A BIT OF HISTORY: "...VP-1 Flies Search and Rescue Mission for Downed Seahawk Helicopter..." WebSite: VP-1 http://vp1.ahf.nmci.navy.mil/ [09AUG2008]

A MH-60 Sierra helicopter from the Helicopter Sea Combat Squadron 23 assigned to NAS North Island, San Diego, California was conducting a training mission off the USS Bonhomme Richard, an amphibious assault ship, when it crashed into the ocean Friday afternoon. The helicopter was conducting a mission off the coast of San Diego, CA about 50 miles from Camp Pendleton. Saturday, military officials released that there were four naval personnel aboard the aircraft.

Patrol Squadron One, the “Screaming Eagles” was conducting integrated anti-submarine warfare exercises off the coast of San Diego at the time of the accident. Their involvement in the battle group exercise placed the patrol aircraft in a prime location to be a critical player in the search for the missing “Seahawk” helicopter. Early Saturday morning VP-1 deployed to aid in the search and rescue (SAR) mission to recover the personnel aboard the helicopter. Two VP-1 P-3C Orion aircrafts, accompanied by two full tactical crews took part in the mission. The two VP-1 crews alongside one crew from VP-26 assigned to NAS Brunswick, Maine, rotated their assistance throughout the entire search. As a combined force, the two VP-1 crews flew over 14 hours in search of personnel from the downed helicopter. Working alongside many other naval assets, the crews used a combination of search methods. Including a visual search by each crewmember in addition to the P-3’s various electronic search capabilities during the SAR mission.

The search for survivors was called off Saturday afternoon after rescuers determined it was unlikely they could have survived in the cold water. At this time the VP-1 crewmembers tasking changed to a debris collection mission. They were in search of anything in the water that would aid the Naval Investigation of the accident.

Military officials on Sunday released the identities of the four sailors that perished in the “Seahawk” helicopter crash. Three of the bodies have yet to be found, they were LT Adam A. Dyer, of Lafayette, LA; LTJG Laura J. Mankey of West Hills, CA; Petty Officer 1st Class Cory J. Helman, of New Richmond, WI. The fourth crewmember Petty Officer 2nd Class Christopher M. Will, of Warren, MI, was pulled from the water shortly after the crash but died from internal injures while being treated aboard the USS Bonhomme Richard.

A BIT OF HISTORY: AT2 Class Jessica Dutton and AT3 Class Rebecca Nowlandr "...VP-1 deploys to Okinawa Friday, December 21, 2007..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/ navigator/whidbey/ vp_1_deploys_to_okinawa/ [21DEC2007]

Photograph Caption: VP-1 Photo - Aviation Electronics Technician 2nd Class Jessica Dutton, left, and Aviation Electronics Technician 3rd Class Rebecca Nowland, Patrol Squadron (VP) 1, unpack boxes at Kadena Air Base, Okinawa, Japan during deployment.

This holiday season may bring family and good cheer to homes around the Northwest, but for Patrol Squadron (VP) 1 it will bring operational readiness. The squadron recently deployed to Kadena Air Base, Okinawa, Japan.

For many in VP-1, it is the first opportunity to experience places like Japan, Korea, Thailand, Australia, Guam and other Pacific islands.

The squadron began preparing its Sailors more than a year ago and for many it seemed like there could never be enough time.

Throughout the deployment VP-1 duties will be “expeditionary” in nature. The Squadron will be active in all operations throughout the 7th Fleet area of responsibility and remain ready to assist the 5th Fleet as well.

This will include participating in several joint exercises with many different nations. These types of exercises allow VP-1 to hone skills that they have practiced throughout their training cycle at NAS Whidbey Island. They will also provide personnel with an opportunity to travel to countries throughout the region and interact with foreign military personnel on a professional and personal level.

AW1 Ian McElwain is making his fifth deployment, the fourth with VP-1. He said he looks forward to his time in Japan and visiting various countries, but laments, “leaving home doesn’t get any easier with time or experience.”

He is a father of one and his son is a senior in high school.

While McElwain regrets missing Christmas with his family, he said he understands the need to “answer the call” and looks forward to a successful deployment with the Screaming Eagles of VP-1.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: "...VP-1 Aircrew Trains with Submarine to Promote Operational Readiness - By Mass Communication Specialist 2nd Class (NAC) Jason Beckjord, Naval Air Station Whidbey Island Public Affairs..." Contributed by Antonio Diana tonidibla@netscape.net [26OCT2007]

OAK HARBOR, Wash. (NNS) -- Sailors from the VP-1 "Screaming Eagles," P-3C squadron, of Naval Air Station Whidbey Island, conducted anti-submarine warfare training, Oct. 18.

They began their preflight inspections of their equipment before taking off, early in the morning. The combat aircrew (CAC) flew for nearly an hour before arriving at their on station point and began the hunt for the submarine.

In order to ensure CAC's are prepared to track in a real world environment, crews are trained with the use of real submarines.

"There are certain things you can't simulate," said Aviation Warfare Systems Operator 2nd Class (AW/NAC) Brian Wing, VP-1 CAC 12. "Things like the water environment and the weather can have an affect on both the aircrew and the sensors we use to hunt and track submarines. We train like we fight, so, there are early morning hours as well as night flights."

Tracking and hunting submarines is one of the many capabilities of the P-3C Orion, making flights like these very important in terms of operational readiness.

"Operational readiness helps keep everyone proficient," said Aviation Warfare Systems Operator 2nd Class (NAC) Raymond Perez, VP-1 CAC 7.

Due to aircraft maintenance, weather conditions, runway availability, and other variables, VP-1 aircrews often work long hours to make sure the mission is accomplished. Even though the hours are unusual, VP-1 aircrews are committed to the business of being a part of the Navy's frontline antisubmarine force.

"The squadron can get pretty hectic," said Information Systems Technician Seaman Josh Burke, VP-1. "There's always a bunch of flights, simulators and training days. We are always busy, especially as we ramp up for deployment."

VP-1 aircrew and maintenance personnel work long and arduous hours to maintain peak readiness for deployment to areas of operation all over the world. Since their return in 2006 from a Western-Pacific deployment, the Screaming Eagles have consistently trained in preparation for their next deployment.

Though anti-submarine warfare is only one aspect of the P-3C mission, all of VP-1's 12 aircrews maintain operational currency in this qualification as well as many other P-3C capabilities.

A BIT OF HISTORY: "...Screaming Eagles participate in Missile-Ex - By Lt j.g. Ryan Broderick - Screaming Eagles reporter - Friday, July 27, 2007..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/ navigator/ whidbey/screaming_eagles_participate_in_missile_ex/ [27JUl2007]

Patrol Squadron (VP) 1s Combat Aircrew Ten (CAC-10) enjoyed a rather unique opportunity recently as they traveled to southern California to take part in a live-fire missile exercise. The event was professionally executed by the entire Screaming Eagle team.

Preparation began several weeks ago with extensive planning and training, including two dedicated Maverick simulators and two flights with the Maverick Captive Air Training Missile (CATM).

The Maverick missile is one of the main Anti-Surface Warfare (ASUW) weapons employed by the P-3C Orion. The AGM-65 is the most widely used precision-guided missile in production today.

First used in South East Asia almost 30 years ago, it is included in the inventories of more than over 30 countries and is incorporated on almost every friendly strike aircraft including the P-3C. It is capable of hitting a variety of mobile land and sea targets.

Mission Commander Lt. Rob Hines, Patrol Plane Commander Lt. Brian Steckroth, Acoustic Warfare Systems Operator 1st Class Kevin McGranahan, Non-Acoustic Warfare Operator 2nd Class Joseph Shrader and the rest of CAC-10 started their day with a 1 a.m. pre- flight. They were on station at 9 a.m. in the Southern California Offshore Range (SCORE) located 20 nautical miles west of San Diego.

After checking in with range control the crew conducted their own range clearance by beginning a radar sweep of the area to clear it of any non-exercise surface contacts. The environmental conditions were challenging for the AGM-65F’s infrared seeker below the normal Southern California marine layer. As the cloud layer began to clear, the crew received a clear range and began their clearing runs on the target.

The mission commander was satisfied that the crew and the target were in position and commenced their live fire run. The target lock-up and weapon release were flawless.

The crew maneuvered to assess battle damage and confirmed a direct hit. After ensuring the area was again safe, they guided the range support boat in to recover debris and checked off with range control to transit back to Naval Air Station Whidbey Island.

This marked the first live AGM-65F Maverick shot by VP-1 in more than two years and satisfied Wing 10 readiness requirements for the Squadron.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: HM2 Donta Foster "...VP-1 Sailor is Big Brother volunteer of the year - By Lt.j.g. Karlee Scheimreif - Friday, July 13, 2007..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/ navigator/ whidbey/ vp_1_sailor_is_big_brother_volunteer_of_the_year/ [13JUl2007]

Photograph Caption: Cathy St. Julien, administrative specialist with Big Brothers, Big Sisters of Island County presents its Big Brother volunteer of the year award to HM2 Donta Foster, VP-1, pictured here with his "little brother" Shaun.

On June 21, the Big Brothers Big Sisters of Island County chapter elected Hosptal Corpsman 2nd Class Donta Foster, Patrol Squadron (VP) 1 as its Big Brother volunteer of the year.

Foster has been assigned to VP-1 since September 2006 performing duties as a Navy corpsman. As a “big brother” he has sponsored his “little brother” Shaun since October 2006.

His sponsorship has included playing video games, working on home work together, going to Sonics games and playing basketball.

“I always enjoy sharing my time with someone in need,” said Foster. “Shaun and I look forward to our time together.”

The Big Brothers, Big Sisters nationwide mission is to provide positive adult role models to children with one-on-one friendship based relationships.

As a preventive program, Big Brother Big Sisters reinforces positive attributes in children. These relationships provide a strengthened sense of self-worth at home, in school and in their local community.

It is recognized that children who have an older special friend tend to be more even-tempered, less likely to be swayed by peer pressure, and perform better academically.

The Big Brothers, Big Sisters help children between the ages of 6-14 who lack consistent adult role models and would benefit from the positive influence of a warm, caring friendship.

In March, the Island County Big Brothers, Big Sisters celebrated their 200 match. They are always in need of adult volunteers. Anyone interested can contact Big Brothers Big Sisters at (360) 279-0644 or online at BBBS@Whidbey.net.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: "...VP-1 Command Structure..." WebSite: VP-1 http://www.naswi.navy.mil/vp-1/ [03MAY2007]

CO - CDR George J. Vassilakis Commander Vassilakis was born in Morgantown, West Virginia. He attended the United States Naval Academy and was commissioned in 1988. Completing flight training in October 1989, he was designated a Naval Flight Officer.

Upon completion of P-3 Fleet Replacement Squadron (FRS) training with Patrol Squadron THIRTY (VP-30), Commander Vassilakis joined VP-24 in March 1990. While assigned to the "Batmen" he qualified as a Patrol Plane Tactical Coordinator, Patrol Plane Mission Commander and as an Instructor TACCO, and completed deployments to Keflavik, Iceland and Sigonella, Sicily on a Beartrap crew. His ground assignments included PR/AME Branch Officer, Personnel Officer, Readiness Officer, CNO Special Projects Officer and Assistant Tactics Officer.

Commander Vassilakis reported to Commander, Patrol Wings Atlantic (CPWL) in December 1992, where he served as Flag Lieutenant. Following the disestablishment of CPWL he reported to Commander, Surveillance and Reconnaissance Forces, U.S. Sixth Fleet in Naples, Italy and served as Flag Lieutenant from July 1993 to March 1995.

In May 1995, Commander Vassilakis reported to USS KITTY HAWK (CV 63) as Assistant Navigator, completing a Western Pacific/Arabian Gulf deployment. During this tour, he qualified as Officer of the Deck (Underway), Command Duty Officer (Underway) and earned a Surface Warfare Officer designation.

Following this tour, he was assigned in February 1997 to the Bureau of Naval Personnel in Washington, DC where he served as VP Aviation Assignments Officer for shore and sea detailing. He coordinated the homeport shift of the Aviation Assignments Branch to Millington, Tennessee in June 1998.

Following P-3 refresher training, he reported to the "Mad Foxes" of VP-5 for department head duty in July 1999. During this tour he served as Command Services Officer, Administration Officer, Training Officer and Operations Officer deploying to Naval Station, Roosevelt Roads, Puerto Rico and Sigonella, Sicily.

In November 2001, Commander Vassilakis reported to Commander, Patrol and Reconnaissance Wing ELEVEN at NAS Jacksonville, Florida as the Operations Officer and later served as the Chief Staff Officer. He reported as Executive Officer to Patrol Squadron ONE in April 2005 and assumed command April 2006.

Commander Vassilakis' personal awards include Meritorious Service Medal, Joint Service Commendation Medal, Navy Commendation Medal (4), Navy Achievement Medal (2) and other service awards.

XO - CDR Scott Wesley Askins Commander Askins, a native of Charleston, South Carolina, earned his Bachelor of Sciences degree from Auburn University on March 17, 1989 and was commissioned through the Naval Reserve Officer Training Corps as an Ensign upon graduation. He earned his wings as a Naval Aviator in May 1990 while serving in VT-31, Corpus Christi, TX.

Upon earning his wings, he was assigned to Patrol Squadron FORTY FOUR, located at NAS Brunswick, Maine from November 1990 to April 1991. Upon squadron disestablishment, he transferred to Patrol Squadron EIGHT and was attached from April 1991 to November 1993. He attained qualifications as Patrol Plane Commander, Mission Commander, Instructor Pilot and Post Maintenance Check Flight Pilot. He participated in a deployment to Sigonella, Italy where he flew missions in support of Operation Desert Shield and Desert Storm. He also completed a deployment in the Caribbean theatre conducting counternarcotics operations in support of JTF-4 objectives as well as detachments to Sigonella, IT, Rota, SP, Thule, GR, Panama, and Soto Cano, HD. He was assigned as OINC of a detachment to Sigonella to aid Patrol Squadron FIVE during Operation Sharp Guard and Sharp Fence in support of the former Yugoslavia.

CDR Askins then reported to Patrol Squadron THIRTY, NAS Jacksonville, Florida from December 1993 to October 1996 and served as an FRS Instructor Pilot, Patrol Plane Commander, Mission Commander, Post Maintenance Check Flight Pilot and attained qualification as a Formation Instructor Pilot.

In November 1996, he reported to the USS John C. Stennis as a Catapult and Arresting Gear Officer. He participated in the maiden deployment from February 1998 to August 1998 completing an around the world cruise from Norfolk, VA to San Diego, CA. He participated in every facet of flight deck operations in support of Northern and Southern Watch in the Persian Gulf as they completed over 10,000 traps during that deployment.

Upon departing, CDR Askins served as Administrative Officer for Commander Patrol and Reconnaissance Forces Atlantic from September 1998 to March 1999. He was then selected to attend the United States Naval War College in Newport, RI where upon graduation in March 2000 he obtained his Master of Arts degree in National Security and Strategic Studies.

Commander Askins returned to Maritime Patrol Aviation in September 2000 for his Department Head tour and joined the Tridents of Patrol Squadron TWENTY SIX in Brunswick, Maine. He completed a successful deployment to Sigonella, Italy where he flew numerous hours in support of Operations Deliberate Forge, Joint Guardian and Determined Forge.

In August of 2002, CDR Askins where he served as the Training Officer and Operations Officer for Commander Patrol and Reconnaissance Wing TEN located at Naval Air Station Whidbey Island, WA where he supported the training and operational control of three P-3C Maritime Patrol Squadrons and one EP-3E Fleet Air Reconnaissance Squadron deployed worldwide in support of the Global War on Terrorism conducting missions in Operation Enduring Freedom and Operation Iraqi Freedom.

After completing JPME Phase II at the Joint Forces Staff College in June of 2004 CDR Askins joined the Deployable Training Team at the USJFCOM Joint Warfighting Center in Suffolk, VA. He served as a Joint Operations Observer/Trainer where he participated in nearly every Joint Exercise conducted worldwide. He forward deployed to Iraq, Afghanistan and Horn of Africa as a Joint Task Force Knowledge/Information Management consultant. He also facilitated plenary and small group discussions for the Joint Staff's PINNACLE, CAPSTONE and KEYSTONE courses and served as the resident expert on the Information Revolution and Globalization trends.

Commander Askins' decorations include the Joint Meritorious Service Medal, Meritorious Service Medal, Navy and Marine Corps Commendation Medal (three awards), the Navy and Marine Corps Achievement Medal and various other campaign, service and unit awards.

CMDCM(SW) - Eric M. Schmidt Master Chief Schmidt was born in Appleton, Wisconsin. He enlisted in September of 1985 and attended recruit training at RTC Great Lakes, Illinois. Following recruit training, he attended Electronics Technician "A" School at NTC Great Lakes, Illinois.

After completion of ET "A" School in 1986, Master Chief Schmidt was assigned to Navy Submarine Support Facility (NSSF) Groton, Connecticut. While assigned to NSSF, he served in the R4 Division, Submarine Periscope Installation and Removal work center. After completion of this tour of duty he was honorable discharged from active naval service in September of 1988.

In February of 1990, Master Chief Schmidt returned to active duty and was assigned to the Navy Computer and Telecommunications Station, High Frequency (HF) Site in Cutler, Maine. During this tour he qualified as the High Frequency (HF) Site Supervisor and was advanced to Second Class Petty Officer.

In December of 1992, he reported to USS JOSEPHUS DANIELS (CG-27) where he served in the Combat Systems Department, as the Communication Electronics (CE01) division Work Center Supervisor. During this tour he completed a Mediterranean deployment in support of operations SHARP GUARD, PROVIDE PROMISE, and DENY FLIGHT.

After the de-commissioning of USS JOSEPHUS DANIELS (CG-27), Master Chief Schmidt reported in July of 1994 to the pre-commissioning detachment for USS CHIEF (MCM-14). During this tour he qualified as Combat Information Center Watch Officer and earned his Enlisted Surface Warfare designation and was advanced to First Class Petty Officer.

In September of 1996, he reported to Mine Warfare Training Center in Ingleside, Texas. He served as an Instructor and Course Curriculum Model Manager for the AN/SSN-2 (V) 4 Precise Integrated Navigation System and the AN/SSQ-94 Combat Systems Integrated Training System. During this tour, Master Chief Schmidt earned his Master Training Specialist qualification and was advanced to Chief Petty Officer.

In November of 1999, Master Chief Schmidt reported to the USS FORD (FFG-54) where he served as Combat Systems and Operations Department Leading Chief Petty Officer. He completed two WESTPAC deployments in support of Maritime Interdiction Operations in the Northern Arabian Gulf, Straits of Malacca Escort, and Sea and Air Defense of Diego Garcia. During this tour, he qualified as a Command Duty Officer, Officer of the Deck Underway, and Tactical Action Officer and was advanced to Senior Chief Petty Officer.

He then reported to Patrol and Reconnaissance Wing Ten Tactical Support Center to serve as Automated Data Processing and Electronics Maintenance Divisions Leading Chief Petty Officer and later served as Tactical Support Center Senior Enlisted Advisor and COMPATRECONWING TEN Operations Department Leading Chief Petty Officer. During this tour, he was advanced to Master Chief Petty Officer.

Master Chief Schmidt is a graduate of the U.S. Navy Senior Enlisted Academy and his personal awards include the Navy Commendation Medal, Navy Achievement Medal (7) and other service awards.

A BIT OF HISTORY: Photo by MC2 Elizabeth Acosta "...Wing 10 recognizes its best - By Lt.j.g. Evan Larsen - Wing 10 reporter - Friday, March 30, 2007 - Squadrons Mentioned: , VP-1, VP-46, VP-69, VQ-1 and VQ-2..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/navigator/whidbey/ wing_10_recognizes_its_best/ [31MAR2007]

Photograph Caption: Award-winning CPRW-10 squadrons and individual personnel take the spotlight for their impressive work over the past year.

CPRW-10 honored its top squadrons, flight crews and personnel March 23. Capt. David Taylor, Commander, CPRW-10, hosted the ceremony alongside distinguished visitors to present the awards to the awardees.

VP-46 and VQ-1 won the Pacific Fleet Battle Efficiency (E) award for 2006. The Battle ‘E’ focuses on a naval unitís overall readiness to complete assigned warfare missions.

The Grey Knights of VP-46 returned from a Western Pacific Deployment last December, during which they demonstrated superior readiness and combat operations in support of Operation Enduring Freedom-Philippines and Exercise Valiant Shield.

Throughout 2006, VP-46 maintained sustained their commitment to professionalism and aviation safety reflected with more than 292,000 mishap-free flight hours spanning 43 years of service.

The World Watchers of VQ-1 maintained a continuous 365-day presence in the Fifth and Seventh Fleet Areas of Responsibility, contributing vital intelligence the respective Regional Combatant Commanders.

In 2006, VQ-1 flew over 4,000 mission hours spread among over 500 sorties, demonstrating unit efficiency and flexibility with limited assigned aircraft.

Other mentionable unit awards included VP-1 receiving the Arleigh Burke trophy, as well as VQ-2s nomination for the Chief of Naval Operations Safety Award.

The Flight Crew of the year honor went to VP-1s Crew 10, while the Electronic Warfare Crew of the Year honors went to VQ-2s Crew 26. Also recognized was VP-46s Crew 4 as the Order of Daedalianís Crew of the Year.

For individual awards, Lt. Jamie Delcore of VQ-1 was recognized as aviator of the year. Additionally, his nomination as Commander, Patrol and Reconnaissance Groupís Naval Flight Officer of the Year was recognized during the ceremony.

Likewise from VQ-1, Aviation Electronics Technician 1st Class Joseph Medina was recognized as CPRW-10 and Patrol and Reconnaissance Groupís Aircrewman of the Year.

Among the maintenance awards, VP-69s Aviation Structural Mechanic 1st Class Gerald Campbell was recognized as CPRW-10s Maintenance Professional of the Year for his leadership while on a Search and Rescue detachment to Guam.

