A BIT OF HISTORY: P2V BUNO: 131522 "...P2V BUNO: 131522 at VFW-3761 Post Home (http://www.freewebs.com/vfw3761/p2vneptuneaircraft.htm. Don Bates provided aircraft data and gray and the blue photographs. Assignments: FASRON-108 (07JAN55), VP-11 (15FEB55), VP-16 (19MAR56), NAS Anacostia, Washington, D.C. (28FEB57), VA(HM)-13 (22MAR58), VP-24 (31JAN59), VP-8 (14OCT59),l VP-16 (12SEP60), VP-7 (26FEB62)..." Contributed by Don Bates email@example.com [03AUG2009]Circa 1958
Department of The Navy
AIR:00D3:WJA:mw dated 5 March 1982
Mr Wyatt McFarland.
Dear Mr McFarland,
The Curator for the Navy forwarded your 22 January letter to my office for reply to you.
You asked for information on your SP-2E.
The distance from the ground to top of fuselange is 14' 4"; from center to center of landing gears left/right it is 25' 11"; and from center to center of main to nose landing gear is 24' 9". Weight and connecting points are items too complex to explain in a letter.
You need copies of the Flight Handbook and the Erection and Maintenance Manual for the P2V-5F, which was the aircraft's designation before being changed to P-2E.
The Air Force may have copies of these books. We have retired ours to the National Archives. I suggest that you ask at Rickenbacker.
If the Air Force does not have the books, all you can do is write the National Archives, Printed Archives Branch, 4205 Suitland Road, Washington, D.C. 20409. Ask for the books by aircraft designation.
The histoty of Bureau Number: 131522 is as follows:
29JUL54 - accepted by Navy BAR, Burbank, CA
05AUG54 - Went to O & R, NAS Jacksonville, Florida
07JAN55 - Went to FASRON-108, Burbank, CA
15FEB55 - Went to VP-11, NAS Brunswick, Maine
19MAR56 - Went to VP-16, NAS Jacksonville, Florida
28FEB57 - Went to NARTU (Naval Air Rescue Training Unit) NAS Anacostia, Washington, D.C.
03MAR57 - Went to BAR Burbank for rework
25MAR57 - Went to O & R NAS Alameda, California
22FEB58 - Went to O & R NAS Norfolk, Virginia
22MAR58 - Went to VA(HM)-13, Malta
30NOV58 - Went to NAS Chincoteague, Virginia
31JAN59 - Went to VP-24 NAS Keflavik, Iceland
14OCT59 - Went to VP-8 NAS Norfolk, Virginia
04JAN60 - Went to O & R BUWEP at NAS Alameda, California
26APR60 - Went to VWRFR Burbank, CA
12SEP60 - Went to VP-16 NAS Jacksonville, Florida
26FEB62 - Went to VP-7 NAS Jacksonville, Florida
00APR64 - Went to NS Rota, Spain for 6 month tour
16MAR65 - went into storage at Litchfield Park, a Navy Storage facility in Arizona.
00DEC65 - Still in storage, Litchfield Park was disestablished and a tri-service storage facility Military Aircraft Storage & Disposition Center, Davis-Monthan Air Force Base, Tucon, AZ, became a storage site. This aircraft transferred there in Dec 1965.
15JAN71 - Out of storage, went to NARTD North Island
05MAR72 - Aircraft struck administratively from active inventory with 6,179 flying hours total service for training purposes at NARDET Training at NARDET Columbus, Lockbourne AFB, Ohio
09FEB79 - Lockbourne AFB requested this aircraft as training device in fire/crash rescue.
28FEB79 - Aircraft transferred to Air Force Custody.
Signed: Wm. J. Armstrong, Historian Naval Air Systems Command.
From The Department of Defense, Rickenbacker, AFB, Aircraft SP2E No. 131522 transferred to VFW Post 3761 Baltimore, Ohio 6 May 1982
Signed: H.W. Wickline, Colonel USAF, Commander.
Letter From Wyatt McFarland
COMRADES AND SISTERS
This is for you, not a memorial, monument, or a donation, but a piece of American Heritage from yesteryear, not so long ago but yet tucked away in the past. She was to die a death not befitting so many of her kind, to be burned, but somewhere down the road of her military career fate played a hand. Her career is above reproach, her destiny is now yours, for her final landing and resting place will be Liberty Union VFW Post 3761. Where else can American Heritage stop, be revived and begin a new career of American Heritage, but in the hands of the Veterans.
