A Message from our Association President:

Squadron Mates and guests,

As winter starts to wane and days grow longer, let us turn our attention to the final count down for the VP-11 Neptune Association Reunion, Thursday April 3 to Sunday morning April 6, the departure date for most. Let me introduce you briefly to the historical aspects of our beautiful reunion locale.

First came the Native American populace of various tribes. This was an advanced civilization complete with civil leadership, economic trade, agricultural skills, native religions, social and family organization.

In 1542, Cabrillo was sent to determine if Baja California was really an island or another continent. Traveling north to Alta California, he was the first to enter and record the existence of San Diego Bay (past Point Loma). His success as an explorer was prematurely ended by a fatal broken leg. He is buried in Santa Barbara. Prior to 1768, the Jesuits established 20 missions in Baja California, but were hard pressed to be successful due to the harshness of the area. In 1769, these missions were transferred to the Franciscans. Father Junipero Serro was commissioned to head the new mission system in Alta California, and to establish the first mission at San Diego (now Old Town). The Viceroy of Mexico gave TAD orders to Father Serra as follows. "You will be head of a new mission system - at each there will be a church, work shops, small houses, crops, and classes in Spanish and religion".

The San Diego Mission prospered amid hardships such as being burned out by unfriendly Indians. It was later moved up Mission Valley to what is now up stream of our hotel. It is now called Mission San Diego de Alcal'a.

The mission system prospered using native Indian labor sometimes harshly treated. The key missions were San Diego, Monterrey and San Francisco. These missions were connected by the Camino Real that started in the square where we will dine in Old Town. Today, various Interstate Highways traverse the old Camino Real.

In 1810, Mexico won independence from Spain. Financial assistance dwindled, and the missions had to become self-supporting. During the same time, the Indian population had dwindled due to the white man's diseases and the harsh treatment the Indians who went AWOL received. Spanish rulers were unwilling to do the stoop labor required. This trickled down to the mission system, which became secularized as property was sold off to private interests. In 1833 the secularization order was given, and the control passed from the missionary order to the local priests and local Native Americans.

This had been a successful method in other Spanish colonies, but was a disaster in Alta California. Unable to manage their white man holdings due to the lack of managerial training, the Native Americans were easily deprived of their rights by land speculators. Property and buildings remaining fell to disrepair, and the missions themselves were nearly forgotten as the system was destroyed and secularization failed. It was later in the 1800's, that enough wealth was available in the hands of the faithful to repurchase some of the missions and maintain them as we know them today.

Today, as you pass San Diego Bay, visualize a submarine net across the straits at the tip of Point Loma. Picture also destroyers, aircraft carriers, submarines and cruisers plus attendant tenders and supply ships filling the harbor completely from south of National City to the entrance, with every buoy nesting numerous ships of a kind. This was the scene in WWII and the Korean War.

As I write, another war is on the horizon, and might well be underway before our reunion. Fortunately, in our reunion planning, we have not included any military installations on our itinerary due to the high level of security present since 9/11. As we gather let there be prayers for peace and safe keeping of our active military personnel. We are reminded that as a nation, we have always fought to preserve our freedom.

Still time to get your free tourist packet from the SD CVB.

See you all in San Diego and God speed to all.

Peace,
Harry Kraus

The reunion committee has completed the planning phase for what promises to be another memorable Lovin Eleven gathering. The effort Harry Kraus, Chuck Oster and Glen Patterson and their support teams have put forth is reflected in the following schedule of events. A reminder that the time to make travel and hotel reservations is upon us. Note also that the deadline for reunion registration is 13 March. A copy of the reunion registration form is included with this newsletter. This form with applicable payment should be remitted to the treasurer as indicated on the form. A detailed description of the schedule of events was published in our last newsletter. A summary appears below and on the registration form.

Thursday 3 April 2003

Hotel check-in and informal gathering in VP-11 Ready Room. Dinner plans left to individual arrangements.

