two. I only heard rumors afterward that the pilots were chewed out for losing the life raft. The rescue was never mentioned." Contributed by Thomas Edwin Russell tompbm@aol.com

A BIT OF HISTORY: "25JUL44--EMERGENCY LANDING - July 25, 1944..We had a 5 A.M. patrol of the Pacific from NAS Kaneohe Bay, Pearl Harbor, Hawaii, and our hull tanks and an auxiliary tank in the starboard bomb bay were filled with high octane gas. We had two 365-lb depth charges and one 600 lb "F-100" bomb (attracted to the sound of a sub's engines) in the port bomb bay. We were not flying our regular plane #1 that day but had Plane #15 I believe. We made our take-off run and had just lifted off the bay when the starboard engine blew a piston. A fully loaded PBM flying on one engine at take-off is about as airworthy as a lead brick. Three of us were in the waist compartment - my friend Bel Tucker, Ordnanceman, Johnson, Radioman, and myself. Johnson was sitting on the step by the port waist hatch with the earphones on and said, `We're going to crash!!". His eyes, Tucker's eyes and, no doubt, my eyes were big as saucers. We had flown this route several times before and I watched the take-off area from the port window. First we went over a palm tree-lined road then an army base with a rectangular concrete parade ground surrounded on all four sides by wooden barracks, over a beach strewn with truck- size boulders, over an ocean with a pounding surf and finally out to sea. I assumed this was the path we were now taking and that at the moment, we should be right over the concrete parade ground. I lay flat on the deck by the aft bunk room hatch hoping to spread the impact of the crash. All I could think of was, "Is my Life Insurance paid up?" and "Will I hear the explosion before or after I die?". I lay there for what seemed like an eternity but it couldn't have been more then a few seconds. I looked up at the circular window on the port side just in time to see the port float slide through a palm tree. Then I heard the sound change which meant we were almost down. Then there was a soft "Thump!" and a sliding noise. It could not have been concrete but it didn't sound like water. We started slowing down like a giant hand was pulling us back then, as we were almost stopped there was a grinding sound, the nose rose slightly and we stopped completely. We looked at each other in unbelief. The hatch was opened and we found we had landed in Kaluapuhi Pond east of NAS Kaneohe Bay, Pearl Harbor, Hawaii. The water was shallow with a soft mud bottom and we had ended up on a coral reef not far from an embankment with a road along the ocean. The pilots came down and one of them said, "There'll be a prayer meeting in my room tonight!". Our troubles weren't over yet. We were sitting in the middle of a shallow pond, crash trucks and rescue equipment were sitting on a road beside us but the water was too shallow to launch a boat. Finally someone got the idea to launch one of our rafts. As soon as a couple people got in the raft, the bottom of the raft sank to the pond bottom. We had to make shore by pushing on the bottom of the pond with the paddles and sliding the raft across the mud and coral reef to shore. It was a mighty thankful crew that finally was on dry land. The plane sustained only a small dent in the keel at the nose but it took two weeks to drag the plane over the reef, up the embankment to the road and around the base back to the hangars." Contributed by Thomas Edwin Russell tompbm@aol.com

A BIT OF HISTORY: "18SEP44 - 20FEB45--Squadron VP-17 was based on the following aircraft tenders: U.S.S. HAMLIN (AV-15)- Sept. 18, 1944...U.S.S. CURTISS (AV-4)- Oct. 6, 1944...U.S.S. HAMLIN (AV-15)- Oct. 13, 1944...U.S.S YAKUTAT (AV-32)-Dec. 24, 1944...U.S.S HAMLIN (AV-15)-Dec. 29, 1944... USS Kenneth Whiting (AV-14]- Jan. 23, 1945...U.S.S. CHANDDELEUR (AV-10)- Feb. 5, 1945... USS Currituck II (AV-7) - Feb. 14, 1945...U.S.S. SAN PABLO (AVP-30)- Feb 20, 1945..." Contributed by Thomas Edwin Russell tompbm@aol.com