Lockheed Aircraft Corporation
P2V-5 Model 526
Lockheed Factory S/N
Patrol & Anti-Submarine Search
SP-2E # 131522
103' 10 "
81' 7 "
Length with stinger
2800 to 3900 Gals.
Power Plants Aux
(2) 20mm Cannon
(2) 50 Cal.
(2) 20mm Cannon
323 MPH at 17,400 ft.
Rate of Climb
1820 Feet per minute
Number A/C Built
The P2V-5 first flew on 29 Dec 1950, it had a search light to illuminate the target for the nose guns. The light is housed in the nose of the starboard wing tank. The P2V-5FS (SP-2E) has a magnetic anomaly detection gear in the stinger tail, it also carried the Julie/Jezebel active and passive detection systems. The Navy updated the P2V-5 to the P2V-6 on 16 Oct 1952, this plane was built under the P2V-5 plans in 1953. She has been called "The Old Man of The Sea", but the Navy called her the "Neptune". Navy Neptune, "Truculent Turtle" set a world distance record of 11,236 miles. The Navy "Neptune" have seen service in Viet Nam.
Written By: Wyatt McFarland, Updated 11AUG92
Moving From Rickenbacker to Post 3761
A real big thank you to Paul Wooster for the many hours of his own time and hard work for getting the "Neptune" moved from Rickenbacker to the VFW Post Home.
Crew of the Neptune in 1965
It should be noted that three (3) comrades of our Post were members of the aircrew when this aircraft was on active duty.
They are, Don Bates, Herb Jung and Richard Woody.
The crewmembers when 131522 was taken out of active service in 1965 was as follows, Lcdr. Bob Byerg (pilot), Lt. Bob Harris (co-pilot), Lt. Larry Johnson (navigator), Lt. Bob Crabtree (tacco), ADJ2 Don Bates (plane captin), ATR2 Howard Hollweg (radar), AX2 John Delconte (juli/jez), AE3 Wayne Des Rosiers (electrician), ATN3 Henry Rustmann (radio), ADR3 Richard Woody (2nd mech), and AO1 Herb Jung (ordance) This is per Don Bates e-mail Dec. 7, 2008.
Another thank you to all those who helped Paul with the move. I don't know if anyone kept a list of those who helped and I don't want to miss anyone, if there is a list please let the Post know and we will add it .
We have a book at the Post with letters and picture of the A/C and the move of the aircraft if you at the Post and would like to see it, please ask.
P2V Story From Don Bates 12/08/2008
On the evening of July 2, 1963 we left Jax, Fl. on a routine 10 hour flight, due east over the Atlantic Ocean, to monitor shipping in the area. We did this by checking for screw sounds, getting a fix, then honing in on the ships, clicking on the search light to get it's name and port of registry. We would chart this along with the ship's heading. About 6 hours into the flight we picked up screw sounds that were identical to a Russian conventional sub. We honed in on it to find that it was submerged. So we dropped 3 consecutive practice depth charge s, which was at the time a warning to surface and be recognized. Nothing! We did it several more times and no response. We were told by the higher-ups to stay with it till they could get another crew launched to relieve us as we were now low on fuel. We idled back as slow as we could go and still stay airborne. By the time our relief plane arrived we didn't have enough fuel to return to Jax, so we were diverted to Nassau Airport in the Bahamas to get fuel. Nassau told us to buzz the field when we got there and they would turn on the runway lights for us to land. I guess they were saving energy way back then. We had to wait till they could locate a driver for the fuel truck. We could see the truck on the other side of the fence where they parked old 522. 2 hours later, 5am, the driver showed up and was so drunk that we ended up driving the truck and fueling the plane ourselves. It ended up being a long and hungry flight, but worth it. At daybreak the Russian sub had to surface to charge his batteries, because they normally charge them at night under the cover of darkness, but we foiled that by staying with them and the other crew got some great daylight pictures.
Each aircraft had a log book that records were kept in. Inside the log book for 131522 was a newspaper clipping from Shreveport,La. that told the story about ADR2 Swain(Plane Captain) flying 131522 by himself from Burbank,Ca. to Shreveport,La. which would have been 1960 when it was scheduled to leave VWRFR Burbank to Jax, Fl. From what I can remember, the article told how the Navy was going to court-marshall him and the Airforce stated anyone who could fly that bomber that distance by himself they wanted on their team. It was quite an interesting article. I tried several years ago to find the article from the Shreveport news but they couldn't find it as I didn't have an approximate date. All I could tell them was that it was sometime late 50's early 60's. From your info we now know it was probably Sept 1960. If you have the time you might be able to research the article, explaining that it is important information needed to complete the history of your aircraft. To my knowledge it's the only Neptune to have been flown by one man. You have a piece of history there.