Taylor emphasized the importance this yearís ceremony placed in recognition of CPRW-10s many 2006 accomplishments, but he stressed the need to remember those Sailors unable to attend who are forward deployed in harmís way.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: VP-1 Photo "...VP-1 names Junior Sailor of the Year - By Lt.j.g. Kari Imperatore - Screaming Eagles reporter - Friday, March 9, 2007..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_1_names_junior_sailor_of_the_year/ [09MAR2007]

Photograph Caption: AT2 Michael Headings, pictured with VP-1 Executive Officer, Cmdr. Scott Askins, left, and VP-1 Commanding Officer, Cmdr. George Vassilakis.

Patrol Squadron (VP) 1 recently named Aviation Electronic Technician 2nd Class Michael Headings the Junior Sailor of the Year for his professionalism, hard work and determination.

Headings has portrayed many of the traits necessary to be successful in the command. He is a well rounded Sailor that has shown exceptional technical skills and steadfast responsibility.

He was previously Junior Sailor of the Fourth Quarter at VP-40 prior to transferring to VP-1 and then selected as the Junior Sailor of First Quarter for VP-1.

Headings has been in the navy for nine years and has served in three aviation squadrons. His career began in the helicopter community in HSL-41 based in San Diego. He made the transition to fixed wing aircraft when he was assigned to VP-40.

His contributions are numerous, serving as the Electro Static Discharge program manager and as an indispensable part of the command retention team. He was instrumental in starting the VP-1 Second Class Petty Officer Association in October 2006 and was elected president of the association by his peers.

Headings is currently serving as the leading petty officer for the avionics shop, a position that is usually occupied by a first class petty officer.

Headings’ family is of the utmost importance to him. His father Mike has been a significant driving force in his life. He said his father always displayed an unwavering work ethic and as a result, he feels he should make decisions as though his father was watching him. He emulates the man and works to his full potential.

Headings recently celebrated his first wedding anniversary with his wife Jeni and their boxer, Sampson.

Headings works well with others. “He inspires subordinates to perform at higher levels by being the example to follow,” noted

“This well-rounded Sailor has shown exceptional mentorship at his level,” said Command Master Chief Eric Schmidt said. “He is effective at being a strong role model for both his peers and subordinates.”

Ultimately, Headings said his career goal is to earn the opportunity to lead a squadron as a command master chief.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: "...VP-1 takes part in search for survivors - By Lt.j.g. Kari Imperatore - Screaming Eagles reporter - Friday, February 9, 2007..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/navigator/whidbey/ vp_1_takes_part_in_search_for_survivors/ [09FEB2007]

A local patrol squadron joined search and rescue efforts to locate survivors of a Navy MH-60S helicopter that crashed at sea off the coast of San Diego, Calif., Jan. 26.

VP-1 Screaming Eagles were conducting integrated anti-submarine warfare exercises in support of the USS Bonhomme Richard (LHD 6) Expeditionary Strike Group at the time of the accident, placing the patrol aircraft in a prime location to be a critical player in the search for the missing helicopter and aircrew.

Early on the morning of Jan. 27, VP-1 shifted gears from anti-submarine warfare maneuvers and launched the ready alert aircraft to aid in search and rescue. The two VP-1 crews, alongside one crew from VP-26, rotated assistance throughout the entire search period.

Working together with other Navy assets and using a combination of human and electronic search methods common to P-3 technology, they searched more than 14 hours trying to locate the missing crew.

The Knighthawk helicopter with four crew members on board was assigned to Sea Combat Squadron 23 and was conducting routine training off the amphibious assault ship, USS Bonhomme Richard, at the time of the mishap. Cause of the accident is under investigation.

The search for survivors was called off Saturday afternoon after rescuers determined it was unlikely the crew members could have survived exposure to the cold water temperatures.

Petty Officer 2nd Class Christopher M. Will of Warren, Mich., was pulled from the water shortly after the crash, but died from internal injuries while being treated aboard USS Bonhomme Richard.

Military officials released the names of the Sailors who perished: Lt. Adam A. Dyer of Lafayette, La.; Lt.j.g. Laura J. Mankey of West Hills, Calif.; and Petty Officer 1st Class Cory J. Helman of New Richmond, Wis.

© 2007 Sound Publishing, Inc.

A BIT OF HISTORY: AW1 (AW/NAC) Matthew Robinson "...Wing 10 selects year’s top Sailors - By Lt.j.g. Evan Larsen - CPRW-10 reporter - Friday, January 26, 2007. (CPRW-10, VP-1, VP-40, VP-46, VP-69, VQ-1 and VQ-2 menioned)..." WebSite: Northwest Navigator http://www.northwestnavigator.com/ index.php/navigator/whidbey/ wing_10_selects_years_top_sailors/ [01FEB2007]

Photograph Caption: AW1 (AW/NAC) Matthew Robinson is seen on patrol in Iraq during Individual Augmentation duty.

Aviation Warfare Systems Operator 1st Class (AW/NAC) Matthew Robinson was recognized, Jan. 19, by Commodore David Taylor as the 2006 CPRW-10, Shore Sailor of the Year.

His selection came as a result of his tremendous professionalism and steadfast sacrifice exerted during a 300-day Individual Augmentation while supporting the U.S. Army’s 13th Sustainment Command in Iraq. As a member of the Joint Crew Composite Squadron One, and aligned with ground combat troops, he utilized his electronic warfare expertise to develop training and maintenance programs for ground forces which mitigated the radio-controlled improvised electronic device threat.

While conducting a routine ground combat patrol, he demonstrated uncommon valor during an attack on his patrol by stabilizing the wounded and preparing a landing zone for a medical evacuation helicopter.

Additionally, he showed the initiative to continue the patrol and search for secondary IEDs, resulting in a Meritorious Service Medal awarded from the Brigade’s Commanding General.

Aviation Ordnanceman 1st Class (AW/NAC) Robert Parish of Patrol Squadron 69 (VP-69) received top honors as CPRW-10 Senior Sea Sailor of the Year for 2006.

A consummate expert and extraordinary leader, his enthusiasm, professionalism and dedication to his shipmates’ career advancement and education resulted in his selection as the Sea Sailor of the Year.

One of only five full system Quality Assurance Representatives, he proved invaluable during a number of engine changes and the quality inspection of countless work center repairs which directly contributed to the high level of operational success achieved by the six operational squadrons assigned to CPRW-10.

The award for CPRW-10 Shore Junior Sailor of the Year went to Aviation Warfare Specialist 2nd Class (NAC) Carey Langley of CPRW-10.

Her expertise proved crucial in supporting 36 forward-deployed aircrews, as a result of her keen analysis from over 260 missions. As a leader in her field, Langley’s attention-to-detail led to critical enhancements in our national security.

CPRW-10 Junior Sea Sailor of the Year honors went to Avionics Electrician Mate 2nd Class (AW) Justin Leetham, currently serving in VP-46. Leetham recently returned from deployment with VP-46 in which he proved to be an exceptional leader.

He demonstrated honesty, integrity and an absolute dedication to duty. While at VP-46, his actions increased aircraft availability that executed 220 combat sorties and over 2,000 mishap-free flight hours in support of Operation Iraqi Freedom.

Oak Harbor Mayor Pro-Tem Danny Paggao, along with several local business and educational organizations, took time to pay homage at all the Sailors of CPRW-10.

As in the past, they provided gifts to recognize the winners and participate in recognition of the finest examples the Navy has to offer.

Every command in CPRW-10 had their senior and junior Sailors of the Year present for the presentation ceremony. These included;

-- VP-1 Senior Sailor of the Year, PS1(AW) Jared Zdrojowy; Junior Sailor of the Year, AW2(AW) Michael Headings;

-- VP-40 Senior Sailor of the Year, AM1(AW) David Anderson; Junior Sailor of the Year, AM2(AW) Matthew Vitello;

-- VP-46 Senior Sailor of the Year, AW1(AW) Gamorro Cameron; Junior Sailor of the Year, AE2(AW) Justin Leetham;

-- VP-69 Senior Sailor of the Year, AO1 (AW/NAC) Robert Parish; Junior Sailor of the Year, AT2(AW/NAC) David A. Smith; Selected Reserve PR1 (AW) Mark Wilde;

-- VQ-1 Senior Sailor of the Year, AM1 (AW) Luigi Giugliano; Junior Sailor of the Year, YN2(AW) Nicholas Hulse;

-- VQ-2 Senior Sailor of the Year, AM1(AW) John Bouquio; Junior Sailor of the Year, AT2 (AW/NAC) Peter Benninger;

-- Mobile Operations Command and Control Center Golf Senior Sailor of the Year, ET1(SW) William Lewis, Junior Sailor of the Year, ET2 Colleen Colver; and

-- CPRW-10 Shore Sailor of the Year, AW1 (AW/NAC) Matthew Robinson; Junior Sailor of the Year AW2 (NAC) Carey Langley.

© 2007 Sound Publishing, Inc.

Circa 2006

A BIT OF HISTORY: Aviation Ordnance 2nd Class Daniel Rush "...VP-1 hosts Huskies - By MC3(NAC) Jason Beckjord - Screaming Eagles reporter - Friday, October 6, 2006..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_1_hosts_huskies/ [06OCT2006]

Photograph Caption: Photo by MC3(NAS) Jason Beckjord - Aviation Ordnance 2nd Class Daniel Rush discusses ordnance with Midshipmen from the University of Washington.

Patrol Squadron One (VP-1) had the honor of hosting the Naval Reserve Officer Training Corp (NROTC) from the University of Washington.

As part of their Freshman Battalion Orientation, 35 Midshipmen were welcomed by the Sailors of VP-1. With their customary pride and professionalism, the Screaming Eagles provided Midshipmen with a thorough tour of the hangar spaces, work centers and a P-3C Orion aircraft.

Starting in the wardroom, Midshipmen were welcomed by the officers of VP-1 and given an opportunity to discuss career paths and professional development for becoming a naval aviator. They were then presented with a brief overview of the history, missions and capabilities of the P-3 aircraft.

Next came the parachute riggers shop where safety, survivability training and crew preparedness were discussed. Midshipmen were allowed to put on survival vests and helmets.

The group was led over to the aviation ordnance shop where various ordnance and armament utilized by the P-3 were on display.

Finally, they ended their tour with a walk-through of the P-3C aircraft. One of VP-1s combat aircrews stood by to present their station’s equipment and demonstrate system operations and discuss further the various missions of the P-3C.

Having the NROTC group witness first-hand how our Sailors function day-to-day, working with million dollar aircraft and equipment is exciting to say the least.

Said one Midshipman, “Trying to get commission is a lot different from my previous life; there’s a lot to absorb.”

The Midshipmen and the NROTC Commanding Officer, Capt. Stephen Keith all voiced their appreciation for the opportunity as well as commenting on the obvious pride the VP-1s Sailors took in discussing their roles in the squadron.

© 2006 Sound Publishing, Inc.

A BIT OF HISTORY: "...VP-1 completes RIMPAC - By Lt.j.g. Chris Smith - Screaming Eagles Reporter - Friday, August 18, 2006..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_1_completes_rimpac/ [19AUG2006]

Palm trees, beaches and beautiful weather were the perfect combination to hold the annual Rim of the Pacific 2006 exercise. VP-1s Combat Air Crews (CAC) 6 and 9 travelled to Hawaii at the beginning of July and participate in the multinational exercise, more commonly referred to as RIMPAC 2006. Over 40 ships, six submarines, 160 aircraft and almost 19,000 Sailors, Airmen, Marines, Soldiers and Coast Guardsmen take part in this training operation every year.

RIMPAC is a major, month-long maritime exercise conducted in the waters off Hawaii and is intended to enhance the tactical proficiency of participating units in a wide array of combined operations at sea. By enhancing interoperability, RIMPAC helps to promote stability in the Pacific Rim region to the benefit of all participating nations.

At the same time, this exercise brings together land, air and naval military units from other countries, such as Australia, Canada, Chile, Peru, Japan, the Republic of Korea and the United Kingdom.

All participants conducted safe and successful maritime patrol and reconnaissance missions. Specifically, 28 aircraft flew 260 sorties and over 1,500 hundred hours, meeting 1,102 of 1,107 on-station hours.

CAC 6 and 9 operated out of Kaneohe Bay (Marine Corps Base Hawaii) from July 3-28 in support of RIMPAC, participating in over 15 tactical events with a 95 percent success rate. RIMPAC gave crew members high tempo coordinated operations that few exercises can match, resulting in countless quality training evolutions.

Off-duty time was spent visiting historical sites around Hawaii such as the USS Missouri and the USS Arizona memorials. RIMPAC proved to not only enrich the Screaming Eagles tactically and professionally, but personally as well.

© 2006 Sound Publishing, Inc.

A BIT OF HISTORY: "...VP-1 Screaming Eagles Return To The Nest - By Lt.j.g. Chris Smith - Screaming Eagles Reporter - Friday, June 23, 2006..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/screaming_eagles_return_to_the_nest/ [24JUN2006]

Early last December, the Screaming Eagles of Patrol Squadron One (VP-1) left NAS Whidbey Island for a deployment to the Western Pacific in support of 7th Fleet objectives.

This week, some six months later, they returned and were greeted by spouses, children, family and friends to a well-deserved, patriotic homecoming. With their American flags proudly waving from above the cockpits, four P-3Cs simultaneously rolled into their parking spots, completing a dramatic return to the nest.

The nearly 400 personnel that make up the squadron supported multi-mission operations out of Misawa, Japan and Kadena, Okinawa, by utilizing 11 variously equipped P-3C aircraft and 12 fully qualified combat aircrews.

As part of the Seventh Fleet Commander’s objective to strengthen cooperative relationships with partnering nations, the squadron completed 18 operational detachments to nine different countries including South Korea, Australia, Thailand, Guam and Republic of the Philippines.

Throughout the various detachments, crews were able to highlight the Anti-Submarine Warfare, Anti-Surface Warfare, Search and Rescue, and Intelligence, Surveillance and Reconnaissance capabilities that the P-3C possesses to our Western Pacific allies ultimately proving that the United States Navy stands ready to “take care of business” if called upon.

Additionally, the squadron flew 119 sorties executing more than 1,100 flight hours in direct support of the global war on terrorism.

Supporting up to six simultaneous detachment sites at one time would challenge any Maintenance department. Screaming Eagles Maintenance professionals met the heavy demand and kept aircraft flying. Aside from their routine maintenance, they were able to complete nine comprehensive aircraft inspections, 17 prop control changes, 12 valve housing changes and 10 propeller changes. The entire squadron team worked together to amass more than 4,700 mishap and incident-free flights hours for the deployment, adding to an already impressive safety record.

As deployment came to a close, the squadron turned over the 7th Fleet watch to their sister squadron, the Grey Knights of VP-46, wishing them a safe and successful deployment.

© 2006 Sound Publishing, Inc.

A BIT OF HISTORY: Cmdr. George Vassilakis "...VP-1 changes command - By Lt.j.g. Gavin DeFreitas - Screaming Eagles reporter - Friday, April 7, 2006..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/patrol_squadron_one_changes_command/ [11APR2006]

Cmdr. George Vassilakis relieved Cmdr. Frederick Nielsen III yesterday as commanding officer of VP-1. Rear Adm. Arthur J. Johnson, Commander Patrol and Reconnaissance Forces Seventh and Fifth Fleet, as well as Commander Fleet Air, Western Pacific, was guest speaker.

VP-1 reports to Patrol and Reconnaissance Wing 10 on NAS Whidbey Island and is currently deployed to Seventh Fleet in the Western Pacific.

Nielsen served as commanding officer since April 2005, guided VP-1 through an intensive inter-deployment readiness cycle in preparation for the Seventh Fleet deployment.

A native of Ann Arbor, Mich., he graduated from the University of Michigan with a bachelor’s degree in political science in December 1987. He was commissioned an Ensign through the NROTC program and earned his naval flight officer wings in August 1989.

Following training, he joined VP-19, qualifying as instructor TACCO and patrol plane mission commander before next serving as flag aide to Commander Patrol and Anti-Submarine Warfare Forces, U.S. Pacific Fleet. Nielsen then joined VP-1 for his department head tour before serving as deputy executive assistant to the Director, Air Warfare (N78) on the Chief of Naval Operations Staff located in the Pentagon before attending the National War College in Washington D.C., where he received his masters of science degree in national security strategy.

Nielsen reported to VP-1 in 2004 and served as executive officer until 2005, when he assumed command. Nielsen will be reporting to Bureau of Naval Personnel as Commander Assignments VP / VQ.

Vassilakis is the 63rd commanding officer in the distinguished history of VP-1. A native of Morgantown, W. Va., he is married to the former Missy Smith of Jacksonville, Fla., and they have a daughter, Meagan.

Vassilakis attended the United States Naval Academy and was commissioned in 1988 and designated a Naval Flight Officer in 1989. He served in VP-24 as an instructor tactical coordinator and patrol plane mission commander before reporting to Commander Patrol Wings Atlantic and subsequently Commander Surveillance and Reconnaissance Forces, U.S. Sixth Fleet to serve as flag lieutenant.

He also served as assistant navigator onboard USS Kitty Hawk and VP aviation assignments officer for shore and sea detailing at the Bureau of Naval Personnel before reporting to the Mad Foxes of Patrol Squadron Five for his department head tour.

Following his tour in VP-5, he served as operations officer and chief staff officer for Commander Patrol and Reconnaissance Wing 11 before reporting in April 2005 to VP-1 as executive officer.

Cmdr. Askins has reported to VP-1 to serve as executive officer. A graduate of Auburn University, he completed flight training and was designated a naval flight officer in 1990.

Askins subsequently completed tours with VP-44, VP-8 and VP-30. After serving aboard USS John C. Stennis (CVN 74) as catapult and arresting gear officer, he reported to Commander, Patrol and Reconnaissance Forces Atlantic, where he served as administrative officer before attending the U.S. Naval War College where he obtained his master of arts degree in national security and strategic studies.

He joined VP-26 for his department head tour before being assigned to Commander, Patrol and Reconnaissance Wing 10 as training officer and operations officer.

He joined the deployable training team at the USJFCOM Joint Warfighting Center before reporting to VP-1.

VP-1 is currently deployed to the Western Pacific, with detachments in NAF Misawa, Japan and NAF Kadena, Okinawa, Japan; U-Tapao Royal Thailand Air Force Base, Thailand; Anderson AB, Guam; Clark AB, Philippines; and Pohang, South Korea.

The Screaming Eagles have flown over 750 hours in direct support of Operation Enduring Freedom-Philippines fighting the global war on terrorism. The squadron will continue to provide critical intelligence, surveillance, and reconnaissance of the region in support of the U.S. Naval presence in the Western Pacific before returning to NAS Whidbey Island, Washington later this summer.

© 2006 Sound Publishing, Inc.

A BIT OF HISTORY: Wing 10 Photo "...Heroes declared this President’s Day - Friday, February 24, 2006 - Squadrons Mention: CPRW-10, VP-1, VP-40, VP-46, VQ-1 and VQ-2..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/heroes_declared_this_presidents_day/ [27FEB2006]

Photograph Caption: Lt. Cmdr. Steven Richards and Aviation Structural Mechanic (Safety Equipment) 2nd Class (Air Warfare/Naval Aircrewman) Kyle Musto, VP-46, just two of the Wing 10 aviation professionals recognized at the recent annual awards ceremony, stand ready by the P-3 Orion.

Patrol and Reconnaissance Wing Ten (CPRW-10) held its annual awards quarters Wednesday. The heroes we recognized on President’s Day, like our forefathers, exemplify what it means to be a patriot; giving of themselves to make this a better country, one shipmate at a time.

“There are few duties more rewarding than the opportunity to thank these tremendous performers who are flying and maintaining our combat aircraft,” said Capt. John Dziminowicz, Commander, Patrol and Reconnaissance Wing 10. “I treasure these opportunities to acknowledge the excellent men and women who make our Force a capable, formidable tool for war fighting commanders across the globe.”

Command Support Professional

Awarded to Hospital Corpsman 3rd Class(AW) Maurice Brown, of Fleet Air Reconnaissance Squadron Two (VQ-2). Brown ensured squadron medical readiness in the midst of a complex homeport move from Rota, Spain to NAS Whidbey and with consistent attention to detail, enabled the smooth and on-time deployment of 22 detachments,

Maintenance Professional

Awarded to Aviation Ordnanceman 1st Class (AW) Donald Weatherby of VP-1 (VP-1). Weatherby achieved numerous qualifications including Safe for Flight (releasing aircraft for flight), a position not normally achieved by a first class petty officer. His leadership in Maintenance Control was instrumental in executing over 40 percent of VP-1’s flight hours, and resulted in zero discrepancies for the ordnance shop during the most recent Aviation Maintenance Inspection.

Aircrewman

Aviation Electronics Technician 1st Class (AW/NA) Joseph Medina of VQ-1 was recognized for his leadership as president of VQ-1s 1st Class Petty Officer Association, leading 77 first class petty officers in numerous volunteer efforts. He authored and taught 15 avionics presentations, trained 29 aircrew, significantly increasing the squadron’s operational readiness. As Aircrew Detachment leading petty officer he trained and led eight aircrewmen in the repair of 40 in-flight discrepancies, resulting in a 100 percent sortie completion rate.

Enlisted Instructor

Aviation Structural Mechanic (Safety Equipment) 2nd Class (AW/NA) Kyle Musto, VP-46s top Flight Engineer, played an integral part in training 18 flight engineers, instructor pilots, and observers. As an instructor and handpicked as primary Flight Engineer Evaluator, he administered check rides and proctored positional exams, while racking up over 390 aircraft hours and 200 simulator hours as an instructor.

Officer Instructor

Lt. Edward Kribs, also of VP-46, recognized as the officer instructor of the year, attained every qualification available to a first tour pilot, with 450 hours as an aircraft commander and over 200 as an instructor. Leading the VP-46 training department, often under challenging conditions, he directly contributed to the qualification of 15 plane commanders and pilots and sat on 28 qualification boards.