A BIT OF HISTORY: "00NOV44--The first Kaiten operations, in November 1944, involved VP-17, a squadron of PBM Mariners based at Ulithi Atoll, Mariana Islands, a major U.S. anchorage. VP-17's Crew No. 1 flew five night patrols around the harbor and engaged Kaitens twice. ..." http://listserv.acsu.buffalo.edu/cgi-bin/wa?A2=ind9408D&L=wwii-l&D=&H=&T=&O=&F=&P=2626

A BIT OF HISTORY: VP-17 Squadron ...Circa 1944... Contributed by Thomas Edwin Russell tompbm@aol.com

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Circa 1942 - 1945

A BIT OF HISTORY: "...Patrol Aviation in the Pacific in WW II - Part 2 - By Capt. Albert L. Raithel, Jr., USN (Ret.)...This Squadron Mentioned...Naval Historical Center ADOBE Download File: http://www.history.navy.mil/download/ww2-20.pdf [25MAY2003]

Patrol Aviation in the Pacific in WW II - Part 2 2049KB

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Circa 1942

A BIT OF HISTORY: "...USS Yakutat (AVP 32)..." http://laesser.11net.com/cutters/whec/311/cgcyakut.htm [10OCT2001]

USS Yakutat (AVP 32)

Yakutat (AVP-32) was laid down on 1 April 1942 at Seattle, Wash., by Associated Shipbuilders, Inc. launched on 2 July 1942 ; sponsored by Mrs. Peter Barber, a mother who had lost three sons when the battleship Oklahoma (BB-37) was sunk on 7 December 1941 at Pearl Harbor; and commissioned on 31 March 1944, Comdr. George K. Fraser in command.

After her shakedown in the San Diego, Calif., area Yakutat got underway on 26 May and arrived at San Pedro, Calif., late the following day. Following post shakedown availability in the West Coast Shipbuilders' yard at San Pedro, the small seaplane tender sailed for Pearl Harbor, Hawaii, on 17 June; she reached Ford Island one week later.

Underway at 0700 on 28 June, Yakutat steamed for the Marshalls as an escort for Makin Ialand (CVE-93). Arriving at Kwajalein on 6 July, she shifted to Eniwetok within a week, where she embarked officers and men of a patrol service unit and took on board a cargo of 6-inch illuminating ammunition. She sailed for Saipan on 14 July.

Reaching recently secured Tanapag Harbor on 17 July, Yakutat began setting up a seaplane base there and immediately commenced servicing seaplanes, providing subsistence and quarters for the aviators and aircrews attached to those aircraft. The tender provided the aircraft with gasoline and oil via bowser fueling boats and commenced servicing planes by the over-the-stern method as well.

Yakutat remained at Tanapag Harbor for the rest of July, all of August, and into September. After shifting to the Garapan anchorage, Saipan, on 8 September, Yakutat transferred all plane personnel to Coos Bag (AVP-26) and sailed for the Palaus on the 12th. In company with Chandeleur (AV-10), USS Pocomoke (AV-9), Onslow (AVP-48), and Mackinac (AVP-13) Yakutat reached Kossol Passage on 16 September, the day after the initial landings on Pelelieu.

Proceeding to the seaplane operation area via a 'comparatively well-marked channel' and 'while sweeping operations went on continuously' nearby, Yakutat soon commenced laying out a seaplane anchorage. The following day, the tender serviced the first plane of VPB-216, furnishing fuel and boat service.

With nine planes operational, VPB-216 was based on Yakutat, conducting long-range patrols and antisubmarine sweeps daily. During that time, the tender also served as secondary fighter director unit and experienced air alerts on six occasions. Enemy planes remained in the vicinity for varying lengths of time and occasionally dropped bombs in the lagoon area.

Yakutat serviced the Martin PBM patrol planes into early November 1944. On 9 November, the ship got underway for Ulithi and arrived there the following day. Yakutat tended planes there from 13 to 26 November before she underwent a drydocking for a routine bottom cleaning and hull repairs. She then sailed for Guam on the 29th.