Friday 4 April 2003

A morning bus tour of the city highlighting the Gas Light District, Seaport Village, Balboa Park and the Cabrillo Monument At Point Loma is planned. Scenic views of the harbor and various historic points of interest will be featured.

Lunch at Reubens harborside restaurant will precede our bus ride back to the Handlery Hotel.

The Ready Room will be available for those who wish to forego the "rest period and opportunity to refresh" in advance of the evening "shoot."

Bus transportation will deliver us to OldTown for an authentic Mexican dinner followed by an opportunity to explore the various gift shops in the area. The bus will return our group to the hotel where it is expected that Ready Room activities will resume.

Saturday 5 April 2003

Bus transportation provided to the Aerospace Museum in Balboa Park for a guided tour.

The option of roaming around the Park Zoo or returning to the hotel via our bus transportation offers the opportunity for individuals to plan their afternoon activities.

The traditional VP-11 reunion banquet is scheduled for our evening entertainment at the Handlery Hotel. Following the banquet, the Ready Room will be open.

Sunday 6 April 2003

Farewells for those departing, and for those remaining in town, an opportunity to plan further vacation activities. Some have already expressed an interest in an excursion to Ensenada Mexico. Chuck Oster has offered to provide information on travel arrangements for those interested in the Mexican adventure.

For those who have attended previous VP-11 reunions, it would appear that the groundwork has been provided for another memorable celebration. If you have not as yet attended one of our reunions, may we encourage you to do so with our assurance that you will have an enjoyable time.

One final note. In the event that circumstances, such as a national emergency, should make holding the reunion impractical, all who have signed up will be notified at the earliest possible time. ROR

ROLLCALL

Gregory Comerford

Greg. was one of the original VP-11 Neptune Association members, a frequent attendee at reunions and an enthusiastic supporter. He served as a naval aviator with VP-11 from August 1956 until July 1958 and made two deployments to Malta.

Following his active duty service Greg. continued his education earning a law degree before launching a career role with I.B.M. As a representative of that organization, he spent numerous years in the Orient before settling in New York City.

Throughout his civilian career, Greg. maintained an active affiliation with the Navy through the Naval Reserve program, earning a retirement with the rank of Captain. An ardent Navy supporter, he was an active sponsor of the Naval Air Museum in Pensacola and one of our Association boosters.

Following a lengthy period of treatment for colon cancer, Greg. died in the arms of his brother Kevin on 29 November 2002. Kevin, a resident of Colorado, dedicated himself in the last several months of Greg's life to keeping him company.

One of our members sends along his recollection of two Greg. Comerford stories.

Greg. always claimed that he had learned to fly before he learned to drive an automobile. I believe that to be a true statement based on an incident in Malta. When Bill Oliver told Greg. to run an errand up to the Upper Camp in the skipper's jeep, Greg. displayed that he had not a clue in how to drive a stick shift, and if I am not mistaken, he had a fender bender. The other car tale on Greg., had to do with his purchase of a new red Pontiac convertible. A day or two after he took delivery on the vehicle, the dealer called him to report that his deposit check written for the vehicle had bounced. It seems that he was so excited about picking up his very first automobile that he had signed the check "Gregory A. Convertible" (true story).

Phil Connell

Greg. and I met as we traveled via a Super Connie from MacGuire AFB on our way to join VP-11 in August 1956. He was a seasoned full LT, or very senior LTJG, and I was a fresh caught Ensign. From a rank point of view he was like god, but from an aviator's, we were both brand new.

When the Connie stopped in the Azores. LT Greg proceeded to the barbershop with me in tow for a haircut, shave and a shoeshine. I remember him sitting in that chair smoking a cigar and having a shoeshine. For the first time in my life, at Greg's insistence, I had a shave with my haircut. It may have looked suave having it done, but it hurt like hell and I have never had another.

At our next stop Port Lyautey, we had our share of ten-cent drinks as we waited for the next leg that would take us to V P-11. A few days later, an R5D picked us up and deposited us on Malta.