Aviator

Lt. Jeffery Walker of VQ-1 is a fully qualified Senior Evaluator and Mission Commander and has been an outstanding performer during unit evaluations, achieving his warfare qualification 10 months ahead of the Wing 10 goal. While accumulating over 900 flight hours, including 263 combat hours, he remains committed to mentoring other junior officers. His guidance as NFO training officer significantly reduced training time for NFO “upgraders.”

Electronic Warfare Crew

VQ-2s Combat Reconnaissance Crew 24 has flown 233 mishap-free combat hours in Operation Iraqi Freedom and for the Coalition Forces Maritime Component Commander in the Arabian Gulf. They spent 71 days in the Central Command Area of Responsibility, during which time they were the sole provider of threat intelligence that saved American lives during an OIF combat mission. As the first to arrive in response to troops under fire, they increased the situational awareness and security of ground forces under attack.

Flight Crew

VP-40s Combat Aircrew 6 flew over 170 combat flight hours in support of Operation Enduring Freedom-Philippines, providing real-time imagery and data collection for forces on the ground. Due to their professionalism and dedication to performance, they maintained 100 percent readiness throughout the home cycle and qualified three designated aircrew instructors.

Junior Officer Leader Excellence

Lt. Michael Haymon of VP-40 is a combat-tested veteran, who flew over 107 flight hours in support of OEF-P, and is directly responsible for his crew’s unprecedented success in providing crucial information to ground forces. As the senior naval flight officer instructor he ensured compliance and currency of all 26 NFO’s, leading them through the last Seventh Fleet deployment.

Peer Leadership

The Navy and Marine Association recognized the following individuals based on votes by their peers.

E-7 to E-9 category, Senior Chief Aviation Machinist Mate (AW/NA) Glenn Grimmer, VP-1

Junior Officer (O-1 to O-3) category, Lt. Dennis Jensen, VP-40

Department Head (O-4) category, Lt. Cmdr. Steven Richards, VP-46

Command (O-6) category, Cmdr. Raymond Keledei, VP-46

Dziminowicz closed the ceremony with thanks to all the men and women of Wing 10 who faced and mastered the numerous challenges in 2005, both here at home and around the world.

© 2006 Sound Publishing, Inc.

A BIT OF HISTORY: Photo by PH2 Chris Perkins "...Screaming Eagles receive warm welcome - By Lt.j.g. Gavin Defreitas - Screaming Eagles' reporter - Friday, January 6, 2006..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/screaming_eagles_receive_warm_welcome/ [06JAN2005]

Photograph Caption: VP-1's Commanding Officer Cmdr. F.J. Nielsen III exchanges gifts with JMSDF Patrol Squadron Four's Commanding Officer Capt. Fusahiko Yamasaku.

The Screaming Eagles of VP-1 (VP-1) recently arrived at Misawa Air Base to conduct a six-month deployment in support of Commander Task Force 72.

As the squadron settles into their new surroundings in beautiful Northern Japan they were graciously welcomed by the Japanese Maritime Self Defense Force (JMSDF) Patrol Squadron Four “Blacky’s.” While on deployment, the Blacky’s will be the Screaming Eagle’s sister squadron.

The two squadrons will host social functions to promote friendship and build bonds that will increase the operational effectiveness of both nations during multi-lateral operations.

Based in Hachinohe, Japan, the VP-4 Blacky’s are led by Capt. Fusahiko Yamasaku. A graduate of the National Defense Academy with an Electrical Engineering degree, he started his career in 1983 with VP-2 also based in Hachinohe. After being promoted to captain on July 1, 2002, he then took over as commanding officer of the Air Systems Programming Center in Atsugi. At the end of that tour he entered into his current position as commanding officer of the VP-4 Blacky’s.

The Exchange of Memories Ceremony took place in Hangar 970. During the ceremony, Commanding Officer Fredrick J. Nielsen III, introduced Yamasaku to his wardroom initiating the festivities.

“It is my pleasure to be hosting VP-1,” said Yamasaku, adding, “We look forward to flying with your squadron.”

After this introduction, the two leaders exchanged mementos and posed for photographs.

In the months to follow, the Screaming Eagles will host the Blacky’s wardroom, conducting tactical discussions as well as other events. The JMSDF VP-4 squadron will host their own Anti-Submarine Warfare conference involving aircrew from both countries.

Both squadrons will be attempting bilateral training at the end of the winter season in an effort to keep improving on their ASW prowess.

Keeping good relations with our host country provides great opportunities for aircrew from both respective forces to interact with each other while continuing to hone precision ASW skills. Nielsen and Yamasaku’s exchange ceremony initiated a warm rapport with the MSDF’s finest, VP-4.

© 2006 Sound Publishing, Inc.

---

Circa 2005

A BIT OF HISTORY: 050308-N-8770A-006 Whidbey Island, Wash. (Mar. 8, 2005) "...Culinary Specialist Seaman Desiree Thomas of Roanoke Rapids, N.C., left, and Culinary Specialist 3rd Class Mary Wright of Fayetteville, N.C., prepare a food display to be used at the Admiral Nimitz Dining Hall on board Naval Air Station Whidbey Island, Wash. Petty Officer Thomas is assigned to Patrol Squadron Six Nine (VP-69) and Petty Officer Wright is assigned to Patrol Squadron One (VP-1). U.S. Navy photo by Photographer's Mate 3rd Class Elizabeth Acosta (RELEASED) ..." WebSite: NavyNews http://www.navy.mil/view_single.asp?id=22623 [12AUG2006]

A BIT OF HISTORY: "...Screaming Eagles prepare to deploy - By Lt.j.g. Gavin DeFreitas - Screaming Eagles' reporter - Friday, December 16, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/screaming_eagles_prepare_to_deploy/ [16DEC2005]

With just over a week left, VP-1 prepares to step out the door for another six-month deployment to Japan in support of Commander, Seventh Fleet.

Anticipation and anxiety among the squadron’s service members is running high, but so are the emotions of having to leave family members and loved ones behind.

During the 18 months at home, VP-1 accomplished many notable feats and excelled beyond all expectations.

To kick off the Inter-Deployment Readiness Cycle, the squadron took part in several missions supporting the Expeditionary Strike Group Marine Expeditionary Unit in the desert and demonstrated the P-3’s ability to support troops on the ground.

During the IDRC, Patron One participated in numerous Joint Task Force Exercises in support of deploying battle groups out of North Island, San Diego. These exercises provided opportunities for aircrews to gain first-hand experience in complex battle group coordinated operations.

The Screaming Eagles also conducted successful Maverick and Harpoon missile shots in Hawaii. Other noteworthy events during the home cycle were two Extended Echo Ranging exercises. During the first of the two exercises, Cmdr. Rick Nielsen was the Commander Task Group, leading operations for the two-week exercise encompassing over 250 flight hours.

Members of the Maintenance Department demonstrated their excellence by scoring an impressive 92 percent on the Conventional Weapon Training Proficiency Inspection. The squadron completed its IDRC by scoring a grade of “On Track” on 40 of 42 Naval Aviation programs during their Aviation Maintenance Inspection, as well as grading out high on their Operational Readiness Exercises.

VP-1 is deploying to NAF Misawa, Japan and NAF Kadena, Okinawa, Japan, which will serve as their hub of operations as they detach to locations throughout Seventh Fleet. Aircrews will use all of their skills honed from the many training flights and numerous exercises over the past 18 months, while the maintainers skillfully and safely keep the aircraft in the air as they did during the home cycle.

While supporting Commander Seventh Fleet, they can expect to fly Maritime Patrol missions, Surface Surveillance missions and Coordinated Anti-Submarine Warfare exercises with various allied nations, in addition to search and rescue missions. With the hard work and dedication shown by the squadron Sailors, the excellent training and guidance provided by Commander Patrol and Reconnaissance Wing 10 and the constant unwavering support of NAS Whidbey Island, Washington, the Screaming Eagles are ready, willing and prepared for deployment.

© 2005 Sound Publishing, Inc.

A BIT OF HISTORY: Photo by PHAN Jason Beckjord "...VP-1 maintenance scores high on inspection - By Lt. Chris Peyton - VP-1 reporter - Friday, October 28, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_1_maintenance_scores_high_on_inspection/ [28OCT2005]

Photo Description: Airman Miguel Jaramillo, left, from VP-1 Line shack performs aviation support equipment pre-op check while Aviation Electronics Technician Petty Officer 1st Class(AW) Raymond Berlett, quality assurance representative, right, monitors his work.”

VP-1 recently completed its Aviation Maintenance Inspection (AMI) and passed with flying colors. The Commander, Patrol and Reconnaissance Wing (COMPATRECONWING) Ten inspection team conducted the inspection from Sept. 8 to 14.

The final consensus was, “The Screaming Eagles safety climate and individual attitude towards safety was positive,” reaffirming that the maintenance department is fully prepared to support all operational requirements. As VP-1 prepares to step out the door for a six-month deployment, they do so with the knowledge that its maintenance department is ready to answer the call to duty.

Patron One’s successful results in the AMI were in part due to an outstanding effort put forth by the quality assurance division, headed by Chief Warrant Officer Rick Williams and Senior Chief Petty Officer Richard Martinez, in conducting preparatory audits to ensure that the squadron’s programs were where they needed to be.

The AMI, headed by COMPATRECONWING Ten Maintenance Officer Lt.Cmdr. Brian Kleven, utilized the Aviation Maintenance Management Team (AMMT) methodology of incorporating three vital areas of scrutiny. First, the inspection included a complete analysis of the department’s level of effectiveness and efficiency in supporting squadron operational requirements. This portion of the inspection paid particular attention to the maintenance data reports, monthly maintenance plans, monthly training reports, and the squadron’s performance during standard maintenance practices.

The second area included the verification of safe operations by conducting several drills and practical examinations and the third area of the AMMT methodology focused on the squadron’s compliance with all governing instructions and publications.

A complete evaluation of all applicable directives was performed to assess completion of all required documentation and training. This evaluation examined 42 naval aviation maintenance programs and determined none to be “off track”.

These results reflected the Screaming Eagles high level of preparedness for the AMI and its quality of work. The inspection evaluation team’s summary stated, “The Screaming Eagles display of teamwork and confidence demonstrated the high level of competence and proficiency required to handle day-to-day tasking in naval aviation”.

Outstanding individual efforts to note include that of Aviation Administrationman Petty Officer 2nd Class Thomas Piehe, who was specifically cited by the inspectors as having done an exemplary job in his work on the department’s technical publications library. During the inspection preparation, Piehe also assisted with the organization and accountability of the maintenance training and administration workcenters.

Another individual who stood out is Aviation Structural Mechanic Petty Officer 1st Class James Clark and his work with the hydraulic contamination control, tire and wheel maintenance safety and plane captain qualification programs.

Clark is currently a member of VP-1’s quality assurance division and spent countless hours working to monitor and improve these and other programs.

Other program managers and personnel specifically cited by the inspection team as deserving of special merit included AZ2 Jennifer Franco, AZ2 Troney Murrell, AM1 Roxanne Ford, Storekeeper Petty Officer 1st Class Joseph Kuykendall and Aviation Electronics Technician Petty Officer 1st Class Koche Alio.

A BIT OF HISTORY: Photo by PHAN Jason Beckjord "...Personal account: Last flight for Orion 768 - By Lt.j.g. Jonathan Pohnel NAS Whidbey Island, Washington - Friday, October 21, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/personal_account_last_flight_for_orion_768/ [21OCT2005]

Photo Description: AW2 Corey LeFavor, AM1 Sean Bonato, Lt. Michelle Buchanan and Lt.j.g. Jonathan Pohnel fly No. 768 to the desert and retirement.

As I sat in front of the VP-1 wardroom computer filtering through my daily e-mails, I found one message from the operations department stating, “768 has reached total life expectancy and we need volunteers to fly her down to Tucson.”

I quickly responded, knowing full well that this old P-3 would become a relic of naval aviation in the famous “bone yard” located at Davis-Monthan AFB in Tucson, Ariz. This would be my chance to peer into history—to see old A-6s, Vietnam era F-4s and P-3s that have come and gone.

I soon found out that I was the first to respond and was slated to leave in the morning, as long as the weather cooperated.

The next day, the sun came up over NAS Whidbey Island, Washington and shined on the face of 768, still a good, clean looking Update III P-3 Orion.

The crew, Lt. Michelle Buchanan, AM1 Sean Bonato, AW2 Corey LeFavor and I stood in front of the retiring P-3 for several crew pictures. Even Commanding Officer, Cmdr. Fredrick Nielsen and Executive Officer, Cmdr. George Vassilakis came out to the flight line and took pictures with BUNO 768 before its final flight.

Military aircraft once had names such as “Memphis Belle” that gave those who flew them a feeling that the aircraft was a part of the crew and a living entity. Even though 768 had no name, it still gave us all a feeling of remorse. Its time of usefulness had come to an end. It had done its job well and it was time to retire it to the desert.

Now it was time to strap in and start the checklists. “Aft’s got two, lineman’s got two, select and start two,” said Buchanan, patrol plane commander of the flight.

Bonato, the crew’s flight engineer selected the number two engine, pushed in the start button and the engine came on line with a roar.

Engines number one, three and four followed with no problems. The plane was good to go, a testament to the quality of P-3 aviation maintenance teams that kept 768 flying for over three decades.

I called for clearance and we taxied to the runway and lifted off smoothly. We were on our way to Arizona.

On arrival at Davis-Monthan AFB we made a normal flap landing approach.

Buchanan pulled the power levers up and over the ramp using reverse thrust to slow the aircraft and taxied off the runway. We waited five minutes for two A-10s to taxi to their ordnance disposal spots and then proceeded to an area in the middle of a taxiway where a tow jack awaited, ready to lead 768 to its final resting place amongst the retired P-3s. It was silent as we waited for the props to stop spinning and finish with the secure checklist.

I paused momentarily, took a deep breath and looked around the cockpit for one last time. I felt that since I was the last to fly 768 I could at least give offer one moment of silence to reflect on how much the aircraft had done, how many lives it saved during search and rescue missions, how many times it had had circumnavigated the globe, and how many pilots and aircrews it had helped train. I had just witnessed the end of aircraft BUNO 768.

Before going to Arizona I had looked up the bone yard online and there were several satellite pictures available for viewing. The shear size of the base is impressive and the amount of aircraft it houses seems endless. Our contact at Davis-Monthan, greeted us after we secured 768 and began to handle the logistical requirements for delivering an aircraft to the bone yard. Afterward, he took us on a brief van tour of the base.

He told us there are more than 4,600 aircraft assigned to the base and over half are preserved for re-implementation to the armed forces if needed. It was truly an amazing sight.

We saw hundreds of F-16s, C-130s, F-4s, F-14s and quite a few P-3 Orions. A few of the P-3s had their wings removed for re-augmentation to the P-3 fleet. Perhaps this was not the end of 768 after all!

We finished our tour and headed out the main gate, leaving 768 in the capable hands of the maintenance teams at Davis-Monthan.

A BIT OF HISTORY: 050809-N-3622P-001 Whidbey Island, Wash. (Aug. 9, 2005) "...Aviation Machinist's Mate 3rd Class Geovanny Tremino, assigned to Patrol Squadron One (VP-1), changes a fuel filter on a P-3C Orion airplane. U.S. Navy photo by Photographer's Mate 2nd Class Chris Perkins (RELEASED)..." WebSite: Navy Newsstand http://www.navy.mil/view_single.asp?id=27041 [20AUG2005]

A BIT OF HISTORY: Photo by JO2(SW) Alicia Boatwright "...VP-46, VP-69 join forces - By JO2(SW) Alicia Boatwright - Naval Air Reserve - Friday, August 12, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_46_vp_69_join_forces/ [14AUG2005]

Photo Description: As a result of combining their maintenance departments, personnel from NAS Whidbey Island, Washington squadrons VP-46 and VP-69, such as AD2 Roberto Sampson and ADAN Joseph Ihrig, now work together to maintain the squadrons’ aircrafts.

Many people know that today’s Reserves are playing a more prominent role in Operation Iraqi Freedom. What may not be known is that many of these “citizen-Sailors” have been providing support to active duty missions for many years, in and out of wartime.

At NAS Whidbey Island, Washington, the Totems of VP-69 have been providing support for over 30 years to their sister active squadrons, VP-46, VP-1 and VP-40.

Recently, the concept of “one Navy” became more than just a concept for two of the island’s squadrons.

Reserve Squadron VP-69 (the Totems) and active squadron VP-46 (Grey Knights) have combined their personnel and aircraft into one hangar space, meaning both squadrons’ maintenance and aircrew departments are working side-by-side to carry out the Navy’s mission.

The P-3C aircraft squadrons’ primary missions include submarine/surface warfare, surveillance/reconnaissance and Search and Rescue operations.

VP-46, the oldest continuously operating patrol squadron in the Navy, was commissioned in 1931. VP-69 is one of six Maritime Patrol Squadrons assigned to Commander, Reserve Patrol Wing and was commissioned in 1970.

The shift to total integration began in December 2004 when the base was scrambling for hangar space for a returning squadron.

“There was nowhere for VP-46 to go [when they returned from their deployment],” said VP-69 Officer in Charge Lt. Cmdr. Patrick Sanders.

The squadrons have encountered challenges and benefits along the way. VP-69 Commanding Officer Cmdr. Michael Krueger said one significant challenge has been met.

“We’re breaking down the barriers between the active and reserve components by realizing our different backgrounds and educating each other on what each of us brings to the table.”

VP-69 Command Master Chief John Callahan said the biggest challenge was the change in leadership within the departments.

“Initially, there were some reservations,” he said, adding that the different ways of carrying out tasks also posed a problem.

“Active duty Sailors are more hands on, but the reserve side has a more cautious way of dealing with problems.” However, Callahan said, with the top-notch leadership in both commands, the problem was quickly solved.

According to VP-69 air crewman AT2 (AW) Marc Grant, combining both crews into one maintenance department has led to a considerable decrease in workload. “Our hours were pretty extensive [before the integration]. The increased manpower has taken some of the work load off of us.”

VP-46 Operations Chief AWC(AW) John Biggs said sharing resources has improved the effectiveness of their mission by reducing the cost of aircraft maintenance.

“[Combining our aircraft] has helped us out tremendously because it has allowed us to accomplish our mission more efficiently,” he said.

Sanders noted Reservists are used to solving issues beyond what the billet requires. “They are valuable because they bring a wide range of skills from their civilian jobs,” he said. “Active duty Sailors can utilize those skills.”

As a result of combining air and maintenance crews, those skills are used to support 12 ready flight crews.

Although Krueger acknowledges that the end result of incorporating Reservists into an active duty squadron has been a more efficient and stronger force, not knowing what is going to happen next causes some concern. “There is some anxiety because the future is uncertain.”

Despite the anxiety, the Totems and Grey Knights continue to do their part as a team to make the Navy a more efficient force.

© 2005 Sound Publishing, Inc.

A BIT OF HISTORY: Photo by Lt.j.g. Christopher Kenney "...Screaming Eagles take part in Hawaii SinkEx - By Lt.j.g Christopher Kenney Screaming Eagles’ reporter - Friday, July 1, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/screaming_eagles_take_part_in_hawaii_sinkex/ [03JUL2005]

Photo Description: Photo by Lt.j.g. Christopher Kenney - Combat Aircrew One pose on the ramp shortly before launching two live missiles into the side of the former USS Mount Vernon.

VP-1’s combat aircrew one enjoyed a rather unique opportunity recently as they traveled to MCAS Kaneohe Bay, Hawaii, to take part in the live-fire exercise, “Patrolling Thunder.”

The exercise was structured around the scuttling of the decommissioned dock landing ship USS Mount Vernon (LSD 39), and took place on June 16 off the northwest coast of the island of Kauai.

The event was hosted by Patrol and Reconnaissance Wing Two and was composed of aircrews, maintainers and ordnancemen from Patrol Squadrons 1,9,46, 47 and Patrol and Reconnaissance Wing 10.

“Patrolling Thunder,” which took place on the Pacific Missile Range Facility, provided an opportunity for CAC-1 to fire a live Harpoon missile as well as a live Maverick missile into the hulk of the ex-USS Mount Vernon in an attempt to sink the ship and create an artificial reef.

The USS Mount Vernon (LSD 39) was the fifth ship commissioned in the United States Navy to claim the name, “Mount Vernon.” Its keel was laid in January 1970 and construction was complete in April 1971.

In the ship’s 32-year history, it saw action in the Persian Gulf and in 1989 played an integral part in coordinating the clean up efforts as control ship in the greatly publicized Exxon Valdez oil spill in Prince William Sound, Valdez, Alaska.

By the end of its service Mount Vernon had completed 15 operational deployments with Seventh Fleet in the Far East. The USS Mount Vernon was finally decommissioned in July of 2003.

The Harpoon and Maverick missile systems are the two main forward-firing weapons of choice for the P-3C Orion.

The AGM-84D “Harpoon” is an all-weather, over the horizon, anti-ship missile. The missile was originally developed by Boeing for the Navy to serve as its basic anti-ship missile for fleet wide use.

It was first introduced in 1977 and in 1979 the air launched version was deployed on the Navy’s P-3C Orion aircraft.

The AGM-65 “Maverick” missile built by Raytheon is the most widely used precision-guided missile in production today. First used in Southeast Asia almost 30 years ago, it is included the inventories of over 30 countries and is incorporated on almost every strike aircraft including the P-3.

“Patrolling Thunder” satisfied crew readiness requirements in regards to forward-firing weapon qualifications and the crew’s success was the culmination of hours of detailed planning and numerous video teleconferences between the participants.

“To actually fire a live weapon was a once in a lifetime experience,” remarked Lt. Chris Dudley, tactical coordinator on CAC-1. “We practice these shots hundreds of times in the simulator, but to see one actually come off the wing was quite a sight.”

Monitoring the exercise was the Pacific Missile Range Facility who had a UH-3 helicopter on station to film the numerous missile shots and record valuable battle damage assessment as well as ensuring the safety of all aircraft involved.

That evening the former USS Mount Vernon reached her final resting place a few hundred feet below the surface of the Pacific where she will fulfill a new role in providing habitat to different species of fish and marine life found in the Hawaiian waters.