Reaching Apra Harbor on the 30th, Yakutat loaded spare parts for Martin PBM Mariner flying boats before she got underway on the 2d to return to Saipan. She arrived later the same day, completed the discharge of her cargo two days later and, on the 5th took on board 13 officers and 30 men of VPB-216 for temporary subsistence.

Yakutat tended planes of VPB-16 and VPB-17 at Saipan through mid-January of 1945. She departed Tanapag harbor on the morning of 17 January, steamed independently for Guam, and reached her destination later that day. However, she remained there only a short time, for she sailed on the 19th for the Palaus and reached Kossol Roads on the 21st. Yakutat discharged cargo there and fueled seaplanes until 6 February, when she sailed in company with USS St. George (AV-16) and escorted by PC 1180, bound for the Carolines.

Anchoring at Ulithi on the 7th, Yakutat tended seaplanes there for most of February, highlighting that brief tour was the ship's going to the vicinity of a crashed Vought OS2U Kingfisher floatplane on the 10th. After salvaging equipment from the plane (the aircraft apparently too badly damaged to warrant repair) Yakutat sank the plane with gunfire and returned to her anchorage in the seaplane operating area.

On 25 February, Yakutat sailed for the Marianas in company with USS St. George (AV-16) and reached Garapan harbor two days later. She tended seaplanes there for a little less than a month before sailing for Okinawa on the 23d to take part in Operation 'Iceberg,' the conquest of the Ryukyus.

Yakutat tended the PBM Mariners of VPB-27 for the rest of the war. The seaplane tender established seadrome operations at Kerama Retto on the 28th and spent the rest of the important Okinawa campaign engaged in her vital but unsung task. The presence of enemy aircraft in the vicinity on numerous occasions meant many hours spent at general quarters stations lookouts' eyes and radar alert for any sign of approaching enemy planes. Yakutat provided quarters and subsistence for the crews of the Mariners and furnished the planes with gas, lube oil, and JATO (jet-assisted take-off) units. The twin-engined Martin flying boats conducted antisubmarine and air-sea rescue ('Dumbo') duties locally, as well as offensive patrols that ranged as far as the coast of Korea.

Although the ship received a dispatch on 21 June to the effect that all 'organized resistance on Okinawa has ceased,' her routine remained busy. A week later, for example, a Consolidated PB2Y Coronado crashed on take-off and sank approximately 500 yards off the starboard beam of the ship. Yakutat dispatched two boats to the scene and rescued eight men. Boats from another ship rescued the remaining trio of survivors from the Coronado. All men were brought on board Yakutat, where they were examined and returned to their squadron, VPB-13.

On 15 July, Yakutat sailed for Chimu Wan, Okinawa (in company with Norton Sound (AV-11), Chandeleur. Onelow, Shelikof (AVP-52), and Bering Strait (AVP34)) but returned to port due to a typhoon in the vicinity. However, she got underway again the following day and reached Chimu Wan the same date. She remained there, tending seaplanes, largely anchored but occasionally moving to open water to be free to maneuver when typhoons swirled by. On one occasion, while returning to Chimu Wan after a typhoon evacuation, Yakutat made sonar contact on a suspected submarine, on 3 August. The seaplane tender made one attack dropping depth charges from her stern-mounted tracks but lost the contact soon thereafter.

Yakutat was at Chimu Wan when Japan capitulated and hostilities ended on 15 August. With the officers and men of the crew assembled aft, the ship's commanding officer, Lt. Comdr. W. I. Darnell humbly led his crew in offering thanks to God 'for being kept afloat to see the final day of this war.' | Although V-J Day meant that offensive operations against the Japanese ceased, it only meant the beginning of the long occupation of the erstwhile enemy's homeland and possessions. Yakutat remained at Chimu Wan for the rest of August and for most of September before she sailed for Japanese home waters on 20 September, in company with USS St. George (AV-16).

En route, the two seaplane tenders caught up with Vice Admiral Jesse B. Oldendorf's Task Unit 56.4.3 formed around the battleships Tennessee (BB-43) and California (BB-44) and became units of Task Force 56 and later, when redesignated, as Task Force 51.