This is what I can tell you about special tours etc. of 131522 while I was Plane Captain. It spent 3 tours out of Guantanamo Bay, Cuba during the Cuban crisis doing reconnaissance around the Island 1962,1963,and 1964. It was on T.A.D.(temporary additional duty) out of Boca Chico Naval air station in the Florida Keys doing reconnaissance between Cuba and the Keys 1963. It went to Puerto Rico for 2 weeks every January for Maneuvers with the Atlantic Fleet to brush up on our skills while it was in VP-7. It was picked by our Commanding Officer, while we were in Rota, Spain, to be displayed in an air show at Lajes Air-Force Base in the Azores Islands. It was on T.A.D. to the Island of Crete, while in Rota, Spain, working the Mediterranean Sea. The "Skipper" picked it and our crew to take him to London, England to meet with his Executive officer, who was in charge of the other half of the squadron in Keflavik, Iceland. It wasn't that he liked "us", he only liked the way we kept the aircraft clean and and in the "up" status and that made "him" look good!
As you can see the color of the plane changed from charcoal grey to light gray between Rota in 1964 and storage 1965. It was repainted in Norfolk, Va. November 1964 and a memo followed that nothing was to applied to the paint of any aircraft but soap and water. Unknown by others, our crew had applied Johnson's one step glo-coat which helped us keep old 522 clean and shining. Don
A BIT OF HISTORY: "00JUL59--In July, 1959, VP-8 changed homeport to Breezy Point, Norfolk, Va. where it received a commendation from Commander Destroyer Flotilla Four for the location of a missile nose cone during PROJECT MERCURY tests. The missile nose cone contained the monkey named "Sam," and was located only minutes after leaving its launching pad at Wallops Island, Virginia..." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: VP-8 Patch "...Task Group Alfa, of which VP-8 was a member squadron while home-ported at NAS Norfolk, Virginia in the '59 - '61 time frame..." Contributed by Bill Butler firstname.lastname@example.org [28MAR99]
A BIT OF HISTORY: "...Navigator Designator Used - Page 28 - Naval Aviation News - May 1958..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1958/may58.pdf [13AUG2004]
A BIT OF HISTORY: "00MAR58--In March 1958, Fleet Air Detachment Quonset was awarded the Admiral's Trophy, 1957-1958 - for excellence in athletics. That same month the Squadron changed homeport to NAS Chincoteague, Virginia. and in April joined the newly formed Task Group ALPHA. During the next twenty months, the squadron actively participated in every phase of antisubmarine warfare, ranging from the basic ASW techniques to the practical evaluation of new tactics and equipment. In February 1958 the squadron was awarded first place in open competition for the Lajes Air Force Base Annual Soap Box Derby. Also in 1958 the squadron was given national recognition when Time and Life magazines gave extensive coverage to Task Group Alpha. On 10 July they received a commendation for ice reconnaissance work within the Arctic. On 17 September the squadron received a commendation for work done in a demonstration for the Secretary of Defense....." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "...Ice Floes Ahead! - Page 1 to 5 - Naval Aviation News - October 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/oct56.pdf [09AUG2004]
A BIT OF HISTORY: "...VP-8 Arrives At Quonset - Page 38 - Naval Aviation News - March 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/mar56.pdf [08AUG2004]
A BIT OF HISTORY: "...An Example - Page 3 - Naval Aviation News - February 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/feb56.pdf [08AUG2004]
A BIT OF HISTORY: VP-8 P2 BUNO: 128411 "...Second aircraft on which I was a crew member LC-9 (Serial # 128411) Picture date is uncertain but believe it was late '57 in the NAF Lajes, Azores, Portugal..." Contributed by MENTING, Peter email@example.com [02JUN2002]
A BIT OF HISTORY: VP-8 P2 BUNO: Unknown "...HD-10 January 1957 NAF Port Lyautey, Morocco..." Contributed by MENTING, Peter firstname.lastname@example.org [02JUN2002]