In the end, the exercise was a huge success with all seven sorties taking off either on time or early, with every piece of ordnance hitting its mark, proving the P-3’s ability to bring varying capabilities to the maritime patrol mission.

A BIT OF HISTORY: Test complete, the Screaming Eagles’ way. "...AOs pass test with flying colors - By Lt.j.g. Chris Kenney - Screaming Eagles’ reporter - Friday, April 29, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/aos_pass_test_with_flying_colors/ [08MAY2005]

The Screaming Eagles of VP-1 passed a major hurdle of their Inter-Deployment Readiness Cycle last week as inspectors from Patrol and Reconnaissance Group came to Whidbey to perform a Conventional Weapons Technical Proficiency Inspection.

The CWTPI is a five-day, three-phase inspection that evaluates a squadron’s readiness as it pertains to the loading and maintenance of ordnance. The first phase of the inspection reviews the shop’s administrative practices while the second and third phases consist of an evaluation of the squadron’s weapon loading procedures.

The evaluation team was made up of aviation ordnancemen from Patrol and Reconnaissance Wing Two homeported at MCAS Kaneohe Bay, Hawaii and Wing 10 personnel from right here at NAS Whidbey Island. These personnel observed and evaluated every facet of the ordnance shop’s loading procedures.

The load teams were given a preflight time and weapons loadout, which consisted of both wing and bomb bay stores, and a simulated takeoff time within which they had to perform the required load. In the end, the inspectors had nothing but accolades and an overall grade of “outstanding” for the safe and efficient manner in which the Screaming Eagle AO’s loaded weapons.

“This is the culmination of many long hours of uploading and downloading every piece of ordnance in our inventory,” said Branch Officer Lt.j.g Don “Gunner” Lewis. “The outstanding job contributed by each and every member of the ordnance shop is a testament to the months of preparation beginning when we came back off deployment in June of last year and will continue up to our Seventh Fleet deployment next December.”

Shop Leading Petty Officer AO1 Steve Slaydon pointed out, “With such a junior work center, I am proud of everyone’s performance, determination and flawless approach to the inspection. Nine of the 17 ordnancemen who participated in the inspection were doing so for the first time.”

AO2 Leandra Kelley and AO3 Christopher Teuscher added, “CWTPI is great because it lets us know where our weaknesses are and how to work out problems. We thoroughly enjoyed the opportunity.”

AO3 Daniel McCarty concluded, “CWTPI proved that VP-1 AO’s can pull together to meet the demanding requirements of our Navy.”

With this inspection complete, the Screaming Eagle team stands ready to meet the challenges ahead. The coming months include a busy training schedule, which will prepare the combat aircrews and maintainers for the next deployment. With an AO shop like this one, one thing is certain, it’s bound to be a rewarding experience.

© 2004 Sound Publishing, Inc.

A BIT OF HISTORY: Cmdr. Rick Nielsen "...Nielsen takes command of VP-1 - By Lt.j.g. Chris Kenney - Screaming Eagles’ reporter - Friday, April 15, 2005..." WebSite: Northwest Navigator http://www.northwestnavigator.com/index.php/navigator/whidbey/nielsen_takes_command_of_vp_1/ [18APR2005]

The Screaming Eagles of VP-1 held a change of command ceremony today in Hangar Six as Cmdr. Rick Nielsen relieved Cmdr. Leon Bacon.

Bacon, who took command of VP-1 in March of 2004 while on deployment in Misawa, Japan, saw the Screaming Eagles through the second half of their Seventh Fleet deployment. Under his tenure, the squadron surpassed the 125,000 mishap-free flight hour milestone, and garnered several awards to include the CAPTAIN Arnold Jay Isbell Trophy for ASW Excellence and the 2004 Retention Excellence award. Bacon is headed to NAS Patuxent River, Maryland, where he will report to NAVAIR as the assistant program manager for P-3 Logistics.

A native of Ann Arbor, Mich., Nielsen graduated from the University of Michigan in 1987. He was commissioned through the NROTC program and earned his Naval Flight Officer Wings in August of 1989.

Following his designation, he reported to VP-19 homeported at NAS Moffett Field, California. During his time with the Big Red, he deployed to Misawa, Japan, Diego Garcia, B.I.O.T., and Masirah, Omanfor Operation Desert Shield. In April 1991, VP-19 was disestablished and he transferred to VP-9, also homeported at NAS Moffett Field, California.

A year later he moved with the squadron to its new homeport at NAS Barbers Point, Hawaii. While at VP-9, he qualified as patrol plane tactical coordinator and patrol plane mission commander, and deployed on extended detachments to NAS Adak, Alaska and Panama.

Nielsen remained in Hawaii and in August 1993 assumed duties as Flag Aide to Commander, Patrol and Anti-Submarine Warfare Forces, U.S. Pacific Fleet, co-located at NAS Barbers Point and the Pacific Fleet headquarters at Pearl Harbor.

In November 1995, he reported to USS Enterprise (CVN 65), homeported in Norfolk, Va., as assistant navigator. He qualified as assistant command duty officer (in-port), officer of the deck (underway), and command duty officer (underway).

While on board the “Big E,” he deployed in 1996 to the Mediterranean Sea, the Adriatic Sea and Persian Gulf in support of operations in the former Yugoslavia and in Operation Southern Watch.

Nielsen next reported to CPRW-10 in November 1997. He served as administrative officer and weapons systems training officer in charge.

He returned to operational flying as a department head when he joined VP-1 in May 1999. He served as Masirah Detachment officer in charge, command services officer and maintenance officer.

During this tour he deployed in 1999 to NSF Diego Garcia, Masirah, NSA Bahrain and finished the tour while deployed to NAF Misawa, Japan and NAF Kadena, Okinawa, Japan.

Nielsen’s next assignment came in April 2001 as deputy executive assistant to the director, Air Warfare (N78) on the Chief of Naval Operations staff located in the Pentagon.

His most recent assignment was to the National War College in Washington, D.C. where he received his master’s of science degree in national security strategy.

Nielsen’s personal awards include the Meritorious Service Medal, Navy Commendation Medal (four) and the Navy Achievement Medal.

He and his wife Ann have two children, Brett and Halle.

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Circa 2004

A BIT OF HISTORY: Photo by PH2 Scott Taylor "...Ashes, ashes, all fall down - By JO1(SW) Daniel Sanford - Staff Writer - Thursday, October 7, 2004..." WebSite: Northwest Naviagor http://www.northwestnavigator.com/index.php/navigator/news/ashes_ashes_all_fall_down/ [08DEC2005]

Photograph Description: Mount St. Helens emits a plume of steam and ash recently from an area of new crevasses in the crater glacier south of the 1980-86 lava dome. The event lasted approximately 25 minutes and created a pale-gray cloud that reached an altitude of almost 10,000 feet. The image was taken at an altitude of 27,000 feet aboard a U.S. Navy P-3C Orion aircraft assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) stationed at NAS Whidbey Island, Washington.

A BIT OF HISTORY: VP-1 History "...VP-1 Screaming Eagles take part in Vinson COMPTUEX - By Screaming Eagles’ reporter - Friday, November 5, 2004..." WebSite: Northwest Naviagor http://www.northwestnavigator.com/index.php/navigator/whidbey/vp_1_screaming_eagles_take_part_in_vinson_comptuex/ [07MAR2005]

Recently, Combat Air Crew 6 (CAC-6) of Patrol Squadron One participated in the Composite Training Unit Exercise, or COMPTUEX, for the USS Carl Vinson Aircraft Carrier Strike Group. The exercise involved multiple ships such as destroyers, frigates, guided-missile cruisers and the USS Carl Vinson. The setting was sunny Southern California and the waters off the coast.

The P-3C brings a host of capabilities to the fight and to be a fully qualified combat aircrew, part of the training process involves real-world scenarios such as flying and working with ships, other aircraft and submarines.

COMPTUEX provided an ideal environment as well as an opportunity to complete the remainder of CAC-6’s qualification process. VP-1 continues to send aircrews to Southern California to participate in these exercises so that they may receive quality training and to become fully integrated into the Carrier Strike Groups and Expeditionary Strike Groups prior to their deployment.

A BIT OF HISTORY: 040215-N-9500T-001 Naval Air Facility, Okinawa, Japan (Feb. 15, 2004) "...Aviation Ordnanceman 3rd Class Rommel Pineda, left, of San Diego, Calif., and Aviation Ordnanceman 1st Class Donald Weatherby, right, of Jacksonville, Fla., inspect a MK 65 Quick-Strike airborne mine after loading it onto a P-3C Orion patrol aircraft assigned to the “Screaming Eagles” of Patrol Squadron One (VP-1). The MK-65 is a 2000-pound weapon used against submarine and surface ship targets. VP-1 is stationed at Naval Air Station Whidbey Island, Wash. and are currently on a schedule six-month deployment. U.S. Navy photo by Photographer's Mate 2nd Class Scott Taylor. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=11936 [05MAR2005]

A BIT OF HISTORY: 040415-N-3770P-001 Kadena Air Base, Okinawa, Japan (Apr. 15, 2004) "...Aviation Structural Mechanic 3rd Class Bryan Brinkley, of Atlanta, Ga., repairs a nose radome on a P-3 Orion aircraft assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1). U.S. Navy photo by Photographer's Mate Airman Jesse Praino. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=13417 [04MAR2005]

A BIT OF HISTORY: 040506-N-3770P-004 Kadena Air Base, Okinawa, Japan (May 6, 2004) "...Aviation Ordnanceman Airman Noe Jiminez assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), performs a proficiency load of an inert Mark 62 Quick Strike Mine for a P-3C Orion aircraft. U.S. Navy photo By Photographer's Mate Airman Jesse Praino. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=13896 [04MAR2005]

A BIT OF HISTORY: 040524-N-3770P-003 Japan (May 24, 2004) "...Aviation Machinist's Mate Airman Alvin Toves, from Guam, installs an "O" ring on the prop housing for a P-3 Orion aircraft assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1). VP-1 is currently deployed to Japan, and is based out of Naval Air Station Whidbey Island. U.S. Navy photo by Photographer's Mate 3rd Class Jesse Praino (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=14295 [03MAR2005]

A BIT OF HISTORY: 040604-N-2976H-004 Naval Air Station Whidbey Island, Wash. (Jun. 4, 2004) "...Airmen Chris Bregel of Patrol Squadron One (VP-1) directs a P-3 Orion carrying squadron crew members returning home to Naval Air Station (NAS) Whidbey Island after a six-month deployment to Japan. U.S. Navy photo by Photographer's Mate 1st Class John D. Hamill (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=14750 [03MAR2005]

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Circa 2003

A BIT OF HISTORY: "...Naval forces begin return home as war in Iraq subsides - Sea Power, May 2003 by BURGESS, Richard R. rburgess@navyleague.org..." http://www.findarticles.com/p/articles/mi_qa3738/is_200305/ai_n9206235 [27MAR2005]

One S-3B Viking assigned to Sea Control Squadron 38 launched-for the first time in the aircraft's combat history-an AGM-85E Maverick missile against an Iraqi naval vessel that was targeted by a laser from an F/A18. AIP (Aircraft Improvement Program) versions of P-3C Orions assigned to VP-46-augmented by VP-1, VP-40, and VP-47-employed their long-range optical surveillance systems to provide targeting for coalition forces, including Air Force AC-130 gunships. Saddam Hussein's personal yacht was destroyed by Navy F/A-18 Hornets.

One surprising participant in the war was Air Test & Evaluation Squadron 30, which dispatched its sole DC-130A drone-launch aircraft to the war zone. The ancient aircraft was used to launch Vietnam-era Firebee drones over Baghdad to drop radar-jamming chaff and, until they ran out of fuel, to circle the city as decoys to draw anti-aircraft fire away from coalition strike aircraft.

A BIT OF HISTORY: 030319-N-5640H-004 Kanoya, Japan (Mar 19, 2003) "...Cmdr. Daniel Rieke, Executive Officer of VP-9 presents Japan Maritime Self-Defense Force (JMSDF) Rear Adm. Matsuoka, assigned to 1st Flight Group / 1st Flight Squadron (VP-1), Kanoya AB with a "Golden Eagles" hat and a photo of a U.S. Navy P-3C Orion flying near Japan’s Mt. Fuji. The Japanese naval aviators hosted VP-9 in an event called "The Bonds of Friendship," where both American and Japanese Sailors interacted in various activities. The two squadrons fly the P-3C Orion anti-submarine aircraft. U.S. Navy photo by Photographer’s Mate 1st Class Evelyn P. Haywood. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=6151 [07MAR2005]

A BIT OF HISTORY: 030902-N-3770P-001 Naval Air Station Whidbey Island, Wash. (Sep. 2, 2003) "...Airman Gabriel Thorne, assigned to the “Screaming Eagles” of Patrol Squadron One (VP-1), takes fuel samples from a P-3 Orion in preparation for flight. Gabriel is in training for his aircraft surveillance qualification. U.S. Navy photo by Photographer's Mate Airman Jesse Praino. (RELEASED)..." Navy News Stand http://newshome.news.navy.mil/view_single.asp?id=9364 [05MAR2005]

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Circa 2002

A BIT OF HISTORY: 021101-N-4374S-052 Central Command Area of Operation (Nov. 1, 2002) "...Aviation Electrician's Mate 2nd Class Steve Rapp, a flight engineer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), performs a post flight inspection on the number two engine aboard a P-3C “Orion” after completing a routine flight mission. The P-3C “Orion” is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is homeported at Whidbey Island, Wash., and is on a regularly scheduled six-month deployment, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021101-N-4374S-030 Central Command Area of Operation (Nov. 1, 2002) "...Lt. Cmdr. Gilbert Hageman, a pilot assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), monitors the gauges aboard a P-3C “Orion” during a routine mission. The “Orion” is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is homeported at Whidbey Island, Wash., and is on a regularly scheduled six-month deployment, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021024-N-4374S-030 Central Command Area of Operation (Oct. 24, 2002) "...Sailors assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) make an adjustment to a water hose while they wash a P-3C “Orion” on the flight line. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3084 [08MAR2005]

A BIT OF HISTORY: 021022-N-4374S-029 Central Command Area of Operation (Oct. 22, 2002) "...A crewmember assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) walks up the boarding ladder of a P-3C “Orion” as they prepare to depart on a reconnaissance mission over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3062 [09MAR2005]

A BIT OF HISTORY: 021022-N-4374S-037 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Electrician's Mate 2nd Class Jesse Olmstead, a flight engineer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), calculates the fuel duration planning for a P-3C “Orion” for an upcoming flight mission to conduct reconnaissance over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3063 [09MAR2005]

A BIT OF HISTORY: 021022-N-4374S-042 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Anti-Submarine Warfare Operator 2nd Class Brian Walker assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), conducts safety observer duties during start up procedures on the number three and number four engines aboard a P-3C “Orion.” Aircrew personnel were preparing for departure on a reconnaissance mission over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3065 [09MAR2005]

A BIT OF HISTORY: 021022-N-4374S-060 Central Command Area of Operation (Oct. 22, 2002) "...Members assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) share some laughter on a short break during a reconnaissance mission over the Arabian Gulf aboard a P-3C “Orion.” Missions of this type last for several hours. Breaks help keep aircrew personnel fresh at their workstations. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3066 [09MAR2005]

A BIT OF HISTORY: 021022-N-4374S-062 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Anti-Submarine Warfare Operator 1st Class John Clark, an electronic warfare operator assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), monitors contacts on the screen with an Airborne Integrated Mapping System (AIMS) digital camera aboard a P-3C “Orion” while conducting a reconnaissance mission over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3067 [09MAR2005]

A BIT OF HISTORY: 021022-N-4374S-069 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Machinist's Mate 2nd Class Steve Rodriguez, flight engineer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), displays a patch on his flight suite in remembrance of the tragic events of September 11, 2001, while conducting a reconnaissance mission over the Arabian Gulf on board a P-3C “Orion.” The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://newshome.news.navy.mil/view_single.asp?id=3069 [08MAR2005]

A BIT OF HISTORY: 021022-N-4374S-015 Central Command Area of Operation (Oct. 22, 2002) "...Lt. Dan Johnson, a U.S. Navy P-3 pilot assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), rides a mini-van with other crewmembers while being transported to their aircraft. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-081 Central Command Area of Operation (Oct. 22, 2002) "...Lt. j.g. Joy Zelinski, an Aviation Intelligence Officer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), conducts an intelligence brief to crewmembers preparing for a flight mission. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-181 Central Command Area of Operation (Oct. 22, 2002) "...Lt. j.g. Dave Snyder, a pilot assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) steps down from the boarding ladder of a P-3C “Orion” after the completion of a reconnaissance mission over the Arabian Gulf. The P-3C “Orion” is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is homeported at Whidbey Island, Wash., and is on a regularly scheduled six-month deployment, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-079 Central Command Area of Operation (Oct. 22, 2002) "...The pilot and flight engineer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), work together as they prepare to land a P-3C “Orion” upon return from a reconnaissance mission over the Arabian Gulf. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-066 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Antisubmarine Warfare Operator 1st Class Richard Smith, assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1), studies a Naval Air Training and Operating Procedures Standardization (NATOPS) aviation flight manual, while conducting a reconnaissance mission over the Arabian Gulf in a P-3C “Orion.” The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-040 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Anti-Submarine Warfare Operator 2nd Class Brian Walker assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) hooks the leg strap on his SV-2 Survival Vest aboard a P-3C “Orion” during preparations for an upcoming reconnaissance mission over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-025 Central Command Area of Operation (Oct. 22, 2002) "...Aviation Machinist's Mate 2nd Class Steve Rodriguez, a flight engineer assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) carefully monitors the refueling evolution on a P-3C “Orion” during preparations for an upcoming flight mission. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: 021022-N-4374S-017 Central Command Area of Operation (Oct. 22, 2002) "...Crewmembers assigned to the "Screaming Eagles" of Patrol Squadron One (VP-1) approach a P-3C “Orion” patrol aircraft to conduct a reconnaissance mission over the Arabian Gulf. The P-3C is a land-based, long-range, anti-submarine warfare (ASW) and reconnaissance patrol aircraft. VP-1 is based in Whidbey Island, Wash., and is on a regularly scheduled six-month deployment to the Middle East, conducting missions in support of Operation Enduring Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Michael Sandberg. (RELEASED)..." WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

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Circa 2001

A BIT OF HISTORY: "...Patrol Squadron 1 Locates Missing Vessel Near Guam - Lt. Cmdr. Steve Deal, Patrol Squadron 1 Public Affairs - Posted: 04/12/01..." WebSite: United States Navy http://www.c7f.navy.mil/news/2001/04/14.htm [28AUG2006]

WESTERN PACIFIC – Less than one month after saving six stranded mariners south of Guam, two Patrol Squadron 1 (VP-1) aircrews deployed to Kadena Air Base, Japan, teamed on a 20-hour mission April 11 to rescue three Micronesian mariners lost at sea in an 18-foot fiberglass.

Combat Air Crew 2, led by Lt. Kevin Queen, mission commander, and Lt. Chris Rush, patrol plane commander, were dispatched April 10 to Guam as a ready alert launch to begin the search.

The lost craft, containing three men 30 to 52 years old, departed Pulusuk Island, 420 NM southeast of Guam March 9 at 5 a.m. local time. The vessel never returned to port.

On April 10, the United States Coast Guard (USCG) Marianas Section (MARSEC) requested airborne search and rescue assistance from Commander, Patrol and Reconnaissance Commander, Task Force 72, which immediately dispatched the VP-1 P-3C from Okinawa to Andersen Air Force Base, Guam.

"This is the second time in a month that this squadron has spotted someone for us," said USCG Quartermaster 2nd Class Andrea Martynowski, watch officer at MARSEC during the rescue event. "There have been a lot of Chuuk Island cases which go on for 11 or 12 days or more, and sometimes the vessels are never found.

"To have an aircrew spot them this quickly is great. This is the best turnaround I’ve ever seen," she said.

"The crew is pumped," said Queen immediately after the rescue. "This is exciting stuff. To get out on station and find them on the first day was a rush."

While searching for the lost vessel, the VP-1 crew used a marine VHF radio to contact inhabitants of local islands, querying for information regarding the vessel’s whereabouts. During this search, the vessel in distress heard the crew’s calls, and responded.

Utilizing radio reception quality to rule out sectors of the area, the crew homed in on the ever-strengthening voice of the lost mariners. Thirteen minutes after initial radio contact, the lost vessel spotted the flashing strobe lights of the P-3C and vectored the aircrew via radio to locate its position.

A few minutes later, the crew dropped a search and rescue (SAR) kit, consisting of emergency provisions, equipment and rafts, alongside the fiberglass craft. After assuring the lost mariners had recovered the kit, the crew searched for nearby island inhabitants and surface vessel traffic to provide further assistance.

Getting low on fuel, the crew dropped a sonobuoy marking the boat's position, and Rescue Coordination Center Guam vectored a Federated States of Micronesia (FSS) patrol craft to the rescue scene. The FSS would arrive on scene nine hours later. Meanwhile, VP-1’s Combat Aircrew 3, manning a second VP-1 aircraft in Guam, was on its way to relieve the aircraft on scene.

After an in-flight turnover, Crew 3, led by Lt. Kingsley Greene, mission commander, and Lt. Brian T. Le, plane commander, located the lost boat and remained on station for more than eight hours until the FSS patrol craft completed the final rescue.

"Saving lives on a SAR mission is something we all think of," said Le after the mission. "To be part of a combined squadron effort so shortly after the first save was amazing. We were just glad to help."

VP-1, homeported at NAS Whidbey Island, Washington, is completing a six-month deployment to Kadena and Misawa, Japan.

A BIT OF HISTORY: "...Bravo Zulu - ADAN Keith Hasby VP-1 - Mech January-March 2001..." WebSite: Naval Safety Center http://www.safetycenter.navy.mil/MEDIA/mech/issues/janmar01/JanMar01BZs.htm [30JUN2006]

While doing a final walkaround inspection before launching a P-3 for an operational-readiness-evaluation flight at NAS Whidbey Island, Wash., ADAN Hasby noticed the access panel for the heat-exchanger fan on the port side had 12 screws missing. He immediately notified maintenance and had the launch postponed until someone could account for the screws.