Yakutat reached Wakanoura Wan, Honshu, on the 22d, finding Floyds Bay (AVP 40) already there and operating as tender for seaplanes. Yakutat underwent a brief availability alongside Cascade (AD-26) before she commenced her tending operations at Wakanoura Wan. She operated as tender for seaplanes using that port until 12 October, when she shifted to Hiro Wan where she performed seaplane tender operations and seadrome control duties for a little over a month.

Underway on 14 November, Yakutat arrived at Sasebo on the 15th, stayed there until the 19th, and then set sail for the United States with 561 officers and 141 enlisted men embarked as passengers. After stopping at Midway for fuel on the 27th, the small seaplane tender continued on, bound for the Pacific Northwest.

Reaching Port Townsend, Wash., on 6 December Yakutat transferred all passengers to LCI-857 for further transportation and then shifted to Sinclair Inlet Wash., where she offloaded all bombs and ammunition before reporting on the 7th to the Bremerton Group of the Pacific Reserve (19th) Fleet.

Yakutat subsequently shifted south to the NAS Alameda, California, where she was decommissioned on 29 July 1946. Transferred on loan to the Coast Guard on 31 August 1948, the erstwhile small seaplane tender was towed to the Hunters Point Naval Shipyard in September, where she was fitted out into the winter months. She was recommissioned at San Francisco on 23 November 1948 as USCGC Yakutat (WAVP-380).

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Circa 1938

A BIT OF HISTORY: VP-16, VP-17, and VP-19 made up Patrol Wing FOUR in 1938
Title: U.S. Navy Aircraft 1921-1941, U.S. Marine Corps Aircraft 1914-1959: Two Classics in One Volume [Squadron insignias, aircraft, and more!] by William T. Larkins [10SEP98]

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Circa 1937 - 1939

A BIT OF HISTORY: "...VP-17 - A Chronology - via the provided to me by the Naval Historical Center..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [09JAN2007]

U. S. Naval Aviation first saw a "Patrol Squadron Seventeen" on 2 January 1937 when VP-17F was established at Fleet Air Base Seattle, Washington. LCDR Dolph C. Allen commanded the squadron which was under the administrative control of Patrol Wing 4, Base Force. The squadron's Martin PM-1 seaplanes were tended aboard USS Thrush (AVP-3). LCDR John Perry took over command on 30 September 1937. VP-17F was redesignated VP-17 on 1 October 1937 when all patrol squadrons were removed from the Base Force and administratively placed under Patrol Wings. VP-17 turned in it's PM-1s on 17 March 1938 for new Consolidated PBY-2 Catalinas. They deployed to the South Pacific until April 1938 aboard Thrush (AVP-3). USS Teal (AVP-5) provided tender support for the squadron's seaplanes while participating in Fleet Problem XIX (Phase II). In October of 1938, LCDR Stanhope C. Ring assumed command.

Great crew discomfort was experienced at high altitudes and in northern latitudes as PBY aircraft of the period lacked cabin heaters. On 1 November 1938 VP-17 was selected to test the new electrically heated flying suits. In the first trials, at 18,700 feet, the fuses were blown out by the suits. The general opinion was that the suits were too bulky and unreliable in the cramped quarters of the aircraft. Better heating and insulation was, therefore, installed by the manufacturer in following models of the PBY. Crew comfort was improved on long cold flights.

The squadron insignia depicted a lion seal as the central figure as most of the squadron's activities took place in Alaskan waters. Approved by the Bureau of Aeronautics on 16 November 1938 the circular insignia had no letters or numbers designating the squadron. The background color was white with a black seal balancing a black bomb on it's nose and a black circular outline.

On 1 July 1939 VP-17 was redesignated VP-42 who retained the black seal insignia.