Back to reality, Greg became the exalted Logs and Records Officer and I was shunted to a nondescript job in Maintenance. Greg, always had a smile and an ability to persuade me to sign for some missing classified documents that he assured me were somewhere in the squadron area. Later when I relieved him as Classified Material Control Officer, these documents were mysteriously nowhere to be found.

TAPS

Richard S. Eisley
July 30, 1933 – January 8, 2002

Richard S. Eisley, 69, of Phoenix, AZ. passed away January 8, 2003 at his home after a courageous battle with cancer. He is survived by his wife, Donna Casavant Eisley, and other family members.

Chicago-born in 1933, he received his B.A. from Beloit College, Wisconsin in 1954. Later, he studied at Boston University Graduate School of Communications, and received a degree in Graphic Design from Collins College in Arizona in 2001.

During his active duty career in the Navy, he was an Air Intelligence Officer in Patrol Squadron Eleven stationed at NAS Brunswick, Maine. Also a pilot, he flew in the P2V Neptune, an anti-submarine aircraft. assigned missions in Atlantic Coastal regions, the North Atlantic and the Mediterranean Sea. Objectives were to detect and track foreign submarines and monitor Soviet ships in U.S. adjacent waters. Dick was deployed in the squadron for two six- month periods to HMS Halfar, a British base on Malta.

His passion for travel and communications continued throughout his career. He served as a tourism adviser for the United Nations residing in Bonaire, Netherlands Antilles, and later oversaw the Bonaire Tourist Bureau in New York. As president of the Westchester Convention and Visitors Bureau he promoted the scenery and easygoing lifestyle of the county. He dedicated over 25 years of public relations work for four airlines with destinations that included Jamaica, Antigua, Japan and India, promoting cruise lines and airlines. The experience left him with treasured memories often reflected in his later writing.

His 10-year relationship as writer and editor of Airport Press published at JFK in New York continued, even while he was radio news anchor for Metro Networks in Santa Fe, and later as e-mail news editor in Scottsdale for a travel agency. During his varied career he also owned a golf tour company and Ceiling Pro of Santa Fe, Inc.

A man of great warmth, good humor and wit, he took delight in volunteer activities as writer. He authored a joke book and a book for the children of Bonaire. Most recently he wrote and designed the Phoenix Orpheum Theater newsletter. As publisher of his own newspaper, "Lighten Up" for 3 years, he helped serve the holistic and alternative thinking community. (Among his many written accomplishments, he took time to originate our own Lovin Eleven newsletter.)

Bart Smith submitted the following:

A very nice Memorial Service for Dick Eisley was held Feb. 1, 2003 at the Franciscan Renewal Center, Scottsdale, AZ. The rural and mountainous setting of the Center and Chapel were perfect for the service, and there were some 60 people in attendance. The ceremony commenced with the American Legion doing a military style service, complete with color guard, dedicating a U.S.Flag to Dick and presenting it to Donna. The Fr.Micah Muhlen, OFM conducted the religious part of the service which included reading of Scriptures by relatives and several musical selection by a soloist.

Following Fr. Muhlen's remarks, there were eulogies by; the minister of a religious order Dick was associated with in New Mexico, which dealt with his spirituality. A letter from an artist friend in Santa Fe was read which noted his artistic and creative abilities. A eulogy was given by Bart Smith outlining Dick's life and times in VP-11, which included a eulogy by Larry Fagan noting Dick's personal attributes and the memories of his last visit with Dick. In its entirety, it was a very appropriate, complete, sensitive, and meaningful service.

A reception follow the service at a nearby picturesque Spa and Resort called the Elements, a favorite place of Dick's. In addition to the local friends and family members, there were friends from several states who had been associated with Dick during his employment with the United Nations and the airlines. His publisher from New York, who delivered an excellent final toast and a farewell to Dick's rising spirit. All very nice! Bart

EULOGY FOR RICHARD EISLEY

Ecclesiastes, Chapter 3, begins, "For every time there is a season, a time to live, a time to die." Today we gather together to celebrate the life of Richard Eisley and to say goodbye. I met Dick is 1956 at the Naval Air station in Brunswick, Maine. We both were assigned to the same Naval Squadron, Patrol Squadron Eleven. During our three years together we made two six-month deployments to Halfar, Malta, which is located in the Mediterranean Sea.