A BIT OF HISTORY: "00JAN57--In January 1957, VP-8 was involved in a three-way deployment at Quonset Point, Argentia, Nfld. and Port Lyautey, Morocco. Enroute to the latter destination, Al Smith and William Thomas piloted a P2V5F with Hap Arnold as Plane Captain and Tommy Thomas as radioman/technician. They flew direct from Quonset to Lajes in exactly 10 hours and landed with over three hours of fuel remaining..." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "00SEP57--In September 1957, VP-8 returned home from a NATO ASW Barrier exercise in the Scotland/Norway/Iceland area. December, 1957, the tail code on the squadron's planes was changed to LC..." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "...VP-8 Assists AF In Rescue - Page 15 - Naval Aviation News - December 1955..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1955/dec55.pdf [07AUG2004]
A BIT OF HISTORY: "...Below is a list of BuNos that appear in my old log book in connection with my time in Patrol Squadron Eight (11 APR 1955 to 15 FEB 1957). I haven't succeeded in remembering the tail numbers that were assigned to all these aircraft, but I would like to have them if anybody can come up with them..." Contributed by JAMISON, John W. email@example.com [16APR2001] Circa 1954
124865 HD-9 P2V-5F
124872 HD-12 P2V-5F
127729 HD-1 P2V-5F
A BIT OF HISTORY: "...Below is a list of officers who served with me in VP-8 1955-57, along with their rank at the time. Some names may be missing. I would appreciate any additions or corrections, and I would enjoy hearing from anyone who served with me then. I have a few current mailing addresses and would like to have more. Asterisks indicate those men who are believed to be deceased..." Contributed by JAMISON, John W. firstname.lastname@example.org [16APR2001]
Bergstrom, Kenneth I., ENS
Biggs, R. W., W-1
Bogosian*, A. E. (Ed), LCDR
Bowers, Robert W. (Bob), LTJG
Boyer, WIlliam E., LTJG
Brescia, Louis, LTJG
Brogden, William H. (Hoyt), LTJG
Brown, J. R., ENS, (female admin officer)
Burnett , Louis R., CDR
Cote, Paul E., LTJG
Dassler, Edward M., LT
DeMontebello, G., ENS
DiCarlo, Vincent A., LTJG
DiNatale, A. F. (Skip), ENS
Dobbs, Al, LTJG
Doyle*, Thurlow G. ("T"), CDR
Fiene, Donald F. (Don), LTJG
Gardemal, Robert G., LCDR
Gaskin, Richard G., LT
Hart, Robert L., LTJG
Hebert, E. P., LT
Hogg, R. L., ENS
Holmbeck, Glenn E., ENS
Huber, Robert L. (Bob), LCDR
Huffman, Charles (Charlie), LT
Hughes, Ronald E., LTJG
Jamison, John W., LTJG
Josephson, J. V. (Joe), LT
Keating, John A., LCDR
Kinch, R. G., ENS
Kroszner*, Rudolf J. (Rudy), LTJG
Kucyk, Peter M., LTJG
Larson*, Conrad S. (Connie), LCDR
Law, Frederick H., LTJG
Levenson, Lee, LTJG
Lynch, Thomas, LTJG
McCalla, John, LT
McDowell, Curtis G., LTJG
McFawn, Lawrence (Larry), LCDR
McGinnis, B. J., LT
Meleski, D. R., ENS
Mitchell, D. F., LTJG
Moriarty, Jack O., LTJG
Moss, Elmo L, (Len), CDR
Newsom, Hugh M., ENS
O'Brien, Jr., Thomas L. (Tom), LTJG
Pate, J. A. (Jack), LCDR
Randall, H. W., LTJG
Rapp, Barney, LCDR
Resnick, J. H., ENS
Reyback, James M. (Jim), LT
Richards, D. B., ENS
Rodgers, Charles (Chuck), LT
Rusch*, John H., LTJG
Rushing, Les, LTJG
Schuller, Gordon J. (Dutch), LTJG
Sesow, Anthony. D. (Tony), LTJG
Sharer, Keith W., LT
Skomsky, Louis J. (Lou), LTJG
Smith, A. J. (Al), LT
Stromeyer, A. J., ENS
Thomas, William E. (Bill), CDR
Tobin, L. A., ENS
Townsley, J. W., LTJG
Watt, William M., ENS
A BIT OF HISTORY: "18MAR55--The following happened March 18-20 1955 as accounted by Charles Godby: "We had four of our aircraft rigged with APS-16 RADAR to evaluate for ultimate use in "Barrier Controls", later performed by "Willy Victors" WV-1 and WV-4 super connies (one of which is preserved and on display at Tinker Air Force Base). We competed in this RADAR evaluation with a squadron (P-2Vs) out of Jax who had all nine of their aircraft rigged with this AV-16 RADAR. Needless to say, we out-flew and out-performed and logged more hours with our four aircraft than they did with 9 aircraft on the simulated barriers between Argentia and the Azores. Two patrols were launched simultaneously - one flew at 10,000' (on oxygen all day) and one at 5,000' to fully provide a screen/barrier. The barrier was penetrated by friendly forces to provide for the evaluation. The RADAR did a fine job of detecting their penetration. On one occasion, Argentia was "socked in" with fog on our return and we were flying at 10,000' and given first opportunity to land. We made three passes and on the third pass landed (toward the water tower) between the runway and taxi-way, taking out all the little pine trees (6-8' tall) in our way. They stripped all of the antennae from under the aircraft including the Radome. The pilot skidded out both main- mounts and damaged both props. We reported this to GCA and the 2nd aircraft (VP- 8) was directed by GCA