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Circa 1937

A BIT OF HISTORY: "...Naval Aeronautic Organization - Change In - Fiscal Year 1938 - Dated 24 Sep 1937..." WebSite: Naval Historical Center http://www.history.navy.mil/ [25SEP2006]

VP SQUADRONS MENTIONED

VP-1, VP-2, VP-3, VP-4, VP-5, VP-6, VP-7, VP-8 and VP-9

VP-10, VP-11, VP-12, VP-14, VP-15, VP-16, VP-17 and VP-19

A BIT OF HISTORY: "...Naval Aeronautic Organization - Fiscal Year 1938 - Dated 7 May 1937..." WebSite: Naval Historical Center http://www.history.navy.mil/ [25SEP2006]

VP SQUADRONS MENTIONED

VP-1, VP-2, VP-3, VP-4, VP-5, VP-6, VP-7, VP-8 and VP-9

VP-10, VP-11, VP-12, VP-14, VP-15, VP-16, VP-17 and VP-19

A BIT OF HISTORY: "...Here is something I found in an old newpaper, The Alaska Weekly, dated Nov 19. 1937: "Two naval aviators were drown near Sitka, Alaska 6 days ago when their small rowboat oveturned. They were Clarence Leroy Jenkins of Seattle and William Howard King of Los Angeles, both radiomen second class attached to Patrol Squadron 17 which had been on duty in Sitka for the past several weeks. The pair left Seattle, Washington with their squadron about October 1st." The Naval Air Station in Sitka was brand new in 1937, and was manned by crews TDY out of Sand Point, Washington...Duane McEwen duanemc@aracnet.com..." [23AUG2001]

A BIT OF HISTORY: "...VP-17 History Lineage..." Contributed by Bob McLaughlin (LT) banddmcl1964@msn.com [16MAY99]

02 JAN 37.....VP-17F established at Fleet Air Base, Seattle, WA / PM-1 seaplanes.
01 OCT 37.....VP-17F redesignated VP-17
17 MAR 38.....VP-17 transitions to PBY-2 Catalinas.
01 JUL 39.....VP-17 redesignated VP-42
03 JAN 44.....VP-17 re-established at NAS Norfolk, Virginia / PBM-3D Mariners (to SoPac).
01 OCT 44.....VP-17 redesignated VPB-17 at Saipan.
30 JAN 46.....VPB-17 disestablished at NAS North Island, San Diego, California
01 JUL 46.....VP-916 (reserve) established at NAS Los Alamitos, California / PBY-5A & PV2 Harpoon.
15 NOV 46.....VP-916 redesignated VP-ML-66
01 FEB 50.....VP-ML-66 redesignated VP-772 / PV2 Harpoon (tail letter “L”).
01 SEP 50.....VP-772 reactivated to NAS Whidbey Island, Washington, WA / PB4Y-2 Privateers (BH).
04 FEB 53.....VP-772 redesignated VP-17
01 AUG 53.....VP-17 transitioned to P2V-6 Neptunes.
01 JUL 56.....VP-17 redesignated VAHM-10, transitioned to P2V-6M Neptunes.
01 APR 57.....VAHM-10 replaced -6Ms with P2V-5F Neptunes.
09 DEC 57.....VAHM-10 tail letters changed to “ZE”.
01 JUL 59.....VAHM-10 redesignated back to VP-17
01 DEC 59.....VP-17 transitioned to P2V-7S Neptunes (SP-2H).
01 DEC 68.....VP-17 transitioned to P-3A Orions, moved to NAS Barbers Point, Hawaii
31 MAR 95.....VP-17 disestablished.
(RAMc/NavHistCtr)

A BIT OF HISTORY: "...LOCKHEED PV VENTURA and HARPOON - by Jack McKillop..." http://www.microworks.net/pacific/aviation/pv_ventura.htm [23JUN2002]

A brief history of the squadrons that operated the PV-1 and PV-2 is listed below.