Dick and I became the closest of friends. We worked together and spent many good times together. "Eis", as he was known in the squadron, had a marvelous sense of humor. I laughed my way through many good times. What great memories! We constantly played practical jokes on each other. Once, in Malta, I and my fellow occupants of our Quonset hut, put a passed out drunk English guard, with rifle, in Dick's bed. When he arrived, late at night, in the dark hut, and jumped into bed with the unknowing guard it was a ruckus. What a laugh! Another time I threw an orange smoke light into the shower with him and he came out a bright orange.

Dick was the best man in my wedding. He had such a big heart. When my daughter, Kelly, was visiting in New York, Dick took her to dinner and she admired his tie. He took if off and gave it to her. Typical Dick!

As so often happens in our lives we didn't see each other much for the next 40 years, but did our best to keep in touch.

Dick became very ill last year and I visited him the week before Thanksgiving. I flew to Phoenix for three reasons. First, I wanted to make sure he was at peace and God was in his life. I was pleased to find both were true. Secondly, I wanted to offer my assistance to his attentive and loving wife Donna with the final arrangements.

Lastly, I needed to say goodbye. That visit to the Eis was one of the most difficult and saddest things that I've ever experienced.

Dick was only lucid for 15 minutes out of every two hours. On the last day of my visit, after laughing about some of our adventures and the good times, he asked me a question. The question was, " Larry what are you going to do with the rest of your life?" What a profound and thought provoking question. It really touched my heart and certainly got me thinking.

My friends, as we gather here to say goodbye to our dear friend, Dick, I ask each of you the same question Dick asked me. "What are you going to do with the rest of your life?"

The ultimate test of our lives is the influence, good, bad, or indifferent that we have on others. I can assure you that Dick had a positive influence on my life and he will be remembered with affection.

Goodbye old friend. May God bless your soul.

Your friend,
Larry Fagan

Robert J. Vollmer
December 30, 1927 – December 12, 2002

Bob was a long-time member of our Association who many of us remember from a warm relationship at the Y2K Norfolk reunion. A retired USN Commander who after his Navy career settled in Fairfax, Virginia.

Bob served in VP-11 from December 1961 to February 1964 as a second tour aviator who lead Crew Three and ultimately held the job of Operations Officer. One of our members who also served in VP-11 during this period recalls that Bob was fondly known as "Uniform Victor," denoting that he was Vollmer briefing on UHF.

Bob passed away on 12 December 2002 following a losing battle with lung cancer. His burial following a military ceremony was at Arlington National Cemetery on 9 January 2003. He is survived by a daughter Kathleen of Washington State, and a son William who resides in New York State .He also leaves behind a beloved granddaughter Elizabeth Schnaral age eighteen months.

A donation in the name of each of the departed Association members will be made to a charitable organization.

A P2V REFRESHER

The following excerpts taken from Lockheed P2V Neptune – An Illustrated History, by Wayne Mutza wmutza@wi.rr.com

Characterized as a cramped, hot (inflight heater but no air-conditioning) and plagued with hydraulic problems – but versatile, stable and able to withstand a tremendous amount of punishment.

Neptune repertoire – performed such roles as sub-hunter, electronic eavesdropper, gunship, explorer, mine layer, drone platform, transport, long-range nuclear bomber, ship escort and open ocean surveillance. It has been launched from an aircraft carrier, circled the globe, set impressive records, guarded our oceans, flown through hurricanes, operated from both polar icecaps, endured sevice in both Korea and Vietnam, served in the military of ten different nations and continues to provide service as a firefighter aircraft.