The aircraft had just emerged from phase inspection the day before ADAN Hasby discovered the discrepancy. This panel is next to the APU, which operates at 130db and is an awkward location between the No. 2 prop and the fuselage. Despite these factors, ADAN Hasby's keen attention to detail and decisive actions prevented the aircraft from taking off with a potentially deadly FOD hazard.

A BIT OF HISTORY: "...Squadrons bring memorable deployment to a close at Misawa - By Wayne Specht, Misawa bureau chief - Pacific edition, Saturday, June 9, 2001 - Stars and Strips..." http://www.stripes.osd.mil/article.asp?section=104&article=2459&archive=true [07APR2003]

Squadrons bring memorable deployment to a close at Misawa
By Wayne Specht, Misawa bureau chief
Pacific edition, Saturday, June 9, 2001

MISAWA AIR BASE, Japan — Navy patrol squadrons preparing to leave after a six-month deployment took part in a number of important training exercises and one high-profile international incident.

The “Grey Knights” of VP-46 are swapping deployments as the VP-1 “Screaming Eagles” return to their home base of Whidbey Island Naval Air Station, Wash. Every six months, Navy patrol squadrons rotate P-3 Orion sub-hunter aircraft and crews.

For VP-1 flyers, the deployment to the Western Pacific had its share of drama after an EP-3E Aries II reconnaissance plane made emergency landing April 1 on China’s Hainan island.

As diplomatic negotiations between the United States and China began, VP-1 crews at Misawa were busy preparing a P-3 aircraft to retrieve the 24 crewmembers, of which nine are from Misawa and one from Kadena.

Equipment was removed from the Misawa P-3 so it was light enough to fly as many of the crewmembers out of China as possible.

“VP-1’s response was immediate due to the then-time-critical element of getting the plane and crew out of there as soon as possible,” said Lt. Alan Vaughn, VP-1’s public affairs officer.

That airplane also was designated to fly spare parts to Hainan island so the EP-3 could return to Kadena, where it began the ill-fated mission.

“Moments after the plane landed in China, we were placed on a heightened state of alert,” Vaughn said.

“We worked closely with VQ-1 to determine the parts needed to be taken to China, which initially was all based on speculation since (at that time) the precise damage to the EP-3 was still unknown,” he said.

VQ-1, a reconnaissance squadron from Whidbey where the EP-3 is assigned, has a detachment at Misawa.

All of this was happening, Vaughn said, hours before the world press got the news about the incident.

Within 12 hours of the EP-3’s emergency landing, all parts were flown to Okinawa ready to be loaded aboard an Air Force C-17 cargo aircraft.

“Of course, when it became clear China wasn’t about to let us fly in and fly the EP-3 out, our logistical support of VQ-1 took a back seat,” Vaughn said.

During their deployment to Misawa, the Screaming Eagles flew more than 5,100 flight hours operating out of Japan, Korea, Hong Kong, Malaysia, Indonesia, Singapore, the Philippines, Thailand, Australia and Guam.

Vaughn said deployment tasks during the six-month deployment included tracking submarines, monitoring international shipping, drug interdictions and successful search-and-rescue operations.

Crews also flew joint anti-submarine warfare operations with the Singapore navy, and took part in Operation Tandem Thrust in Australia and Operation Cobra Gold in Thailand.

They trained with South Korea’s 6th Cavalry Apache Unit, the 31st Marine Expeditionary Unit, and worked with the USS Kitty Hawk Battle group and the ESSEX Amphibious Readiness Group.

“We had high expectations for VP-1 this deployment,” said Lt. Cmdr. Steve Haddad, VP-1’s operations officer. “Crews performed remarkably while on station tackling every challenge with enthusiasm.”

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Circa 2000

A BIT OF HISTORY: "...Kitty Hawk battle group led rescue work after collision - By Wayne Specht, Misawa bureau chief - Pacific edition, Saturday, November 18, 2000 - Stars and Strips..." http://www.stripes.osd.mil/article.asp?section=104&article=5180&archive=true [07APR2003]

Kitty Hawk battle group led rescue work after collision
By Wayne Specht, Misawa bureau chief
Pacific edition, Saturday, November 18, 2000

MISAWA AIR BASE, Japan — The Yokusuka-based USS Kitty Hawk battle group coordinated rescue efforts following Monday’s midair collision between two Misawa F-16 fighters.

Capt. Warren Sneed, assigned to Misawa’s 14th Fighter Squadron, died following a collision with pilot Col. Michael Lepper, 35th Operations Group commander. Sneed is still missing and is presumed dead; Lepper survived the accident.

First on the crash scene near Hokkaido were S-3B Viking anti-submarine warfare aircraft from the Kitty Hawk battle group.

The F-16s were taking part in Operation Keen Sword, a bilateral exercise involving American and Japanese military units.

Searchers scoured more than 6,000 square miles of ocean for more than 48 hours before calling off the search for Sneed.

The S-3B aviators with sea control squadron VS-21, assigned to Carrier Air Wing-5 aboard the carrier, took control of the search effort until they were relieved by other Navy aircraft, said Lt. Christopher Roby, a spokesman with Helicopter Squadron-14 aboard the USS Kitty Hawk.

Roby said a E-2C Hawkeye with airborne early warning squadron VAW-115 assumed control of the search and rescue effort, directing helicopters operating from the carrier, which sailed within 30 miles of the crash site.

Helicopters from the USS Kitty Hawk flew 24 sorties, totaling nearly 83 hours.

Roby said additional fixed-wing aircraft assisted with the search for Sneed over the next 48 hours.

"This search was difficult, and often frustrating, because our efforts went without rewards," Roby said. "The loss of a fellow aviator is a great loss to the military."

An EP-3 Aries aircraft from Misawa’s VP-1, and a P-3C anti-submarine warfare aircraft with VP-4, on deployment to Misawa from Hawaii, also searched for Sneed.

Over the next two days, six sorties flown by VP-4 aircraft from Misawa flew a total of 43 hours searching for Sneed, said Capt. Richard High, commanding officer of Misawa’s Naval Air Facility.

First Lt. Katsuhiro Yanaguida, a 3rd Air Wing spokesman at Misawa, said Japanese Air Self-Defense Forces, and Maritime Self-Defense Force ships taking part in the exercise, also joined in the search.

JASDF helicopters from Chitose Air Base on Hokkaido and from Akita Air Base on Honshu also lent a hand.

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Circa 1999

A BIT OF HISTORY: "...P-3C (AIP) in Allied Force - Wings of Gold, Fall 1999 by Steiner, Ron, Potterfield, Gary..." WebSite: Wings Of Gold http://www.looksmartusa.com/p/articles/mi_qa3834/is_199910/ai_n8875930 [15OCT2005]

Operations Noble Anvil and Allied Force marked the combat debut of the P-3C Antisurface Warfare Improvement Program (AIP) aircraft. In the littoral warfare role it played in these combat operations, the endurance and responsiveness of the P-3C capable C2 suite, mission-oriented weapon loadouts and state of the art all-weather surveillance/reconnaissance sensors provided the warfare commander with a force multiplier previously not available. The Mediterranean-based Maritime Patrol Aircraft (MPA) force for these operations was comprised of 10 P-3Cs, five of the AIP variant. There were 14 crews from a combination of VP-10 (NAS Brunswick, Maine), VP-1 (NAS Whidbey Island, Washington), VP-4 (NAS Barbers Point, Hawaii) and VP-5 (NAS Jacksonville, Florida). Home base was NAS Sigonella, Sicily.

On March 22nd, two days before the start of hostilities, P-3C AIP Orions commenced around the clock flight operations with armed surveillance flights in the Adriatic Sea in direct support of Tomahawk Land Attack Missile (TLAM) capable ships. For the next 94 days the MPA provided 100% of the Surface Combat Air Patrols (SUCAP) for the USS Theodore Roosevelt Battlegroup and other allied ships operating in the area. This was the first time, during combat, that SUCAPs were performed exclusively by non-carrier organic aircraft.

In all, Navy MPA flew 391 combat support missions, logging 3,840 flight hours during the entire Kosovo Phased Air Operation. The battlegroup commander had an armed MPA on station for 99.2% of the total conflict. Armed with a combination of torpedoes, MK20 Rockeyes, AGM-65 Mavericks and/or AGM-84E SLAM missiles, depending on the threat, the P-3C AIP was the first line of defense for Coalition ships against the entire Federal Republic of Yugoslavia's Naval Order of Battle (FRY NOB). In a first, the AlPs fired 14 Standoff land Attack Missiles at Serb targets.

On six to eight hour SUCAP missions in the Adriatic, the P-3C AIP planes used day/night imaging capability to monitor not only possible commercial contraband carriers but also the FRY NOB in the Montenegrin ports of Tivat and Bar. The Task Force 67 Orions conducted this imagery surveillance hourly from a standoff position outside surface to air missile threat envelopes. Over 3,500 surface contacts were tracked and reported.

"I can not overstate AIP's operational impact," said RADM Steve Tomaszeski, TF-67 Commander. "The mixture of mission-oriented weapons loadouts and all-weather surveillance and strike capabilities gave the battlegroup a degree of flexibility never before attained."

RADM Winston Copeland, TF-60 Commander, remarked, "Having the P-3s there - providing us with protection from hostile ships and submarines around the clock - permitted us to use our carrier aircraft in strike and patrol missions elsewhere and really allowed us to maximize the options afforded by a carrier air wing!

By virtue of AIP's quantum leap in technology, MPA maintained a continuos surface picture and hourly imaging of the primary FRY ports. The AIP Orions further strengthen the tactical prowess of the carrier battlegroup's battlespace dominance in littoral warfare.

"GNGB"

At a recent reunion of Skyraider pilots from yesteryear in Virginia Beach, Virginia, the the featured banquet speaker was CAPT Jack Fellowes, USN (Ret.). CAPT Fellowes had flown the A-1 (a.k.a., AD, Spad) in VA-85. His squadron mates from early 1960s, many of whom hadn't seen each other in over 30 years, were happy to hear remarks from a genuine hero - one of their own. Jack had transitioned to A-6 Intruders after Skyraider duty and was subsequently shot down over North Vietnam. He was incarcerated for over seven years. With his fellow prisoners of war he endured untold torture, solitary confinement and the miseries only those who were confined with him can fully appreciate.

There was some light banter at the outset of his talk. He recalled some operational highlights and snafus that heightened the pleasure - and the laughter - that such gatherings inevitably produce. He gave a litany of milestones. For instance, Paul Engel, at 60, was the youngest member present. Stan Cobb came the farthest - from Hawaii. Joe Bingham had the most VA-85 A-1 hours; 1,800. Joe also had the most ditches in the A-1: two. Fellowes had the most night hours in VA-85 Spads: 300, and Jim Reid the most VA-85 A-1 traps: 344.

lt was also publicized that squadron pilots had collectivly gained over 1,000 pounds since way back when.

Then CAPT Fellowes got serious. He wanted to express what knowing those in the audience - the men who shared that first-squadron experience with him - had meant during those dark days in the Hanoi Hilton. During captivity he was bolstered by the knowledge he had a strong and loving wife and family pulling for him back home, an enormous plus.

"But," he said, I thought a lot about you guys. In fact, it was the memory of you, the ones I started out with, the ones who taught me what unity of purpose means, the ones who conveyed what it's like to be in a unique group of Naval Aviators, that helped me get by."

This declaration gives credence to the notion that a Naval Aviator's first squadron experience is, arguably, the most memorable, the one that has the most impact on how you do from then on, the one where friendships are solidified for the ages.

As Jack paused, a perfect silence fell over the 70 former squadron mates, wives and friends. With clenched fist and a practical cadence, he tapped his knuckles on the edge of the wooden podium for a moment.

He explained, "As you know, for much of the time we weren't allowed to talk to each other in the prison camp, So we communicated by tapping on the walls of our cells using a code we had created. Messages would be passed down the line through the tap code system. They kept us in touch with each other and lifted our spirits. At night, we had a special four-word message."

Jack tapped out a sequence again on the podium, enunciating, as he did so, the letters, "GNGB ... GNGB."

"It meant;" he went on, 'Good Night, God Bless...Good Night, God Bless ... Good Night, God Bless.' This simple phrase emblematic of a very serious unity of purpose, was a wonderful and needed inspiration. I can't tell you how much it helped get us through one more night so that we could face one more day"

He waited a moment then tapped the podium one more time, "Good night and God Bless."

Copyright Association of Naval Aviation Fall 1999

A BIT OF HISTORY: "...VP-1 Son Takes Father Flying...Story by Dan Halvorson..." Contributed by T. Waterman waterman@telebyte.net [08FEB99]

VP-1 Son Takes Father Flying

Patrol Squadron One had a unique first for the squadron as flight engineer AD1 Tom Waterman III and his Father, ETCM(SS) Tom Waterman, flew a tactical flight together off the coast of Washington last week. ETCM(SS) Waterman is currently the Regional Command Masterchief for Commander Naval Base Seattle at Naval Sub Base Bangor, Washington. AD1 Waterman, a long time member of VP-1, enjoyed this special occasion to show his father what a day in the life of a flight engineer is all about.

The Watermans' Maritime Area Patrol flight off the coast of Washington had several objectives. First and most importantly, the crew conducted a routine surveillance flight of the shipping traffic off the coast. The crew also performed a bombing exercise giving the crew more exposure to delivering ordnance. In addition, the event also gave the crew in-flight photography practice. Master chief Waterman gained first hand appreciation for the dangers of his son's occupation while the crew photographed a large tanker in inclimate weather as the P-3C flew 300 feet above the ocean.

When asked "How do you feel to be one of the few people to ever take your Father flying?", AD1 Waterman responded, "It was a privilege" something I thought about when I first started flying "I was told before that it would probably never happen" but our Skipper made it happen." The Watermans received special permission from RADM Mike Holmes, Commander Patrol Wings Pacific Fleet, as usually only aircrewmen are allowed on tactical fights.

ETCM(SS) Waterman served in such billets as the Command Masterchief aboard SSBN's Nevada and Henry M. Jackson and is currently the Regional Command Masterchief for the Commander Naval Base Seattle. He will retire next year with 30 years of distinguished service. While located in the same geographical area the Navy father and son team have enjoyed being stationed close together for significant events such as AD1 Waterman's promotion to First Class this summer. His son, AD1 Tom W. Waterman III, has been hand picked to train the Navy's newest flight engineers at VP-30 the P-3 Fleet Replacement Squadron located in Jacksonville, FL this upcoming March...Contributed by T. Waterman waterman@telebyte.net [08FEB99]

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Circa 1995

A BIT OF HISTORY: "...Awards, Change-Of-Command, Etc. - Naval Aviation News - September - October 1995.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1995/so95.pdf [12NOV2004]

A BIT OF HISTORY: "...Deployments, Change-Of-Command, Awards, Records, Etc. - Naval Aviation News - July - August 1995.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1995/ja95.pdf [12NOV2004]

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Circa 1994

A BIT OF HISTORY: "...Change-Of-Command - Naval Aviation News - November - December 1994.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1994/nd94.pdf [12NOV2004]

A BIT OF HISTORY: "...Awards, Major Deployments, Etc. - Naval Aviation News - July - August 1994.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1994/ja94.pdf [12NOV2004]

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Circa 1993

A BIT OF HISTORY: "...Change-Of-Command, Records, Etc. - Naval Aviation News - September - October 1993.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1993/so93.pdf [12NOV2004]

A BIT OF HISTORY: "...VP Deployments, Change-Of-Command, Etc. - Naval Aviation News - July - August 1993.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1993/ja93.pdf [12NOV2004]

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Circa 1992

A BIT OF HISTORY: "...Safe Flying, Change-Of-Command, and Rescues - Naval Aviation News - November-December 1992.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1992/nd92.pdf [11NOV2004]

A BIT OF HISTORY: "...Squadron Deployments, Operations Desert Shield/Storm, Disestablishment, etc. - Naval Aviation News - July-August 1992.." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1992/ja92.pdf [11NOV2004]

A BIT OF HISTORY: "...Rear Adm. Winns praises VP-1 Sailors - By Lynette Sobehart - Screaming Eagles' reporter..." http://www.naswi.navy.mil/crosswind/4-4-03/vp1.htm [08APR2003]

Rear Adm. Anthony L. Winns praises VP-1 Sailors
By Lynette Sobehart
Screaming Eagles' reporter

During a three-day visit to NAS Whidbey Island, Washington for the P-3 Fleet Commander's Conference, Rear Adm. Anthony L. Winns took time from his busy schedule to address the Sailors of VP-1 at quarters Friday, March 28.

He began by presenting Navy Achievement Medals to ADCS(AW) Gregory S. Cerge, AD2(AW) Eric C. Barger and AD3(AW) Nancy S. Sacalxotmenjivar for their efforts during their demanding Arabian Gulf deployment.

Winns then addressed the entire squadron, offering congratulations for the Screaming Eagles' previous deployment supporting Operations Enduring Freedom and Southern Watch. He also had high words for the squadron's continued efforts in support of Operation Iraqi Freedom with three forward-deployed crews and maintenance personnel.

He also lauded VP-1 for achieving the Retention Excellence Award for 2002 as well as being off to a great start in FY-03. VP-1's statistics are well above the Navy-wide baseline of 56 percent with a 79 percent retention rate.

Winns called specific attention to the outstanding efforts of the Command Career Counselor, NC1 Matthew Cable, presenting him on the spot with a coveted COMPATRECONFORPAC coin.

A BIT OF HISTORY: "...11 SEP 92 - Hurrican Iniki, the strongest storm to hit the Hawaiian Islands in 90 years, devastated 75 to 80 percent of the island of Kauai. NAS Barbers Point, Hawaii and its tenant commands provided volunteers and assisted local resident. Belleau Wood sailed to Kauai with troops and relief supplies. Pacific Missile Test Facility, Barking Sands on Kauai was only slightly damaged and served as a hub of relief flight operations. Navy and Marine Corps aircraft flew in supplies and personnel. VP-1 and HSL-37 also participated in the relief efforts..." http://www.history.navy.mil/avh-1910/PART12.PDF [28MAY2003]

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Circa 1991

A BIT OF HISTORY: "...History - Change-Of-Command - Naval Aviation News - November-December 1991..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1991/nd91.pdf [25OCT2004]

A BIT OF HISTORY: "...Desert Shield/Storm - Naval Aviation News - September-October 1991..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1991/so91.pdf [24OCT2004]

A BIT OF HISTORY: "...History - Naval Aviation News - May-June 1991..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1991/mj91.pdf [24OCT2004]

A BIT OF HISTORY: "...Naval Aviation Units Involved in the Persian Gulf War (16 January–27 February 1991)...This Squadron Mentioned...Naval Historical Center ADOBE Download File: http://www.history.navy.mil/avh-1910/APP29.PDF [27MAY2003]

Persian Gulf War 20KB

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Circa 1990

A BIT OF HISTORY: "...History - Change-Of-Command - Page 8, 9 and 32 - Naval Aviation News - November-December 1990..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1990/nd90.pdf [22OCT2004]

A BIT OF HISTORY: "...History and Change-Of-Command - Page 6, 29 and 31 - Naval Aviation News - May-June 1990..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1990/mj90.pdf [22OCT2004]

A BIT OF HISTORY: "...Modernization Under Way - Page 8 to 9 - Naval Aviation News - March-April 1990..." WebSite: http://www.history.navy.mil/nan/backissues/1990s/1990/ma90.pdf [22OCT2004]

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Circa 1989

A BIT OF HISTORY: "...History - Change-Of-Command - Page 24, 30, and 31 - Naval Aviation News - September-October 1989..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1989/so89.pdf [22OCT2004]

A BIT OF HISTORY: "...Awards - Change-Of-Command - Page 26, 29, and 31 - Naval Aviation News - July-August 1989..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1989/ja89.pdf [22OCT2004]

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Circa 1987

A BIT OF HISTORY: "...Tracing Squadron Lineage - Page 22 to 26 - Naval Aviation News - January-February 1987..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1987/jf87.pdf [20OCT2004]

A BIT OF HISTORY: VP-1 Patch "...Circa 1987..." Contributed by Robert F. Dugger, Jr. YRHMM161@prodigy.net [25FEB2002]

A BIT OF HISTORY: VP-1 Patch Contributed by Mahlon K. Miller mkwsmiller@cox.net [19OCT2000]

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Circa 1985

A BIT OF HISTORY: "...Awards - Change-Of-Command - Page 29 and 30 - Naval Aviation News - July-August 1985..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1985/ja85.pdf [18OCT2004]

A BIT OF HISTORY: VP-1 Crew Logo's "...Patrol Squadron ONE Cruisebook Far East Tour 1985 - 1986 Crew Photo's..." [19JUL99]

A BIT OF HISTORY: VP-1 Patch "...1985 WestPac Cruise..." [06JAN2000]

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Circa 1984

A BIT OF HISTORY: "...History - Change-Of-Command - Page 37, 38 and 40 - Naval Aviation News - July-August 1984..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1984/ja84.pdf [17OCT2004]

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Circa 1983

A BIT OF HISTORY: "...History - Change-Of-Command - Page 44 and 46 - Naval Aviation News - January 1983..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1983/jan83.pdf [17OCT2004]

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Circa 1982

A BIT OF HISTORY: RimPac 1982 "...RimPac 1982 - VP-1, VP-4, VP-6, VP-17, Japan Maritime Self-Defense Force (JMSDF), Canadian Forces (CF), New Zealanders, Royal Australian (RAAF)..." Contributed by LEWIS, PH1 Danny (Red Chimp) ohmss007dll@verizon.net [02AUG2005]

A BIT OF HISTORY: "...The Great Seal Of The United States - Naval Aviation News - August 1982..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1982/aug82.pdf [15OCT2004]

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Circa 1981

A BIT OF HISTORY: "...Strangers In Paradise - Page 21 to 23 - Naval Aviation News - June 1981..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1981/jun81.pdf [13OCT2004]

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Circa 1980

A BIT OF HISTORY: "...Looking For P-3 Crew - 1980 South China Sea Vietnamese Refugee Rescue..." [27DEC2002]

Family "...More good finding for the rescue memoir: I have recently visited the Moffett Field Museum in Moutain View, California and found an article regarding the rescue mission involved the P3 Orion and VP-40 squadron in the Moffett News published on 24 July 1980. You can imagine how happy I am! The volunteers at the Museum were very helpful and friendly. I am now a member of the Moffett Field Historical Society Museum! See the attached jpeg file for details of the writeup..." Contributed by Shelley shelleyngoc@comcast.net [14JAN2007]

Family "...Dear Don, Larry and the rest of VP-40, Crew One..." Contributed by Shelley shelleyngoc@comcast.net [09JAN2007]

It's a dream comes true! After 26.5 years wondering and many years of searching I have finally found the crew that spotted my boat in the South China Sea in 1980. There is no words to describe how happy I am and I would like to take this opportunity to thank all of you from the bottom of my heart for saving our lives that day. My name is Shelley McElheny (was Ngoc Giang) and I was 17 at the time of the rescue. Our boat had been drifting for many days (I could not remember exactly for how long) and we had no way of telling where we were at all. The trip that started with 48 people (many of those are young children) and was intended for 3 days ended up adrift for 13 to 15 days. We already ran out of water and food for a while and had lost 4 children toward the end (the 5th child ended up dying very soon after we were rescued by the USS Joseph Strauss (DDG-16). I remember that we saw ships at distance every once in a while without visual aids and we tried to get help any way we could think of but none approached us. It was a hopeless situation until July 15th, when your aircraft spotted us and called for the Strauss to come pick us up. Without your crew's help and the help of the USS Joseph Strauss (DDG-16) vessel we would not have made it. On behalf of the Vietnamese Boat People, group "43", we sincerely THANK YOU so very much for saving our lives! We are forever grateful for your humanitarian act.