VB/VPB-135: VP-17F established, 2 January 1937; redesignated VP-17, 1 October 1937; VP-42, 1 July 1939; VB-135, 15 February 1943; and VPB-135, 1 October 1944. Transferred from Aleutian Islands, to NAS Whidbey Island, Washington, in February 1943 and transitioned from PBY-5A Catalinas, q.v., to PV-1s. To Aleutians Islands with PV-1s to fly bombing, photographic reconnaissance and ASW missions while based at NAS Adak, Alaska from 12 April; NAF Amchitka from 5 May; and NAS Attu, Alaska from 10 August. To NAS Whidbey Island, Washington 5 November and with new PV-1s, returned to NAS Adak, Alaska on 19 April 1944 where aircraft were equipped with Long Range Navigation (LORAN) equipment. To NAS Attu, Alaska 19 May to fly day and night missions against the Kurile Islands. To NAS Whidbey Island, Washington 23 October for reforming and training. To NAAF Mount Vernon, Washington, 1 June 1945 to re-equip with PV-2s. To NAS Attu, Alaska, 4 August 1945.

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Circa Unknown
Can you identify the Month and or Year?

A BIT OF HISTORY: VP-17 Bumper Sticker Contributed by LEWIS, PH1 Danny (Red Chimp) ohmss007dll@verizon.net [26OCT2005]

A BIT OF HISTORY: [30MAY2000]

A BIT OF HISTORY: "...VPML-66 became VP-772 then VP-17. As far as nose markings for PB4Ys we had some dandys. All nine were different and looked like Disney cartoon centipeeds. I am now searching for pics to create a photo montage for our 50th Reunion in 2000..." Contributed by William H Sandstrom ofudge@msn.com [11JUL99]

A BIT OF HISTORY: "...I noticed a posting about the Jap "Kaitens". I was in Crew #1. I remember "battle stations" being called when we sighted the sub which probably carried the Kaitens. By the time I got to the bow turret there was nothing to see. We were returning from a long patrol and were low on fuel. I also remember the attack. We were on our landing run after another long patrol and once again low on fuel when there was an explosion ahead. It was the U.S.S. Mississinewa, a tanker. We had to wait aboard the plane after we tied up. When we finally did get to the U.S.S. Hamlin, we were sent to crew's quarters and I was resting against the hull. I could feel the "thumps" of the depth charges. Everyone thought it was a one man sub that was still loose somewhere in the anchorage. I have a lot of info about VP-17 - too much to E-mail. I wrote the story of my life as an enlisted man in the Navy and most of it is about VP-17 and PBM's. I didn't have the book published as stories about enlisted personnel would not sell well but would be of historical significance in later years. Two Navy and one Army museum accepted copies of the book...." Contributed by Thomas Edwin Russell tompbm@aol.com

A BIT OF HISTORY: "...Flew in some P-2's to burbank as the squadron transitioned. By the time I finised the tour I was qualed in all sensors and tacco..." Contributed by Ralph M. Deyo AWCS (AC/AWS) USN (Ret) Rotor-Head@msn.com

A BIT OF HISTORY: "...At Saigon, crewmen load their personal gear through an aft waist hatch..." Contributed by Captain Brian McGuiness, USNR [15SEP98]
Title: "COFFEE ON THE WING BEAM-Memories of the P2V Neptune" By Capt. Brian McGuiness USNR (Ret.). From Operation Market Time in Vietnam to the latter days of the Cold War, with vignettes of the Pueblo seizure, the earlier Korean War, the Truculent Turtle, and all eight models of the venerable P2V Neptune aircraft. The author recalls the excitement, luck, redeemable stupidity, brilliance and shenanigans that made up the modus operandi of patrol aviation. Knights of the Red Branch Press, P.O. Box 296, Clearlake, WA 98235-0296. 140pp of text, maps and illustrations, and 16pp of photographs. Paperback $11.95 plus $3 shipping/handling. Contact author for Brochure and ordering information at (360)856-4010 or "print and mail in online order form." [15SEP98]

"...First printing sold out: Contact Knights of the Red Branch Press to have your name placed on a mailing list for notice of the second printing sometime in 2001. Sorry, I don't have any idea at this time of the future cost...Brian McGuiness..." [21JUN2000]

A BIT OF HISTORY: VP-17 Patch Contributed by Alec Fushi afushi@aol.com [31JUL2005]

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"VP-17 Page"

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