At the time the last P2V rolled off the production line, it held the record for the longest continuous production run of any military aircraft – spring of 1945 to April 1962. A total of 1,051 planes built in the United States. In 1958 the Kawasaki Corporation of Japan obtained the license rights for the P2V-7 production and proceeded to build an additional 130 additional modified P2V Neptunes. Total number of model produced – 1181.

The development process of the P2V includes the following milestones:

Lockheed first began work on the Neptune as a private venture in September 1941. A work order for design studies of a new patrol bomber was issued on 6 December 1941.

The Vega Airplane Co., a subsidiary of Lockheed, developed the initial design issuing a production work order in Sept. 1942.

The Navy Department indicated its first interest in the patrol aircraft design approving a development and procurement contract for two XP2V-1 prototype planes in February 1942.

The Navy issued a contract for 15 P2V-1 aircraft with Wright R3350-8 engines in April 1944.

The first prototype XP2V-1 completed and flown from Burbank in the spring of 1945.

The Navy initial contract was expanded to 116 P2V-2's, however with the end of WW II it was reduced to 51 aircraft.

The Neptune went on to be the Navy's primary patrol aircraft experiencing a total of seven model changes while serving during the Korean, Vietnam and the Cold War Era.

P2V modifications progress:

Original P2V-1 model was a 50,000 lb. aircraft powered by two reciprocating engines producing a total of 4600 hp.

The 80,000 lb. P2V-7 (SP-2H) had two Wright R-3350-32WA radial engines producing a total of 7500 hp plus two J34 WE-36 jet engines each rated at 3400 lbs. of thrust.

The third production aircraft – the first

P2V-1 flight tested on 29 August 1946 was delivered to the Navy in September.

This aircraft BuNo. 89802, was dubbed The Turtle

Saga of the Truculent Turtle

1. The Navy, in order to hail its new aircraft, decided to challenge the world non-stop distance record of 7916 miles then held by a B-29 aircraft.

2. The P2V was modified to incorporate additional fuel tanks in the fuselage aft of the wing-beam spar and in an extended nose tank plus oversize bombbay tanks. The total fuel load estimated to be between 8467 and 8732 gals.

3. The flight plan called for a non-stop flight from Perth, Australia, over the United States and landing in Bermuda.

4. The flight crew consisted of Cdr. Thomas D. Davies, pilot in command, and three other officers.

5. The flight departed on 29 September 1946 from a 6000 ft. runway with a takeoff weight of 85,575. Takeoff power from two standard R3350-8 Wright Cyclone assisted by four 100 lb. JATO units.

6. The flight operated at 6000 ft. for the first 36 hours and then operated between 13,000 and 17,000 ft. without supplemental oxygen.

7. Headwinds, icing and turbulence limited their progress and after 44 hours and 9000 plus miles, they crossed the California Coast.

With less than 100 gals. of fuel remaining the crew landed at Columbus, Ohio after 55 hr. 17min. in the air and a total of 11,236 statute miles covered – a new non-stop unrefueled distance record.

As a postscript, the name of the plane was changed to The Truculent Turtle.

The distance record stood until 10 January 1962 when a B-52H flew nonstop from Kadena AFB, Okinawa to Madrid, Spain a distance of 12,532 miles in 21 hrs. 52 min. - - - - - - - - - - - - - - - - - - - - - - - - - - - -

SEA STORIES

Sea Stories – A Deployment Tale

This is a tale that involves a stern but understanding commander, two airports, two junior officers and a lesson learned the hard way. The tale begins with the arrival of a Neptune crew at the military airport, Son San Juan, on the isle of Palma Majorca, Spain on a weekend R & R trip during the 1958 Rota deployment. Officially the mission was logged as a navigation, pilot and aircrew training flight combined with area familiarization. The objective was fraternization with European vacationers leisurely enjoying the resort facilities in Palma.

After a no-nonsense briefing on the standards of conduct expected of us, the explicit report time for our departure, some 48 hours later, a plane guard was posted and we headed for town. I have always wondered what the unofficial sentry, left to protect our Neptune, did during our absence, and if any of the exotic tales reported were true, but that's another tale.