Also, thank you all who have been helping me to search for the P-3 aircraft since 2002. Special thanks to Mike Ragole and Jim Ellis who have recently lead me to the right contact.

I could not find email addresses of all the crew members for VP-40 Crew 1 or everyone who's been involving in the search so please forward this email to those that I might have missed. I would also like to have emails of other crew members who were on the plane on the day of the rescue. God bless you all. God bless America!

May you all have a wonderful New Year!

Shelley

P.S. In case you wonder the status of the BP group "43" after the rescue here is a brief summary:

We got picked up by the USS Joseph Strauss (DDG-16) on the same day that you spotted us (afternoon July 15th, 1980). We were treated with nothing but kindness from the wonderful crew of USS Joseph Strauss (DDG-16). We stayed overnight on the ship and were brought to Subic Bay the next morning. Shortly after that we flew to Palawan refugee camp in the Philippines to go through resettlement process. About 3 to 4 months later we traveled by a Philippino boat to Manila to complete the final process before coming to America. A small group of us settled in California in December 1980 and remain here since. The rest left the refugee camp later and settled in either Florida, Canada or probably some other states of America which I don't have knowledge of. Some of us who were still young at the time had the chance to go to school and have become professionals in various fields: 3 that I know of are engineers, one is a chiropractor, one is a college professor, one is a teacher, etc. None of which could have happened without the help of the P-3 and USS Joseph Strauss (DDG-16) crews in saving our lives. Again, THANK YOU! For me, I obtained a BS degree in Electrical at Cal Poly Univ. Pomona in 1987 and worked for Aerojet (now Northrop Grumman) in Southern California for 9 years. During that time I also got my Master Degree from the same school and in 1996 I came to work for Lockheed in the Bay area. I am now happily married with 2 small children (see attached picture) and working half-time for Lockheed in Sunnyvale. My wonderful husband also works for Lockheed and with his help I was able to locate the USS Joseph Strauss (DDG-16) crew/association in 2002 (from which I learned that the aircraft that spotted us was a P-3 and the search for the right one started since.) Please let me know if any of you happens to live close by or if you ever travel this way I would love to meet to personally express my gratitude. My home email address is shelleyngoc@comcast.net. Hope you hear from you soon!

"...Contrary to popular opinion it was not a VP-1 aircraft deployed to NAS Cubi Point, Philippines that located this particular boat. VP-1 was flying P-3 Bravo's at the time and the airplane in the picture is a P-3 Charlie (note the pod). So ....... Contrary to a VP-1 crew and aircraft, it was VP-40, crew one, in P-3C Bureau Number 159325. We were on a routine PMB to PMB patrol. I was the PPC/MC, LT Mike (Dobie) Gilles was the Tacco, LT Doug (Dawg)Pinion was the 2P, LT(jg) Larry (Lack-of) Luck was the Nav/Com, LTJG Dave (No-name) Detwiller was the 3P. VP-40 had just relieved VP-19 in Misawa. Al Branch was the CO, Terry Olson was the Ops Officer soon to be relieved by me, Jake Axtman was the XO, Don McArthur was Admin, Jeff Peck was Training, Jim Wyatt was Maintenance and Max Britton was Safety. My crew (Crew One) was on a short detachment to NAS Cubi Point, Philippines to augment VP-1. Chip Landon was VP-1's CO at the time. Tom Morrisey (sp?) was VP-1 XO. I don't think Al Ross was the OIC yet at the PatWing Det, but I'm not sure who was. E.K. Anderson, the Head Laser of Kami-Seya, was CTF-72. Jerry MacKay was CPWP. Although my recollections are a bit fuzzy, it was quite a remarkable event. It was near the end of the mission when the SS-3, whose name escapes me right now, but was a very young and brand new AWAN, spotted a small target. Being the ASW wizards of the west coast, and just knowing the small contact was a Soviet periscope, we dropped down to 200' and set condition one for ASW. We could smell CTF-72 ASW Crew of the Month honors coming our way......The first pass was almost the only pass except for the fact that the aft observer spotted all the folks on the small boat. I was in the left seat flying and put the contact on the right side - I didn't see a thing (what's new?). Because of the observer's call, we did a 90/270 and came back over the boat. We dropped a sonobuoy to mark the position electronically in case we lost the contact visually or lost the radar or in case the boat sank. It was in sad shape (I saw it on the second pass - amazing). We started an orbit, shut down one maybe two engines (I'm not sure now) and began looking for any nearby ships. It was pure serendipity that we located and contacted the Strauss. They just happened to be in the area - I think we initially contacted them broadcasting in the blind on fleet common (UHF/VHF). They diverted and steamed directly over to the boat. The Strauss was a class act in all respects. We hung around on-top until the Strauss had positive visual contact with the boat, and had started its approach. We couldn't stay around to see the rescue because we were low on JP, and besides, I had a date with a waitress at the O-Club. We landed back in Cubi after logging 12.5 hours, debriefed at the speed of heat with the ASWOC, changed in to flower shirts and long pants and headed to town. After all, we were in NAS Cubi Point, Philippines. Thanks for the chance to remember. Cheers Don Hefkin dhefkin@aol.com [09JAN2007]

"...I am a current member of VP-66 (in fact I have been there since 1989) and I am also a Program Manager at Lockheed Martin. Attached is an article (SEE: Story Of A Lifetime Below) containing a story from our Company Newspaper about an LMC Engineer who was on a Vietnamese refugee boat in the South China Sea in 1980 that was spotted by a P-3 and later rescued by a Destroyer. She is trying to get in touch with the crew in order to thank them....CDR Matthew Doyle USNR matthew.s.doyle@lmco.com

Story Of A Lifetime - From refugee on the high seas to engineer at Lockheed Martin Ngoc Giang was starving, dehydrated and facing death on the South China Sea when a Lockheed P-3 Orion passed over the tiny river craft that carried her and more than 40 other Vietnamese refugees. At the time, the desperately weak teenager couldn't have cared less about the type of aircraft it was, let alone who built it. SEE: Story Of A Lifetime for complete article.

Strauss' Cruisebook Page 1 of 2

Strauss' Cruisebook Page 1 of 2

Story Of A Lifetime
From refugee on the high seas to engineer at Lockheed Martin Ngoc Giang was starving, dehydrated and facing death on the South China Sea when a Lockheed P-3 Orion passed over the tiny river craft that carried her and more than 40 other Vietnamese refugees. At the time, the desperately weak teenager couldn't have cared less about the type of aircraft it was, let alone who built it.

All that mattered was survival, and the U.S. Navy surveillance plane's fortuitous spotting of the refugee boat was its occupants' first lucky break since they had left Vietnam, 13 days before. The P-3 crew radioed for help, and within a few hours the refugees were climbing aboard a Navy destroyer.

Today, more than 20 years later, Ngoc Giang, now Shelley McElheny, cares very much about that P-3 Orion, because she wants to contact its crew members and personally thank them for saving her life and the lives of her boat mates.

She also has come to know quite a bit about the company that built the aircraft, because she works for it. McElheny is a systems engineer with Lockheed Martin Space Systems-Missiles & Space Operations in Sunnyvale, Calif.

For many years, McElheny thought only occasionally of the harrowing journey that brought her to the United States and enabled her to have a rewarding career working on important space programs.

But even when the events of 1980 did come to mind, and she considered how she could show her gratitude to the crews of the P-3 Orion and the rescue ship, she wasn't sure where to begin.

Then, two years ago, she married Robert McElheny, also a Lockheed Martin employee, and she told him her story. McElheny encouraged her to begin a search for the ship that rescued her group, and that's when she remembered an overlooked detail.

Inside the cover of an English dictionary given to her by a doctor on the Navy destroyer was the name of the ship - the USS Joseph Strauss (DDG-16). The couple soon found a Web site devoted to the Strauss and posted a message. The crew of the Strauss immediately answered with photos of the rescue and news that the Strauss association would soon be holding its annual reunion in San Diego.The McElhenys attended the reunion and Shelley prepared to tell her story and express her heartfelt gratitude, but her emotions wouldn't allow her to deliver her speech.

"There was a lot of emotion and a lot of tears were flowing," recalls Strauss veteran Jim Hansen, a Lockheed Martin Mission Systems employee who was surprised to learn at the reunion that McElheny is not only a fellow Lockheed Martin employee, but they work just a mile apart.

Hansen left the Strauss in 1972, but he says every member of the Strauss association, whether they were serving in 1980 or not, felt tremendous pride in the ship's vital role in the rescue. Only now are many of the sailors learning the details of the events that brought the 45-foot riverboat filled with refugees into their lives.

McElheny says she had tried twice before to escape South Vietnam after its fall to the Communist government from the North. Both times, con artists promising passage had taken her family's money and disappeared.

The third time she tried, she went without her parents and siblings, because the family could afford to send just one child. In the middle of the night, 17-year-old Ngoc Giang and 47 other passengers boarded a craft built for river travel and set out for the ocean.

They managed to evade small arms fire on their trip down the river and emerged in the sea. Their plan was to motor south to Indonesia or Malaysia, a journey of several days at most.

But they lost their bearings, and when they discovered that their boat's engine would not run because they had been sold water-diluted fuel, the refugees knew they could only drift and hope to be rescued.

Their water ran out five days into the journey, and soon the youngest of the group, a baby, died of dehydration. Three more children died, and the desperate refugees began drinking seawater, which only worsened their condition.

"We tried to extract the water from the fuel, and we were able to collect some rainwater, but not nearly enough," McElheny remembers. "We were desperate. We kept hoping somebody would come but, day after day, there was no one."

Finally, on the thirteenth day at sea, the P-3 droned overhead and the Strauss soon appeared on the horizon."

"All of a sudden a giant-sized ship showed up," McElheny says. "We looked up and there were all these people looking down at us."

Forty-four people came off the small riverboat, but one of them, another child, was already too weak to survive. Her body was put into a weighted bag for burial at sea the next day.

The remainder of the refugees were given food, water and medical attention on their way to Subic Bay Naval Base in the Philippines. McElheny got something else that turned out to be just as precious - an English dictionary from the ship's medical officer, Dr. Mark Brandenburg.

"I carried that dictionary with me everywhere," she says. "It helped me improve my English."

During a relatively brief stay in a refugee camp, she wrote to her family back in Vietnam. They had been sick with worry because her father had heard a broadcast on the BBC that a boatload of refugees had been rescued, but some of the youngest had died.

Eventually, McElheny and eight other young refugees settled in a small apartment in Los Angeles, where they subsisted on stale bread and wore donated clothing.

McElheny continued to work hard on her English, which paid off when she passed an exam and was accepted into a community college. She earned an associate's degree, transferred to California State Polytechnic University, Pomona, and came away with a bachelor's degree in electrical engineering.

Later she returned to Cal Poly Pomona for a master's degree, and in 1996 joined Lockheed Martin, where her first program assignment was the IKONOS imaging satellite. Currently, McElheny is working on the Space Infrared Telescope Facility, which is scheduled to launch early in 2003.

"This has been a very important year for me," McElheny says. "It has made me think back about what has happened in my life, about the rescue and also the five people who died."

Now, her goal is to locate the crew of the P-3 who sighted her boat.

"To think we were spotted by a P-3 Orion made by Lockheed, and now I work for Lockheed Martin. That's the way fate comes around."

For more information and photos of the refugee rescue in the South China Sea, visit the USS Strauss Web site at http://www.ussjosephstrauss.org. If you have information about the P-3 crew involved in the rescue, contact Shelley McElheny at 408-742-0643.

"...Squadron identified - it was VP-1!..." [17JAN2003]

"...Shelly has provided some great data that I think will help a lot including information from Strauss' cruise book. In short they were located by the P-3 on 15 July 1980 and the P-3 had taken off from NAS Cubi Point, Philippines. I would suspect that would narrow down the search considerably. I have had a number of replies to the article, and some of the responders have been trying to help by contacting others, so far no luck. However with this new data, I think we are getting a lot closer. Please SEE: Story Of A Lifetime for latest update. Thanks! CDR Matthew Doyle USNR matthew.s.doyle@lmco.com..." [10JAN2003]

"...I have already had a response. Thanks! CDR Matthew Doyle USNR matthew.s.doyle@lmco.com..." [30DEC2002]

A BIT OF HISTORY: "...History - Change-Of-Command - Page 30 and 31 - Naval Aviation News - May 1980..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1980/may80.pdf [11OCT2004]

A BIT OF HISTORY: "...History - Change-Of-Command - Page 28 and 30 - Naval Aviation News - April 1980..." WebSite: http://www.history.navy.mil/nan/backissues/1980s/1980/apr80.pdf [11OCT2004]

A BIT OF HISTORY: "...Vietnamese Boat People Rescue operations I flew on (out of NAS Cubi Point, Philippines) in 1980. These operations were flown in the South China Sea...A tiny boat had already been located. My crew (VP-1 Crew 8) is tasked to locate a merchant ship to pick up the boat..." Contributed by Richard Gassan gassan@history.umass.edu [11JUN2000]

A BIT OF HISTORY: "...Vietnamese Boat People Rescue operations I flew on (out of NAS Cubi Point, Philippines) in 1980. These operations were flown in the South China Sea...After a number of hours, and near the end of our operational flight time, we located a Merchant ship and vectored it to the boat. In this picture, the merchant ship has maneuvered next to the boat (a long process), and is in the process of taking the refugees on board. We learned later that they ended up in Singapore..." Contributed by Richard Gassan gassan@history.umass.edu [11JUN2000]

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Circa 1979

A BIT OF HISTORY: "...History - Awards - Change-Of-Command - Page 24 and 27 - Naval Aviation News - June 1979..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1979/jun79.pdf [10OCT2004]

A BIT OF HISTORY: "...Squadron Insignia - Naval Aviation News - June 1979..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1979/jun79.pdf [10OCT2004]

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Circa 1978

A BIT OF HISTORY: "...History and Change-Of-Command - Page 30 and 33 - Naval Aviation News - January 1978..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1978/jan78.pdf [09OCT2004]

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Circa 1977

A BIT OF HISTORY: "...VP and NAS History - Page 29 and 31 - Naval Aviation News - April 1977..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1977/apr77.pdf [08OCT2004]

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Circa 1972

A BIT OF HISTORY: "...VP-1 was awarded the CAPTAIN Arnold Jay Isbell Trophy in 1972..." Contributed by JOHNSON, CAPTAIN Bill Retired billpatty@charter.net [28SEP2008]

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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]

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Circa 1970

A BIT OF HISTORY: "...On Patrol - Page 26 - Naval Aviation News - May 1970..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1970/may70.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]

A BIT OF HISTORY: "...On Patrol - Page 33 - Naval Aviation News - January 1970..." WebSite: http://www.history.navy.mil/nan/backissues/1970s/1970/jan70.pdf [17SEP2004]

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Circa 1969

A BIT OF HISTORY: "...On Patrol - Page 34 to 35 - Naval Aviation News - September 1969..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1969/sep69.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]

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Circa 1968

A BIT OF HISTORY: "...Circa 1968/1969 - Left to right: VP-1 plane on takeoff at NS Sangley Point, Philippines, 68/69 era, EM Club at NS Sangley Point, Philippines after a flight. L to R, Bob Ames (AW3, Julie/ECM), myself in the center, and Phil Aubertine (AW2, Radio Operator), NS Sangley Point, Philippines I think, of me on top of the nose of YB12, and outside the barracks at NAS Whidbey Island, Washington, summer of '68. On the left is ATAN Lew Bedford, and myself as AE3. (after a personnel inspection)..." Contributed by COSTELLO, Michael songman66@comcast.net

A BIT OF HISTORY: "...On Patrol - Page 30 to 31 - Naval Aviation News - December 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/dec68.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 28 to 29 - Naval Aviation News - August 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/aug68.pdf [15SEP2004]

A BIT OF HISTORY: "...On Patrol - Page 28 to 29 - Naval Aviation News - January 1968..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1968/jan68.pdf [14SEP2004]

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Circa 1967 - 1969

A BIT OF HISTORY: "...I came across some personal effects of one Lt. Gary S Elliott at an estate sale in St. Leonard Md. There are several pieces that may be of interest to you and some of the your shipmates that served with VP-1 from about Feb.67 to Oct.69 to include his flight log and a small tray of slides, photos. I am going to try to get the slides converted to photos so i can send copies to you. Almost all are of being in country from 67 to 69. I'm also going to try and find out who's estate was sold at the auction and see if I can get more info on the LT. These are possession that should be in his or his families hands and I aim to make that happen. If any of your fellow shipmates can aide me in this it would be appreciated..." Contributed by Kevin "Tex" Schramm - TSGT. USAF (Ret) sonofwrenchbende@aol.com [28NOV2005]

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Circa 1967

A BIT OF HISTORY: VP-1 History "...NVN "trawler" found by a VP-1 Crew 10 in July 1967 at 14-20N/11-39E/120' @ 6kts and the crew aboard the trawler. The crew is LCDR Max Branscomb, LT(jg)s Steve Netherby, Vern Jones and Gary Elliott, ADR3 McVoy, ADJ3 Gwinn, AE3 King, AX3 Hershey, AXAN Troise and AO3 Hays. The photos were forwarded to me by Capt. Brian McGuiness USNR-Ret. from Max Branscomb..." Contributed by McLAUGHLIN, LT Bob banddmcl1964@msn.com [06NOV2006]

A BIT OF HISTORY: "...Fleet Air Wings - Page 28 to 29 - Naval Aviation News - September 1967..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1967/sep67.pdf [12SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 - 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 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: "...1967 Southeast Asian Cruise Deployment Cruisebook..." Contributed by John "JJ" Campbell safehands4u@aol.com [05JUL2001]

Patrol Squadron ONE is a land-based Anti-submarine patrol squadron, currently flying the SP2H Neptune. The squadron is home port is the NAS Whidbey Island, Washington.

Patrol Squadron ONE was commissioned in Florida in 1943 as VB-128. Soon after commissioning, VB-128 was transferred to NAS Miramar, flying the then new PV-1, Ventura. In January 1948, the squadron, then known as VPML-1, was transferred to the NAS Whidbey Island, Washington. Between January and September of 1948, VPML-1 deployed to the Aleutian area twice. In July 1950, soon after the outbreak of hostilities in Korea, VP-1, as it was then known, deployed to Okinawa.

From 1951 through 1955, VP-1 made frequent deployments to Okinawa. In 1955, it introduced the P2V-5 to the Pacific Fleet and became the first patrol squadron to make an around-the-world cruise, accomplishing this feat in May of that year.

In 1956, VP-1 deployed to Kwajalein in the Marshall Islands. In 1957 the squadron, flying the P2V-5F aircraft, deployed to NAS Kodiak, Alaska again. In August 1959, equipped with P2V-7S aircraft, VP-1 made its first deployment to NAS Iwakuni, Japan. From 1959 to 1964, the squadron alternated between its home at NAS Whidbey Island, Washington and the Alaskan Aleutian area.

PATRON ONE returned to NAS Iwakuni, Japan on October 15, 1964. Flying assignments took it all over Southeast Asia. A letter of commendation was received from General Westmoreland, Commander, U. S. Military Assistance Command, Vietnam, for missions flown on coastal patrols off South Vietnam.

Throughout its 23 year history, VP-1 has set enviable records for flying proficiency and overall excellence. While at NAS Whidbey Island, Washington, the squadron has earned nearly every VP award established by COMFAIRWHIDBEY. In March of 1964, the Honorable Paul B. Fay, Undersecretary of the Navy, presented the squadron with a trophy for being the top ASW squadron at NAS Whidbey Island, Washington for the 18 month period ending in June 1964.
Top honors from COMFAIRWING FOUR were received on July 23, 1965, for again being the top ASW squadron and winner of the Safety "Totem Pole" competition for the second consecutive year.

In August 1965, COMNAVAMPAC announced that Patron ONE was the Pacific Fleet Winner of the Battle Efficiency Pennant, the Captain Arnold J. Isbell Trophy ASW Excellence Trophy, and the Chief of Naval Operations Aviation Safety Award. The squadron had flown over 40,000 accident free hours, 11,000 of which were flown during Fiscal Year 1965.