to land left of where we landed. GCA over-compensated and brought that aircraft into the GCA trailers, damaging the aircraft extensively on one wing, engine and forward fuselage. My crew and ground crew stripped this aircraft of its antennae, radome and one prop and fixed our aircraft for the next scheduled launch. We worked continuously that evening and all night up to launch time getting the aircraft ready - and all in about 2' of snow! that fell during this period. What a can-do spirit, huh? Miraculously, during all of this episode, no one was seriously hurt. The most serious injury was one of the GCA operators who knew the the 2nd aircraft was going to hit the GCA and he attempted to jump from between the two trailers about the time of impact. The trailer jack-knifed and he was caught,hanging by a leg wedged between the trailers - desperately yelling to all for help. He expected the aircraft to burst into flames/explode and burn him alive while hanging there. The runway crew released him and the rest is history. What excitement! What competition! Combat Crew 2: Pilot LCDR McPhawn; Navigator Pat Snauffer; Radioman Charles Williams; Plane Captain Joe Knoph; 1st Tech & Radar Operator Charles Godby assisted by AT1 Bryant and AT2 Ray Cole on this Radar evaluation mission. Other crew member's names escape me at this time although their faces are very vivid to me." Following is George Young's account of the above episode, taken from his log book: "The operation was called "Lantbex" and the date was March 13-20, 1955. The squadron was based at Quonset Point and had just returned from Operation "Spring Board" on March 7th from NS Roosevelt Roads, PR in Panama. The Argentia exercise was to test and evaluate the APS-20E radar utilizing aircraft, surface unites and sumbarines in extreme weather conditions. The Neptune Units were comprised of 3 aircraft from each of the various squadrons assigned to Fleet Air Wing 3. "Two VP-8 crews were back-up crews for two aircraft from another squadron. The weather brief was around 2300 for a midnight launch. The forecast weather for our return was 60` cross wind high winds gusts from 40-60 mph and glaze ice on the runway. The aerographer, a pilot, advised to abort. The two primary crews did abort and that made VP-8 the prime crews. The Wing Operation Officer threatened the crews with disciplinary action for not going so the VP-8 crews went. "The incident happened on the morning of March 18th. The aerologist's forecast was accurate - the weather conditions were everything he had forecast. Aircraft were stacked up waiting for their turn for an approach. I do not remember how long we held but we logged 8.9 hours. Because of extremely high westerly winds (higher than forecast) we didn't have enough fuel to go to an alternate. I was flying with Lt. Charley Huffman, the P2V ahead of us was piloted by Lt. Hal Jackson and copiloted by LTJG Bob Bowers. Unfortunately, I do not remember the flight crews because crews for this exercise were made up of personnel from various crews. "After Lt. Jackson slid off into the GCA unit the only aproach left was the old radio range approaoch. The only decent weather condition that morning was the ceiling was above range minimums. Since most aircraft did not have enough fuel to go to an alternate we all landed without the assist from the GCA Unit. The results of the accident were one GCA controller broke his leg and the P2V was a strike (I saw it a month later on a barge at Quonset Point on its way to the "bone yard".) "I will never forget Lt. Charlie Huffman during that landing. As cold as it as in the cockpit and as difficult landing as it was, he broke out into a sweat-dripping off his chin! After we stopped I looked over to congratulate him on a fine landing. He smiled and said, "Patience is a virtue." "The two crews that aborted were not disciplined - the Wing Ops Officer was!..." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "22SEP55--...." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "22SEP55--On 22 Sept. 1955 LCDR L.E. MacFawn, in charge of the VP-8 detachment assigned another rescue mission to Lt. Huffman and his crew to locate the floating Ice Island T-3. Through blowing snow they found the island and by means of an airborne homer succeeded in vectoring two ski-equipped Air Force C- 47's to the location...." Contributed by Beth Perry (E-Mail Removed By Request) NEWSLETTER: "VP-8 Alumni Association" World War II Stories, and more!!!