After establishing residence in a luxury hotel, the co-pilot and navigator of this crew set about to join in the festive nightlife of this resort community. Putting forth their best efforts to carry on the VP-11 tradition of socializing with the beautiful people, our two comrades established a new standard for R & R. As often happens, the night, the day and the next night just seemed to fly away.

Sometime around mid-afternoon of the second day while lounging around the pool area and enjoying the company, the co-pilot asked his trusty navigator just when it was they were suppose to report to the airport. With alarm they came to the realization that they had only an hour to present themselves at the airport. In a rush they managed to change into traveling clothes, pack, checkout of the hotel and hail a taxi for the airport.

With instructions, "Aeroporto pronto," our two heroes settled back to grab a few winks of badly needed sleep. Some forty minutes later they were awakened by the cabby who announced their arrival at the "airport." Sadly, there was no P2V in sight, and in fact nothing appeared familiar. Inquiring if this was Son San Juan the military airport, they were informed that they were at San Bonnet the civilian airport. As you can imagine, there was no napping on the second segment enroute to the proper airport.

Their arrival at an appreciable time after the scheduled departure, the plane commander's impatience was indicated by the fact that the engines were running and the sympathetic looks of the crew. Entering through the afterstation hatch, donning flight suits and for the co-pilot a race over the wingbeam and up the flight deck, resulted in a stumbling into the cockpit in a most undignified fashion.

The greeting was a unforgettable order to,

"Sit down, do not touch anything and do not say anything." And that summed up his role for the next few hours' flight back to Rota. As the familiar sight of the airport at Rota came into view the co-pilot could hopefully see the end of this exhausting and agonizing flight. Alas it was not to be that easy. The words of the commander to the air controller requesting ten to twelve practice GCA runs seemed strange until he indicated it was time for the co-pilot to take the controls. The PC settled back to enjoy the struggle of the errant co-pilot in following the precision GCA instructions. Needless to say, it wasn't pretty.

The matter was brought to a close later on the ground with these notable words, "Don't you ever show up late and or hung-over for another flight in this mans Navy!" The lesson was learned.

ROR

This tale from Jerome Roebuck entitled - Some Exciting Times in a P2V-5

We had landed at the air base on the French Riviera in a P2V-5 with a crew of Lt Vaught PC, Bracken AD1 plane captain, myself Jerome Roebuck radioman, Don Tapp electrician, Bob Doda ordnance, Don Ackerman radar, Henry Piper ECM, and I do not remember the names of the rest of the crew.

When we departed from the airfield we lost the right engine on that P2V. Lt Vaught said, " I'll just hold the right wing high with the bad engine and we'll make a left turn and go back in at the airport we just departed. We were loaded with gasoline, and when we passed the tower at the end of the runway, I saw the controllers dive out of the tower. I guess they thought we were going to hit them.

Lt. Vaught made a good landing and tried to get the P2V stopped with brakes and single engine reverse. He finally got the plane stopped with the front wheel touching the end of the runway. After they shutdown the good engine, I saw some of the enlisted men come out of the afterstation and they got down and kissed the cement. I had never seen sailors do that before.

Jerome Roebuck
VP-11 5/52 to 5/61

ASW PART 3 - WORLD WAR I

During World War I, ASW operations aircraft normally flew patrols only in daylight hours or in bright moonlight. Usually two planes patrolled together when escorting channel convoys. Sometimes larger groups operated together, which offered Allied pilots more protection when they encountered German aircraft. In one such meeting, four F.2A and one H-12 aircraft were attacked by 14 German seaplanes. The five Allied planes accounted for six of the attacking planes without suffering a loss.

ASW aircraft were mainly useful in providing information about submarine movements for use in cooperation with surface vessels in the North Sea and Channel areas. However, until radios were installed late in the war, communications from aircraft proved to be a real problem. Relying of Aldis lamp, Very pistols and message buoys to contact ships, and messenger pigeons to keep the home station informed communications were at best marginally adequate.