The 1965-66 deployment to NAS Iwakuni, Japan placed VP-1 into the thick of the Vietnam conflict. Maintaining a detachment at Tan Son Nhut South Vietnam; the squadron flew missions in Operation Market Time while at the same time attaining an operational level that permitted all 12 squadron aircraft to qualify as Alpha crews. On their return to NAS Whidbey Island, Washington in the spring of 1966, the Commander of Fleet Air Whidbey, Rear Admiral J. A. JAAP, offered his congratulations for a job "Well Done".

Again deploying to WESTPAC in May of 1967, Patron ONE was stationed at the NS Sangley Point, Philippines. This year, a detachment is being maintained at the completely new NAF Cam Ranh Bay, Vietnam. The squadrons presence at Cam Ranh is being felt as is evidenced by the detection and eventual destruction of a Viet Cong trawler trying to run munitions into South Vietnam. "Diligence and a high degree of training," were the words used to describe VP-1 crews by Rear Admiral D. W. COOPER, Commander Task Force 72. Patron ONE again proved herself when she found the lone survivor of a downed A3 Skywarrior in the South China Sea. A life saved through careful observation and strict adherence to duty.

VP-1'S history is a long and enviable one. Each year, new and higher levels of proficiency and safety are being set. All of these factors more than justify, in the minds of squadron personnel, our referring to Patrol Squadron ONE as the "Fleets Finest".

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Circa 1966

A BIT OF HISTORY: "...United States Naval Operations Vietnam, Highlights; (No. 8): May 1966..." WebSite: Mobile Riverine Force Association http://www.mrfa2.org/MRFA%20'Highlights'%20copies/mrfa-08/high-8.htm [03DEC2005]

MARKET TIME Units

Three Patrol Air Cushion Vehicles (PACV) arrived at Vung Tau on 1 May to form PACV Division 107 and on 2 May proceeded to the MARKET TIME base at Cat Lo, thus introducing this type craft for the first time into a combat zone. During the rest of the month, maintenance and logistic support equipment was set up and the PACVs were prepared for operations.

In aerial surveillance operations, USS Salisbury Sound (AV-13) with CTF 72 embarked, arrived at Cam Ranh Bay, Vietnam on 15 May, set up a seadrome and activated Task Group 72.5. SP-5B aircraft immediately began flying patrols from the seadrome in support of MARKET TIME. VP-40 and VP-48 had aircraft detachments at NAF Cam Ranh Bay, Vietnam supported by USS Salisbury Sound (AV-13) for the remainder of the month. Fifty two MARKET TIME flights were flown by TG 72.5 during this period. The aircraft on patrol investigated contacts for MARKET TIME ships and reported all contacts and suspicious activity discovered. A detachment of seven P2 aircraft from VP-2 relieved VP-1 as TG 115.6 on 29 May. They were based at Tan Son Nhut Air Base at Saigon and flew in support of MARKET TIME operations.

A BIT OF HISTORY: "...Welcome for Vietnam Vets..." http://www.tf116.org/magazine/allhands41.html [26MAR2005]

WHILE THE BAGPIPES skirled and the families and reception party waited, the 12 Patron One Neptunes taxied into parking position for a formation shutdown. The ceremony which followed was impressive, but not essential

It doesn't take much fanfare to make home look good after a tour in WestPac.

Aboard the aircraft were 144 men, returning to NAS Whidbey Island, Washington, after six and one-half months in the Western Pacific. The ground crew had returned earlier and was now available to relieve the new arrivals, who were due some CONUS liberty.

PIPED HOME - Patron One welcomed via bagpipes at NAS Whidbey Island.

During four months of the deployment, seven Patron One aircraft were assigned to the Market Time Patrol and based at the Tan Son Nhut Air Base near Saigon. The remaining five aircraft performed ASW and ocean surveillance patrols out of Iwakuni, Japan, Okinawa and the Philippines

The Saigon detachment flew a total of 351 combat missions during the deployment, accumulating a total of 2400 flight hours. The flights were made over the South Vietnamese coast from the Cambodian border in the vicinity of the Mekong Delta and north to the 17th Parallel

The flights were usually at altitudes from 1000 down to 100 feet. The crews identified shipping and made night flare drops. On one occasion Patron One flares exposed a Viet Cong smuggler disguised as a trawler. The ship had been driven ashore to prevent Viet Cong salvage.

WHILE PERFORMING Market Time patrols, Patron One Neptune crews maintained radio contact with Swift boats and Coast Guard cutters. When a suspicious contact was made the aircraft might vector a surface unit into the area for investigation - or surface forces might guide the aircraft to a questionable contact.

The aircraft were often subjected to VC ground fire from beaches, jungles and junks. Despite the low flight altitudes, however, Patron One aircraft sustained only minor damage and suffered no casualties among the flight crews.

The Saigon detachment came under its heaviest fire while on the ground, and this time there were casualties. Early in the morning of 13 April the Viet Cong attacked the air base with mortar. Aviation Machinist's Mate Second Class Randolph P. Vedros was killed and several other squadron Navymen were wounded

The attack occured shortly after midnight. By dawn the ground crews were hard at work repairing the damage and within eight hours the detachment launched a Market Time mission. Within a few days the most seriously damaged plane was underway on its own power.

MANY OF THE CHIEFS and senior officers found the conditions of combat in Vietnam similar to those they had experienced during WWII and Korea: Heat, insects, rats, smells, mud and marstan matting.

The 12 aircraft averaged 1100 flight hours each month. To date the squadron has flown more than 48,500 hours without an accident. The unit holds the CNO Aviation Safety Award for West Coast patrol squadrons as well as the 1965 Battle Efficiency "E" and the Isbell Trophy.

While deployed, each of the 12 Patron One flight crews became "alpha" qualified. The squadron claims to be the first to qualify all its aircrews while deployed and under combat conditions

An "alpha" crew is one which has succesfully completed a long series of exercises and thus established its combat readiness. The exercises include weapon loading, weapon delivery, aerial mining, reconnaissance and antisubmarine warfare. The final operation consists of a submarine hunt and simulated kill.


FAMILY STYLE
Henry A. Martin, AT3, is greeted by his wife and daughter as Patron One returns from Vietnam.

Below: LTJG R. M. Clark gets hug from wife.

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 to 29 - 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 - September 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/sep66.pdf [06SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 28 to 29 - Naval Aviation News - July 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/jul66.pdf [06SEP2004]

A BIT OF HISTORY: "...Fleet Air Wings On Patrol - Page 36 - Naval Aviation News - June 1966..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1966/jun66.pdf [05SEP2004]

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]

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

Meritorious Unit Commendation
15 May 67 - 15 Nov 67
20 Apr 70 - 01 Aug 70
01 Apr 71 - 20 Apr 71
28 Aug 82 - 07 Sep 82
10 Jun 88 - 10 Dec 88

Navy “E” Ribbon (Battle “E”)
01 Jan 98 - 31 Dec 98

Navy Unit Commendation
01 Jan 67 - 14 May 67
16 Nov 67 - 31 Mar 68
02 Aug 90 - 01 Nov 90

Republic of Vietnam Meritorious Unit Citation (Gallantry)
13 May 67 - 05 Nov 67
31 Aug 68 - 01 Mar 69

VP-1 Det Guam Participating Aircrews

Navy Expeditionary Service Medal
05 Aug 81 - 20 Oct 81

VP-1 Det OF

Meritorious Unit Commendation
Winter 69

VP-1 Det Tan Son Nhut

Vietnam Service Medal
07 Feb 66 - 02 Jun 66

VP-1 Participating Aircrews

Armed Forces Expeditionary Medal
01 May 93 - 10 Nov 93

Navy Expeditionary Service Medal
20 May 80 - 10 Nov 80

Meritorious Unit Commendation
20 Apr 70 - 01 Aug 70
01 Apr 71 - 20 Apr 71

VP-1 Participating Crewmembers

Armed Forces Expeditionary Medal
01 Apr 98 - 05 Jun 98

A BIT OF HISTORY: "...Market Time Spotter Planes Never Sleep...Pacific Stars and Stripes...Can't find date, but had to be 1966 to 1968..." Contributed by Robert E. Bailey sta3855@msn.com [02JUN2000]

Market Time Spotter Planes Never Sleep Circa 1966 to 1968

Saigon, Vietnam (PAO)-"Early morning in Saigon...like any other day, four officers, naval aviatorsleave their military hotel and climb into a waiting pickup. Ten minutes later, they stand before ten-foot high charts of the South Vietnamese coastline. The briefing officer at the coastal surveillance force HQ. ticks off the special instructions they need to know."Two naval gunfire destroyers are firing support missions in this area of the coast. Stay well clear. Two VC junks were spotted at this point at 0230 this morning surface units of the Vietnamese Navy and U. S. Swift boats are in the area now."

Briefing completed, the officers head for Tan Son Nuht to join the aircrew already pre-flighting the bird, an SP2H Neptune-one of seven assigned to Market Time patrols off the coast of South Vietnam. Their mission is to detect attempts to infiltrate arms, men or equipment to the Viet Cong.

At the aircraft they join their crew and two Vietnamese Navy Observers who form the complete team. At 0845 AM, the plane takes off to slight cooler air. Reporting over Vung Tau, the Plane Commander radios the in-coming patrol plane that he is now on station to assume patrol duties. Aerial survaillence is maintained around the clock by the patrol squadron. br>
A second call is made to the Naval Surface Ship COmmander in Command of Patrol Forces in the area. He will report any contacts requiring investigation by the aircraft. This procedure is repeated as the crew enters the many desinated patrol areas along the coast. Each of these areas contain surface units such as Radar-Picket Escort ships, minesweepers, Coast Guard cutters, and the new 50-foot, high speed swift boats.

The first leg of the flight is made southward along the coast looking primarily for Viet Cong junk movement. At 1005 AM one of the two Vietnamese Observers reports a suspicious group of junks off the starboard wing. The pilot banks the plane around for a closer look. They turn out to be friendly. The Vietnamese Observer is continually exchanging information by radio with the Vietnamese Navy Surface Units below. Suddenly at 1140 AM the shouts "VC Junks" pointing to the mouth of a river off the distance. He has just received a contact report. The pilot circles the area. The situation below is well in hand. Four VC Junks are surrounded by a Vietnamese Navy Junk group. A U. S. Navy Swift boat is also speeding to the position which the Co-Pilot has radioed to him. When the Plane Commander is assured everything is under control, he proceeds on his way. At 1210 PM the aircraft turns just short of the Cambodian boarder and heads away from the coast. The first leg was primarily a visual search for junks. The patrol plane will now check for large cargo ships attempting to deliver war materials to the VC.

ON THE SECOND LEG THE AIRCRAFT FLIES SEVERAL MILES OUT TO SEA. THE PRIMARY MEANS OF SEARCH IS NOW RADAR. THE NAVAL FLIGHT LT(JG) ELDON G. KAUL OF CHADWICK,ILL., FOCUSES THE RADAR AND ENTENTLY WATCHES IT SWEEP THE AREA FOR CONTACTS. SILENCE ON THE INTERCOM IS BROKEN AT 1245 P.M. "PILOT" RADAR REPORTS,"I HAVE A CONTACT BEARING 220 DEGREES ,27 MILES." "ROGER,COMING TO 220." THE PLANE BANKS AND STEADIES ON COMPASS HEADING 220. THE BOW OBSERVER AVIATION MACHINIST'S MATE 2C HAROLD R. HUGHES OF WASHINGTON,PA.,REPORTS" VISUAL CONTACT WITH THE TARGET". THE PILOT SNAPS OUT ASSIGNMENTS FOR A RIGGING RUN. "BOW, YOU GET THE UPRIGHT SEQUENCE AND PHOTOS,CO-PILOT , GET THE NAME, COURSE AND SPEED. RADIO, CHECK THE STACK MARKINGS, AFTERSTATION TAKE PHOTOS, DETERMINEHULL TYPE. ALL STATIONS NOTE ANY UNUSUAL CARGO. THE SHIP WILL BE COMING UP ON THE STARBOARD SIDE IN 20 SECONDS. THE PLANE DROPS TO A 100 FEET. INSURMENTS ARE MONITORED CLOSELY, ESPECIALLY THE ALTIMITER.A WING CAN CLIP THE WATER IF THE PILOT TURNS TOO SHARPLY. THE SHIPS NAME,IDENTIFYING FEATURES, HER COURSE, SPEED, AND POSITION ARE LOGGED AND REPORTED TO THE NEAREST COASTAL SURVEILLENCE CENTER. THIS PERTICULAR SHIP WAS A COMMUNIST FREIGHTER. SIX HOURS PASS BEFORE THE PATROL PLANE IS OVER VUNG TAU AT 1500(3P.M.) INBOUND FOR TAN SON NUHT. ANOTHER PLANE GREETS THEM ON THEIR WAY OUT TO TAKE UP THE PATROL. WEATHER INFORMATION AND SPECIAL INTEREST CONTACTS,ARE GIVEN TO THE SISTER PLANE. AT 330 P.M.(1530) THE PLANE IS IN PLACE ON THE SQUADRON LINE. THE CREW PROCEEDS TO POST-FLIGHT THE AIRCRAFT. THE OFFICERS, AFTER WRITING OUT A MAINTAINENCE REPORT ON THEIR BIRD, START BACK TO SAIGON TO DEBRIEF THE FLIGHTAT THE COASTAL SURVEILLENCE HEADQUARTERS. IT IS NOW 430 P.M. AND THE OFFICERS AND THE CREWMEMBERS ARE FINISHED WITH THEIR WORK. ANOTHER MISSION COMPLETED IN ANOTHER DAY OF OPERATION MARKET TIME. END OF CLIP ALSO UNDER PICTURE OF SP2H ON CLIP (YB 10-150280) ONE VIETNAMESE JUNK A FEW FEET BELOW PLANE. BELOW PIC. WORDS," A NAVY SP2H NEPTUNE PATROL PLANE OF VP-1 CHECKS OUT A VIETNAMESE JUNK WHILE ON A MARKET TIME SURVEILLENCE PATROL SOUTH OF VUNG TAU." (USN) POST VP-1,VP-2,VP-26, VP-48, VP-50,VP-17,AND OTHER MARKET TIME SQD.'S.

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Circa 1965

A BIT OF HISTORY: "...On Patrol With Pacific Air Wings - Page 26 to 27 - Naval Aviation News - December 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/dec65.pdf [03SEP2004]

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: "...ComNavAirPac E's Selected - Page 3 - 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: "...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]

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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: "...VP-1 Bombs Ice In Alaska - Page 38 - Naval Aviation News - August 1964..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1964/aug64.pdf [29AUG2004]

A BIT OF HISTORY: "...Patrol Squadron One - Page 40 - Naval Aviation News - June 1964..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1964/jun64.pdf [28AUG2004]

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Circa 1963

A BIT OF HISTORY: "...Patrol Squadron One'2 SP-2H Neptune - Page 3 - Naval Aviation News - September 1963..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1963/sep63.pdf [27AUG2004]

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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]

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Circa 1959

A BIT OF HISTORY: "...Neptune HAs Hairy Flight - Page 28 - Naval Aviation News - November 1959..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1959/nov59.pdf [16AUG2004]

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Circa 1956

A BIT OF HISTORY: VP-1 Crew 10 "...Vintage Spring 1956. VP-1 deployed to NAS Kwajalein, Marshall Islands to participate in Operation Redwing which was a series of atomic and hydrogen bomb tests. This series had the first air-dropped hydrogen bomb. Many bombs were set off on towers and similiar. One small atoll had a bulls eye painted on it help the air force find the target. We flew over an island one day, a day or two after a test, but no, it was not an island anymore, just a dark blue circular hole in the ocean. One morning, in the pre-dawn darkness on NAS Kwajalein, Marshall Islands, we observed the first hydrogen test. The blast was over 200 miles away, and it lit up the sky so bright, that we cast shadows on the ground, and it was still dark. VP-1's mission was to ensure no surface vessels came close to ground zero so as to cause radiation burns and sickness. This happened in the late forties when some japanese fisherman intentionally got burned so as to create an internation incident. Another purpose of our mission was to track, actually fly into the atmospheric radiation to ensure the radioactive clouds were not going to drift over inhabited islands. If so, the Army was prepared to evacuate the native islanders. Several times we aircrews would come back HOT, i.e., radioactive. When this happened, the crew would strip and take as many showers as necessary to wash off the radiation, then clean, non-contaminated clothing was issued. Hot planes would be parked on the far end of the island, cooling off. I actually watched a nuke go off (zero +10 seconds) from 10,000', one hundred miles away. The power, the explosion, it was unbelievable. One form of recreation was to go to the EM club and watch the SeeBees and Marines kick the crap out of each other. In the photo, I am the 2nd guy from the left. Joseph Smith, Newport RI me, and all the others, are now official members of the DOD "Atomic Veterans". If any radiation problems, such a thyroid disease or other illnesses show up, the Federal Government will provide some kind of medical assistance. The Atomic Veterans include all personnel who participated in desert tests, ship board tests, anything where they could have been exposed, accidently or intentionally, to radiation..." Contributed by SMITH, Joseph F. Retired sailmail@verizon.net [26MAR2004]

A BIT OF HISTORY: "...The P2V history I just read stated that "the first J34 Jet boosters came on the P2V-7." I believe the first to receive the boosters was the P2V-5F. I reported for duty at NAS Whidbey Island, Washington (VP-1) in December 1956. P2V-5's with the nose, tail and deck gun turrets were in use at that time. Shortly after I arrived the squadron removed the turrets and replaced them with the observers bow,the MAD stinger and a top deck patch as replacements. Don't remember the exact date, but sometime before our six month deployment to NAS Kodiak, Alaska in November 1957, all our P2V-5's were replaced with P2V-5F's, with the J34 Jet Boosters, I have pics. As I remember, the only exterior physical distinction between the P2V-5F and P2V-7 was the larger appearing cockpit on the P2V-7. Sometime after our return to NAS Whidbey Island, Washington from NAS Kodiak, Alaska, between May of 1958 and when I left the squadron in June 1959, we received brand spanking new P2V-7's for the planned deployment to NAS Iwakuni, Japan...Dallas Spindler dscnohills@aol.com..." [21JAN2002]

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Circa 1955

A BIT OF HISTORY: VP-1 History "...VP-1 - April 18, 1955 - Navy Planning Long Flight...Publication Title: 13th Naval District Public Information Department Press Clippings, 1942-1960 - Content Source: NARA - Publication Number: P2012 - Date Range: Jan 1953-1955 - Reel Number: 0003 - WebSite: http://www.footnote.com/..." Forwarded by Stephen Miller miller.s@adelphia.net [14AUG2008]

A BIT OF HISTORY: "...Safety Award Winners - Naval Aviation News - November 1955..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1955/nov55.pdf [06AUG2004]

A BIT OF HISTORY: "...VP Squadron Scores First - Page 10 - Naval Aviation News - June 1955..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1955/jun55.pdf [04AUG2004]

A BIT OF HISTORY: "...05 MAY 55 - VP-1, with 12 P2V-5 Neptunes, returning from duty in the Far East by way of Asia, Europe, and North Africa, arrived at NAS Whidbey Island, Wash. Although a tour of duty separated the Pacific Ocean leg from the rest of the flight, this was the first round the world flight by a Navy squadron..." http://www.history.navy.mil/avh-1910/PART08.PDF [28MAY2003]

A BIT OF HISTORY: "05MAY55--Patrol Squadron 1, with 12 P2V-5 Neptunes, returning from duty in the Far East by way of Asia, Europe, and North Africa, arrived at NAS Whidbey Island. Although a tour of duty separated the Pacific Ocean leg from the rest of the flight, this was the first round-the-world flight by a Navy squadron..." http://history.navy.mil/branches/avchr8.htm [11DEC98]

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Circa 1954

A BIT OF HISTORY: Patch and Model "...Here is a photo of Dad's VP-1 patch and a desk top model of the P2V that they received after their completion of the first around the world cruise by the Navy. He is W.F. Moyer and is listed in the 1954 NAS Whidbey Island, Washington roster. I was born on that navel base in 1954 and think of some of this as part of my history although I was in Missouri by the time I was 1.Would like to go there some day and see the area..." Contributed by Steve Moyer sfmjem@greenhills.net [12MAY2000]

A BIT OF HISTORY: I have the BUNO's for most of the P2V5F's that replaced the older 5A's in early 1954. The list was given to me by Sam Hash samshash@aol.com who was 1st radioman in crew 7 in 1953-54 and in another crew in 1952 while on deployment to NAS Atsugi, Japan..." Contributed by Bobby Cammer becammer@sc.rr.com [12APR2001]

BUNO
CD-1 128416
CD-2 -Unknown
CD-3 128413
CD-4 128404
CD-5 128400
CD-6 128406
CD-7 128417
CD-8 128415
CD-9 128809
CD-10 128410
CD-11 128411
CD-12 128412

A BIT OF HISTORY: "... NAS Whidbey Island, Washington Station Book 1954...VP-1 Squadron Roster..." Contributed by Tom Ash tomcat@whidbey.net[02JAN2000]

VP-1 Squadron Roster
Whidby Island
1954

CDR L. A. KITTEL, Commanding Officer
CDR J. N. PHELPS, Executive Officer
LCDR R. N. DESBROW, JR., Operations Officer
LCDR C. POOLE, Maintenance Officer
Lt. S. R. ADAMS, Asst. Elect. Mat. Officer
Lt. C BULLOCK
Lt. R H. FOSTER, Personnel Officer
Lt. J. E. MOORE
Lt. W. L. PARSONS
Lt. L. P. PROCTOR
Lt. E. SANDBER
Lt. S L SCOTT
Lt. W B SHEPARD. JR.
Lt. F. THUMMEL, Legal Officer
Lt. J. A. WALLACE, Communications Officer
Lt. P. DAWES, Flight Lt. R.A.F.
Lt. (jg) W. L. BAXTER, Schedules Officer
Lt. (jg) J. P. BRENNAN
Lt. (jg) R. E. BRETT,Personnel Officer
Lt. (jg) B. L. BUCHANAN, Materiel Officer
Lt. (jg) R. H. ECKERT, Education
Lt. (jg) H. C. KING, Asst. Ground Training
Ensign S. ARMSTRONG, Asst. First Lieutenant
Ensign R. L. BENCE, Asst. Electronics
Ensign G. M. COMPTON, Communications Officer
Ensign W. F. MOYER, Education Officer
Ensign E. H. PRESTON, Asst. Materiel Officer
Ensign R. SCHWALLER, Asst. Personnel Officer
Ensign J. R. WUNSCH