A BIT OF HISTORY: "...VP-8 Hits High Mark - Page 29 - Naval Aviation News - September 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/sep54.pdf [02AUG2004]
A BIT OF HISTORY: "...VP-8 Hits High Mark - Page 29 - Naval Aviation News - September 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/sep54.pdf [02AUG2004]
A BIT OF HISTORY: VP-8 Officer Takes Post As Flag Secetary "...I was attached to VU-2 from 1951-1954. NAS Quonset Point, Rhode Island Scout - March 10, 1953 - Page 1. Best Regards..." Contributed by DAUMANN, Hank BEEBAA2001@aol.com [12JUN2005]
A BIT OF HISTORY: "...Navy Pinch-Hits For USAF - Page 32 - Naval Aviation News - September 1953..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1953/sep53.pdf [31JUL2004]
Circa 1952 - 1953
P2 Neptune Deployments to NAS Keflavik, Iceland
A BIT OF HISTORY: "...Neptune Deployments to NAS Keflavik, Iceland..." WebSite: The Lockheed P2V Neptune http://www.verslo.is/baldur/p2/kef_p2s.htm [21MAR2001]Circa 1952
The information here has been updated from my old list with additional information from the DICTIONARY OF AMERICAN NAVAL AVIATION SQUADRONS—Volume 2. Available from the Naval Historical Center at this address: http://www.history.navy.mil/branches/dictvol2.htm. It is believed to be fairly complete as to actual deployments, but may be lacking in details as to short time detachments and exercises. All comments welcome. Send any comments to: Baldur@verslo.is
A BIT OF HISTORY: "...FAETULAN, FAW-3, FAW-5, FAW-11, VP-3, VP-5, VP-7, VP-8, VP-10, VP-11, VP-21, VP-23, VP-24, VP-26, VP-34, VP-44, VP-45, VP-49, VP-661, VP-741 and VP-861) - Naval Aeronautical Organization OPNAV NOTICE 05400 for Fiscal Year 1953 dated 1 October 1952 is: DECLASSIFIED per Office of Chief of Naval Operations on 1 February 1965 by Op-501..." WebSite: Naval Historical Center http://www.history.navy.mil/a-record/nao53-68/fy1953-oct52.pdf [14MAR2007]
A BIT OF HISTORY: "...3 Squadrons Safety Leaders - Page 35 - Naval Aviation News - May 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/may52.pdf [26JUL2004]
A BIT OF HISTORY: "...Sudden Cloudburst Gave VP-8 Men Raft Training Right On Runway - Page 4 - Naval Aviation News - March 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/mar52.pdf [25JUL2004]
A BIT OF HISTORY: "...Dad, AT3 Fred B. EISWALD, passed away in 1995. My researched shows he served with VP-8 at NAS Quonset Point, Rhode Island with a deployment to NAS Argentia, Newfoundland, Canada. These photograph's (NAS Quonset Point, Rhode Island) are from my Dad's personal collection. Dad served with ..." Contributed by Gregg Eiswald email@example.com [09FEB2015]
A BIT OF HISTORY: "...Gun Driving Spring Failure - Page 38 - Naval Aviation News - September 1950..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1950/sep50.pdf [21JUL2004]
A BIT OF HISTORY: "...VP-8 Claims Patrol Mark - Page 10 - Naval Aviation News - July 1950..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1950/jul50.pdf [20JUL2004]
A BIT OF HISTORY: "...FAW-3 Inspection - VP-7, FASRON-101, stand-by inspection 29 June 1950 when RADM Edgar A. Cruise assumed command of FAW-3..." The Neptunes Squadron Book - August 1950 [15MAY2002]
"VP-8 History Summary Page"