Additionally, it was recognized that aircraft combating the submarine threat needed larger and better designed bombs, improved navigation equipment, a system for disseminating intelligence gathered and better coordination of air and surface ship operations. Later in the war when the planes were equipped with radios, land stations were able to direct ASW aircraft to the position of ships reporting they were under U-boat attack. The limited range of these radio communications, which amounted to about 50 nm for voice and 120 nm for code, restricted the operations.

Among the innovative ASW plans developed by the U.S. during this period was one by the commanding officer of NAS Killingholme, LCDR Kenneth Whiting, who envisioned towing F.2 seaplanes on lighters behind destroyers within range of German submarine bases. Unfortunately, the plan had to be abandoned when a German Zeppelin appeared overhead during the practice phase of the planned operation.

An alternate plan of LCDR Whiting developed in the summer of 1917 was the bombing of the German submarine bases utilizing land based planes of a newly formed Northern Bombing Group. The war ended before more than a few bombing raids could be executed.

Although the aviation aide to Admiral Sims noted in a report to the Navy Department that the English had begun using land based airplanes instead of seaplanes in their convoy work, flying boats continued to be the mainstay of the aerial antisubmarine effort of the U.S. Navy. This trend continued well into the World War II era. The seaplanes being slower and less agile than land based airplanes suffered some restrictions in its area of operation. One attractive U-boat hunting ground – the shoal waters off the Belgian coast which forced German subs to transit close to the surface – was effectively denied to the Allied seaplanes by nearby German fighter planes.

The U.S. contribution to the war effort in terms of patrol aircraft consisted of 659 HS-1 and HS-2's plus 274 H-16's. The first of these to arrive overseas were HS-1's delivered to Pauillac, France in May 1918 and by November of that year 570 U.S. built aircraft had been introduced to the war zone. At the same time, the U.S. aviation industry was busy developing a longer range ASW patrol aircraft, one capable of crossing the Atlantic under it's own power. The aircraft, the NC of trans-Atlantic crossing fame, was approved by Acting Secretary of the Navy, Franklin D. Roosevelt in August 1917. The plane was built prior to war's end, but was not available in time for active service.

An objective assessment of the airplane's ASW effectiveness in WW I is measured in the valuable function it provided in supporting surface anti- submarine forces. Although aircraft were found to be particularly effective in suppressing U-boat operations against convoys, their actual box score was unspectacular. During the war, U.S. Navy aircraft attacked some 30 submarines. Of these, ten attacks were partly successful with four probable sinkings. Overall during WW I, 178 U-boats were sunk with surface forces accounting for 45 %, mines some 30 %. and from other submarines 10 %.

The operational antisubmarine experience gained by U.S. Naval Aviation Forces during WW I was to prove invaluable in future years. Operating from 14 overseas patrol bases with 19,455 officers and men, their 20,000 flights in ASW operations constituted a new form of naval warfare. The ten stations in the Western Hemisphere, ranging from Canada to Panama formed the basis of the U.S. ASW defense forces for the future.

(Mullane, Paul. "ASW Aircraft." Naval Aviation News, May – July 1970)

Notes for proposed agenda items to be presented at the San Diego reunion business meeting.

The following items will be discussed at the business meeting, and are presented here for your information and for the purpose of soliciting your comments and recommendations.

We will not likely have a quorum at the meeting, and we earnestly want member input for the decisions that will be made. Comments should be directed to any member of the board (H. Kraus, A. Postelwait, R. Reed, S. Colby) or any member that you know who is planning to attend the reunion.

Site selection for the next Association reunion tentatively scheduled for 2005. Initial proposals are Pensacola, Brunswick or Jacksonville.

Adoption of a standard Association policy on honoring deceased members. Some suggestions are:

Presentation of an American flag with appropriate memorial case to NOK.

Memorial donation in the name of the departed to a charitable organization of the NOK's choice.

A memorial donation in the name of the deceased to the Naval Air Museum in Pensacola.

Acquisition of a plaque for recording the names of deceased members on individual name plates. The plaque to be kept in the custody of an officer of the association and presented at association functions.

Same idea as D above except the plaque to be presented to the Naval Air Museum and updated by our group.

Election of officers for the term between reunioins. A nominating committee was appointed by President Harry Kraus and based on member input will present a slate of officers for the following offices: President, Treasurer, Secretary, E-mail Chairman and any other offices deemed necessary. Any recommendations or names of volunteers should be directed to Bob Zemaitis, Buck Rabuck, Phil Connell, Dick Reed or Steve Colby Treasurer's report.

SECRETARY NOTES

Welcome new member:

Gene "Geno" Rinaldi generinaldi@earthlink.net

Please inform your association secretary of any changes in address, e-mail or telephone number so that we can maintain our roster and mailing list. R. Reed roslreed@earthlink.net

Since we are now distributing the newsletter to approximately two-thirds of the membership via e-mail, it is essential that Steve Colby, our E-mail Chairman, receive any changes in member e-mail addresses. Send to: scolby@roadrunner.com

For members who have an e-mail address listed with the association and have experienced difficulty in downloading the newsletter, notify the secretary of your preference to have the newsletter mailed to you via the post office. I will add your name to the mailing list.

A distribution of the Association roster will be mailed later this year. If you would like a copy sent to you earlier, let the secretary know.

A reminder that it is still our policy to collect annual dues of $10.00 per member.

Al Postelwait, Treasurer, handles collection.

As editor of the newsletter, I would strongly urge members to contribute to this endeavor by submitting articles to share with other members. Sea stories, updated biographies, civilian or military experiences are all of interest to VP-11 alumni.

2003 Reunion Registration

San Diego. CA - April 3, 4, and 5, 2003
Handlery Hotel

Name (for badge): ______________________________ Spouse/ Guest _________________

Address: ___________________________________ Tel. # _____________________

________________________ E-mail ______________________________

VP-1l Tour: From______________ To_____________

Ready Room drink preference (please check): Beer ___Wine ____Liquor ____other ___

Reunion headquarters / Hotel information:

The Handlery Hotel - 950 Hotel Circle North - San Diego, CA 92108
Tel. 619-298-0511 Fax: 619-260-8235 E-mail: www.handlerv.com
Room rate: $94.00 / per night plus tax. Ask for VP-Il reunion rate.

I / We have or will make reservations at the Handlery __________

I / We will be making other hotel accomodations __________

REUNION REGISTRATION -- PLEASE MAKE SELECTION

Registration Fee # Attendees in party ____ @ $30.00 per person = $ _______

Transportation (Bus) " " " " _____ @ $ 15.00 " " = _______

Buses for City Tour, Lunch at Reubens, Dinner at Acapulco & Aerospace Museum.

City Tour (Friday) # Attendees in party ____ @ $ 20.00 per person = _______

Motor coach tour of San Diego highlighting Sea Port Village, Gas Light District, Balboa Park, and Point Loma / Cabrillo Monument. A $ 3. / per person admission charged at Cabrillo for those W/ Golden Age Passports.

Reubens Restaurant luncheon: # Attendees ____ @$12.00 per person = _______

Menu selections - indicate choice
Cobb Salad ______
Southwestern Chicken Sandwich ______
California Croissant Sandwich _______

Acapulco Restaurant Attendees ____ @ 20.00 per person = _______

Friday evening in Old Town Shopping afterwards

Aerospace Museum admission Attendees ____ @ $6.00 per person = _______

Banquet Dinner: Attendees ____ @ $32.00 " " = ______

Saturday evening at Handlery Hotel.

Total reunion expenses due $_______

Remit form and payment by March 13, 2003 to the treasurer at the following:

Al Postelwait
5013 Commonwealth Court
College Station, TX 77840

For further information
Chuck Oster: cwo@murrieta.net
Harry Kraus: hkraus@ruraltel.net
Glen Patterson: glenlou@cts.com

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"VP-11 Neptune Association"

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