Bobby E. Cammer AT2
H. M. Chaney ALC
W. W. Cockrell ADC
W. F. Dixon AOC
H. Dyckman ADC
S. Eason ALC
W. T. Edwards ATC
R. H. Elmer AMC
F. M. Elzey ADC
W. E. Fulp ADC
J. E. Goode ADC
J. A. Gray ADC
A. F. Henry ATC
B. G. Hill ADC
C. W. Houlne ADC
M. C. Hynes ANC
E. L. lsbell ADC
C. R. Johnson AMC
J. M. Kafaro ADC
R. M. Keeney ATC
D. T. LeRoy ALC
H. H. Lewis ATC
J. E. Messamore ADC
R. L. Messenger AOC
R. J. Miller AOC
R. H. Moore AOC
E. L. Peck ALC
J. Rigley ADC
W. J. Sheehan AEC
B. W. Smith ADC
C. S. Whitlock AMC
J. W. Wiesler ADC
D. G. Alien AEl
J. W. Brantley AD1
R. C. Carder AD1
W. H. Coyle AOl
W. H. Ford AD1
W. R. Gardner AD1
R. E. Greene AO1
J. T. Hudson AD1
R. E. Kandl AE1
D. F. Kleeberger AM1
R. E. Loker AO1
T. R. Medvetz AD1
C. F. Newby AM1
C. L. Place AE1
W. A. Rettig AD1
R. M. Sauage AD1
J. R. Timpson AM1
J. L. West AT1
A. J. Wade AO1
H. H. Adams AB2
J. G. Andrews AM2
B. R. Borland A02
R. A. Cain YN2
M. F. Craig AT2
D. R. Doan AT2
N. T. Grecia YN2
R. S. Halupa AM2
S. S. Hash AL2
B. Hrabak AOU2
R. L. Hudson AM2
J. H. Kimer AD2
J. P. Kunau AM2
E. E. Lane SK2
D. R. Lutner AT2
A. C. MacLean AB2
G. D. Martin PN2
R. B. Morrisseau AT2
H. P. Myers AE2
J. O. Nichols YN2
H. Patrick AO2
E. M. Porbansky AO2
D. W. Bagnall AD3
W. P. Bauer AD3
A. W. Benefiel AD3
W. E. Bross AE3
K. R. Brown AE3
R. Burger AL3
J. T. Chilenko AE2
W. V. Damm AT3
J. L. Darby AT3
M. K. Eberhart AD3
H. D. English AM3
E. G. Ernstes AD3
E. G. Fleming AK3
W. E. Fordney AE3
R. F. Hermes AE3
J. A. Hingeman AM3
B. H. Hinote AD3
R. E. Lamfers AE3
H. C. Lesser AD3
H. M. Lewis AM3
J. C. Mann AD3
W. R. Miller AL3
T. F. Mineau AE3
R. J. Morgan AD3
B. E. Morrow AK3
R. D. Murray AT3
B. C. Pannebecker AL3
T. G. Parler PN3
A. R. Pinocci AM3
C. C. Price AD3
W. D. Ragsdale AL3
E. S. Rife AM3
A. Sarhanis AE3
R. W. Smith AO3
B. R. Stiefel AD3
H. A. St. John AD3
T. J. Taylor AD3
K. J. Wheeler AL3
R. T. Yawn AD3
R. D. Zehner A03
L. K. Alien ALHN
J. L. Atkins ADAN
E. D. Backlin AMAN
H. R. Barrentine AN
K. H. Bartley AN
B. P. H. Benedict AA
G. R. Bernlochr ADAN
R. C. Burgess AEAN
B. J. Carman AN
G. H. Carman SN
D. E. Cherry AN
B. D. Crump PRAN
A. E. Davis ADAN
L. H. Davis ADAN
F. J. Deshler ADAN
M. J. DeWeert ATAN
J. 0. Dickinson ADAN
R. A. Dimmick AMAN
M. H. Dupree AN
J. C. Dutra AN
O. B. Finley ADAN
M. Fountaine AMAN
W. W. Glover AN
J. A. Gertis ATAN
L. J. Geyer AN
L. W. Harper AKAN
L. D. Hal AN
C. W. Hindman SN
D. C. lrwin ADAN
D. R. Johnson ADAN
V. P. Jose TN
R. L. Juhnke AMAN
D. W. Krone ADAN
C. L. Lakey AMAN
L. C. Lawhorn AN
A. L. McFearin AOAN
C. McGlothlin ADAN
R. F. Metal ADAN
T. J. Mueller PNSN
L. R. Naegele AOAN
C. E. O'Neal ADAN
E. J. L. Pryor AN
D. L. Ray ADAN
B. E. Robinson SN
J. L. Sansom AMAN
J. L. Satlak PNSN
G. A. Schmucker AN
K. L. Soper AN
L. C. Sutton ABAN
F. L. Taylor ATAN
D. W. Thomas AN
C. O. Tindell AN
J. M. Towns ALAN
M. Underwood AMAN
R. W. Wah AMSAN
B. T. Washington TN
W. Weatherly ATAN
M. E. Wilkes ADAN
R. S. Wilson AN
R. C. Wirrbold SN
L. C. Wold SN

A BIT OF HISTORY: "...Patrol Squadron ONE Far East Deployment 1959 Cruise Book..." Contributed by Robert B. (Bob) Casey spec439@yahoo.com [25MAY99]

Far East Deployment 1959
Patrol Squadron One left Whidbey Island during the summer of 1959. We left Whidbey and headed for Japan, We were off to Japan to complete an important task; one which would require that we leave our families behind and work long,weary hours. It was a long, hard, operational Deployment. We were ready for it, and we did the job.

Our stay at HAS Whidbey was a training cycle pure and simple. There were times when we were hauled out of bed at ungodly hours of the night to fly around the Puget Sound area; however, VP'l's purpose in Whidbey was to be trained. There was plenty of training to be done.

It seemed as though every pilot who was a veteran of the Kodiak Deployment completed his tour with VP-1; over three quarters of the Officer personnel turned over. It was the same story with the men. For a while there, if it was not a VFR day, no planes flew. This situation was soon corrected. The new plane crews began to understand the workings of the P2V and maintenance became more efficient. The Patrol Squadron entered the 'Era of the Cross'Country Flight', we began to get a look at Dallas, Vegas, the Twin Cities, and points south on the Coast. VP"1 was getting proficient, we were beginning to be trained. There were times, during "The Exercises", when we began to feel this training was going too far.

Then it happened. Word came that we were going to lwakuni, Japan lor our deployment. At first it was a rumor, then a fact. Then we got new planes, the P2V»7's. Our old P2V-5's were packed off to Alameda for O and R. These new planes, the P2V-7's, seemed to arrive one day and be shipped off the next day to the factory. When the factory sent them back, these new planes were full of new equipment. It looked like we were going to be busy with more training, only now that frightening expression "meet the deadline" kept cropping up.

About this time, we had a change in Command. CDR. Adier left VP-1 and our Exec, CDR. Murph, took over as Commanding Officer. Our new Exec, CDR. Dimmitt, reported on board.

The last few weeks prior to deployment were 'hairy'. Training missions around the clock, not enough airplanes, not enough gear, not enough sleep, MOT EMOUGH TIME. We made it, however. When it came time to go, we were ready. We were the best trained, latest equipped Anti»3ubmarine Squadron on the West Coast. The US Mavy knew what they had in Patrol Squadron One; everyone from the Chief of Naval Operations on down knew we were ready to go and they knew we were best suited to do the job,

We were the FLEETS REAL MUMBER ONE SQUADRON, the best available, the most ready to contend with ASW situations.

The reasons for VP-l's deployment to Japan are obvious. We went where we could be best used, we went where our hard won capability in ASW could best be exploited, we went to the front line of the United States' barrier in the Far East.

It took some doing to get to lwakuni. The advance party went first to grease the tracks. Our planes went off in groups of four via Hawaii, Kwajalein, and Guam. About a half dozen air lifts accompanied them. Everyone made it to lwakuni on schedule save Crew 11; they made the newspapers and the radio networks all over the world instead. Mr. Briggs set a record flying 1000 miles across the Pacific to Hawaii on one engine. He made it to lwakuni, but not until he found replacement for all the gear he had to jetison from the plane during the emergency.

At lwakuni we were immediately drawn into the whirlpool of 'Tactical Flights'. About the time we began to get the operation running on a smooth basis-scarely two weeks after our arrival-we were in the midst of an Exercise. During the middle of this Exercise, word came that half the Squadron was to go to Misawa, way up at the top of the Japanese Island of Honshu. Off they went and VP-1 became two organizations instead of one. Then the first typhoon hit, Sarah was her name, and VP-1 evacuated lwakuni. Sarah just missed lwakuni and came even closer to Misawa where our planes had fled in the evacuation. VP-1 returned to lwakuni, the Misawa detachment returned, and typhoon Vera appeared. Evacuate again, and the planes were readied for their flight to the Philippines. This is just a sample of our "routine".

Deployments are not reputed for monotony. Everyone expects to have a rough time trying to keep current with the latest situation. Surely our deployment to lwakuni was no exception; however, whatever confusion appeared on the surface, the detachments, the evacuations, the unexpected in its every form. Patrol Squadron One followed through on its assigned mission. Every confusion encountered was overcome as it appeared, and every commitment was made.

Patrol Squadron One, the FLEETS REAL ICHIBAN SQUADRON, completed its deployment in lwakuni, Japan. We made our mark, the Fleet could count our visible achievements in the ASW field, and we had official commendations to prove it.

A BIT OF HISTORY: "04SEP54--An US A P2V-5 of VP-1 shot down. " http://www.csd.uwo.ca/~pettypi/elevon/gustin_military/shotdown.html ... "...The shoot down of a P2V-5 on 4 Sep 1954 was not a VP-1 Aircraft. The Aircraft was from VP-19. One crewman was lost, ENS Reid. The football field at NAS Atsugi, Japan was named after ENS Reid. I was an AE3 assigned to the squadron at the time. ENS Reid was my division officer..." Contributed by Carl G. Nelson Jr. AVCM (RET) cgnelson@railnet-isp.com

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Circa 1953

A BIT OF HISTORY: "...28JUN53 - A US Navy P2V-5 of VP-1 was fired on by Chinese surface ships in the Formosa Strait. No damage was inflicted..." Website: Aircraft Downed During the Cold War and Thereafter http://www.silent-warriors.com/shootdown_list.html [20FEB2003]

A BIT OF HISTORY: "...08JUL53 - A US Navy P2V-5 of VP-1 was fired on by antiaircraft artillery near Nantien China. No damage was inflicted..." Website: Aircraft Downed During the Cold War and Thereafter http://www.silent-warriors.com/shootdown_list.html [20FEB2003]

A BIT OF HISTORY: "...From 1945 to 1969, U.S. Navy aircraft were involved in a number of aerial incidents with forces of the Soviet Union, People’s Republic of China, North Korea, and Czechoslovakia. These incidents resulted in the loss of eight Navy aircraft and one Coast Guard aircraft, eighty-one Navy, Marine Corps, and Coast Guard aviators and crewman, and several aircraft damaged and crewmen wounded and injured. The list below, compiled from official and unofficial sources, does not include aircraft lost in direct action in the Korean and Vietnam wars, nor aircraft shot down by Chinese forces in the vicinity of Vietnam in connection with that war..." Naval Historical Center, Department Of The Navy, Washington, D. C http://www.history.navy.mil/branches/dictvol2.htm [06MAY2001]

19–28 Jun 1953 P2V-5 (2) VP-1
Fired upon, in separate incidents, by surface ships in the Formosa Strait. No damage inflicted.

8 Jul 1953 P2V-5 VP-1
Fired upon by Chinese antiaircraft artillery (AAA) near Nantien, China. No damage inflicted.

21 Jul 1953 P2V-5 VP-1
Fired upon by Chinese antiaircraft artillery (AAA) near Amoy Island in the Formosa Strait. No damage inflicted.

A BIT OF HISTORY: "1953--During our 1953-54 deployment flying in the Formosa Straights two of our aircraft received gunfire from either ship or island shore batteries..." Contributed by Bobby E. Cammer becammer@hotmail.com [24APR2000]

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Circa 1952

A BIT OF HISTORY: "...FASRON-110, FASRON-112, FASRON-114, FASRON-117, FASRON-118, FASRON-119, FASRON-120, FASRON-885, FASRON-895, VP-1, VP-2, VP-4, VP-6, VP-9, VP-22, VP-28, VP-29, VP-40, VP-42, VP-46, VP-47, VP-731, VP-772, VP-871, VP-892 and VP-931) - 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: "...FAW-1, FAW-2, FAW-4, FAW-6, FAW-14, VP-1, VP-2, VP-4, VP-6, VP-9, VP-22, VP-28, VP-40, VP-42, VP-46, VP-47 and VP-871) - 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: "...VP Commanding Officers - Page 16 - Naval Aviation News - December 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/dec52.pdf [28JUL2004]

A BIT OF HISTORY: "...Aerial Search Praised - Page 21 - Naval Aviation News - March 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/mar52.pdf [25JUL2004]

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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: "...USS Salisbury Sound (AV-13) - Circa 1950. Squadrons Mentioned: FAW-1, FAW-6, VP-1, VP-2, VP-4,VP-42, VP-46 and VP-47..." WebSite: USS Salisbury Sound http://www.salisburysound.com/index_Page555.htm [07JAN2007]

She tended planes of VP-42 at that port until 6 February 1950, then shifted to Subic Bay in the Philippine Islands. She resumed duty at Hong Kong on 12 April and cleared port on 11 May for exercises off Sangley Point, Luzon before loading aircraft at Guam (27-29 May 1950). She put to sea on the latter day and steamed by way of Pearl Harbor for return to San Diego on 13 June 1950. After voyage repair in the San Francisco Naval Shipyard, she embarked passengers, including men of VP-42, and sailed from San Diego on 26 July bound for the Far East. She debarked her passengers at Pearl Harbor on 1 August and to sea the next day, carrying some 700 passengers destined for the VP-1, VP-2, and VP-4 of Fleet Air Service Squadron and Army units in Japan. Four helicopters and an equal number of SNBS of the Fleet Air Service Squadron were loaded on her seaplane deck. She reached Yokosuka on 11 August 1950, debarking her passengers and their equipment, and took on new aviation cargo and passengers for transport to Apra Harbor, Guam. She arrived at the latter port on 20 August, debarked her passengers, then loaded patrol bomber spare parts and eight jet fighters for delivery to Naha Harbor, Okinawa, 25 August 1950. She reported to Commander Seventh Fleet for duty that day and shifted to Buckner Bay for operations under Commander Service Squadron Three (Commander Task Group 70.7). On 3 September she serviced seven Mariners of VP-46 and two Sunderlands of the 88th Royal Air Force Squadron, which had sortied on typhoon evacuation from their base at Iwakuni, Japan.

On 6 September 1950, Salisbury Sound arrived at Iwakuni, Japan, and reported for duty to Commander FAW-6. She commenced service to VP-42 and VP-47, which had eleven Mariners present on that day plus three Sunderlands of the 88th Squadron of the Royal Air Force. These units comprised the seaplane and reconnaissance of Task Force Ninety-Six supporting the operations of Task Force Seventy-Seven and Task Group 96.5. Four additional Mariners had arrived on 9 September 1950 when Salisbury Sound became Flagship of Commander Fleet Wing SIX. She now became the operating base for all seaplanes in the Patrol and Reconnaissance Force (*Task Force 99) tending eight Sunderlands of the 88th Squadron of the Royal Air Force, seven planes of VP-47 and nine planes of VP-42. On 16 September Commander FAW-6 shifted his Flag, along with pilots and crew of VP-47, to sea plane tender USS Curtiss (AV-4), controlling all flights from that ship. Salisbury Sound continued seadrome control until 18 September, then took on aviation fuel at Kure, returning to Iwakuni on 21 September 1960. She reported for duty to Commander Air Wing One (task Group 70.6) on 23 September and shifted to base at Buckner Bay, Okinawa, on the 26th. She laid 18 buoys in the seaplane anchorage and on 2 October five Mariners of VP-46 (Southern Search and Reconnaissance Force), arrived from the Pescadores Islands to escape the fury of a typhoon. These planes conducted nightly reconnaissance and patrol flights of the Formosa Straits from the Salisbury Sound until 10 October, when they again terminated their flights in the Pescadores. Meantime she had hoisted the flag of Commander FAW-1 on 5 October 1950. Winds and heavy seas again threatened the seadrome in the Pescadores on 19 October, and Mariners of VP-46 there once again shifted gradually to base from Salisbury Sound. On 2 November 1950 she entered the harbor of Naha, transferring 30,000 gallons of gasoline to Y-53 for delivery to the Naval Base before return to Buckner Bay the same day. She continued direction and tending of the Mariners' search and reconnaissance flights until 27 November 1950 when Commander Fleet Wing ONE- shifted his flag to USS Gardiners Bay (AVP-39).

Salisbury Sound arrived at Iwakuni, Japan 20 November 1950, and hoisted the flag of Commander Air Wing Six. She relived USS Curtiss (AV-4) of seadrome control and began tending nine Mariners of VP-42 and four Royal Air Force Sunderlands, operating from Iwakuni. On 1 December, seven Mariners of VP-47 arrived, and on the 21st, Commander FAW-6 transferred his flag to Curtis. On 15 December 1950, Salisbury Sound returned to Buckner Bay and relieved Gardiners Bay (AVP-39) as flag ship of Commander FAW-1. She now commenced service for the detachment of five Marines of VP-46, stationed at Buckner Bay, and three Mariners of the same squadron, stationed at Sangley point, Luzon, Philippine Islands. These units conducted search and reconnaissance flights out of Buckner Bay and completed courier flights between Sangley Point and Hong Kong. Commencing 6 January 1951, she supported Anti-Submarine Warfare Training Element 7016 comprising a Land Plane Air Search and Attack Unit (9 P2V4s of VP-22); a Seaplane Air Search and Attack Unit (9 Mariners of VP-46); and Fleet Submarine Besugo (SS-321). This duty terminated on 16 January 1951 and Salisbury Sound resumed her daily direction of reconnaissance flight and tender services.

A BIT OF HISTORY: "...VP-1 Tests 1065 Engine Oil - Page 35 - Naval Aviation News - August 1950..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1950/aug50.pdf [21JUL2004]

A BIT OF HISTORY: "...A Salty Tale From Alaska - Page 23 - Naval Aviation News - April 1950..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1950/apr50.pdf [19JUL2004]

A BIT OF HISTORY: "...High Morale Sets Arctic Mark - Naval Aviation News - April 1950..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1950/apr50.pdf [19JUL2004]

A BIT OF HISTORY: "...Patrol Squadrons In The Korean War By LCDR Rick Burgess, USN (Retired) - Naval Aviation News July-August 2002..." Contributed by Mike Yared mikeyared@yahoo.com [25JAN2003]
Patrol Squadrons In The Korean War Page 1 of 4
Patrol Squadrons In The Korean War Page 1 of 4
Patrol Squadrons In The Korean War Page 1 of 4
Patrol Squadrons In The Korean War Page 1 of 4

A BIT OF HISTORY: "07AUG50--KOREA--ARRIVED: 07AUG50 DEPARTED: 27JUL53 TAIL CODE: CD AIRCRAFT: P2V-3/5" http://www.history.navy.mil/branches/koreaob.htm

---

Circa 1948

A BIT OF HISTORY: "...Known VP-1 P2V/P-2H Neptunes. Any additions and corrections welcome. BUNO--CODE--DATE: 39333 DP-? 4 Nov 48...124886 CD-?...128410 CD-?...128413 CD-? 55...128414 CD-?...131447 YB-? 17 Feb 59...135545 YB-9...135598 YB-2...135618 YB-7...140151 YB-3...140153 YB-11 Sep 68...140964 YB-9 ??...140964 YB-5 13 Apr 66...140964 YB-5 9 Sep 68...140967 YB-8...140971 YB-2...140980 YB-11...141236 YB-11...141240 YB-? 25 Jan 68...141247 YB-4...141249 YB-12...142545 YB-7...142545 YB-4 9 Sep 68...145901 YB-3 24 Apr 69...145910 YB-10 Oct 67...145911 YB-1...145919 YB-6...147958 YB-2...147961 YB-10...148343 YB-? May 66...150279 YB-8 9 Sep 68...150280 YB-10 Apr 66...150281 YB-4...150282 YB-1 17 May 69...150282 YB-7 9 Sep 69..." Contributed by Baldur Sveinsson baldur@verslo.is WebSite: http://www.verslo.is/baldur/ [13DEC98]

A BIT OF HISTORY: "UNIT: VP-1 PREVIOUS DES: VP-ML-1 NAME: Fleets Finest TAIL CODE: DP/CD/YB ACTIVATED: 9-1-48 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!

---

Circa 1944

A BIT OF HISTORY: VP-1 Officer's "...VP-1 June 1944 Officer's Photograph from my brother's (WEISENBERG, CDR Joseph O. "Joe") collection..." Gene Weisenberg eweisenberg@att.net [30MAR2010]

A BIT OF HISTORY: "...Full Text Citations For Award of The Navy Cross - To U.S. Navy Personnel - World War II - (2,889 Awards) - Navy Cross Citations U.S. Navy - World War II..." WebSite: Home of Heros http://www.homeofheroes.com/ valor/ 1_Citations/ 03_wwii-nc/ nc_06wwii_navyR.html [23NOV2007]

READ, WILLIAM AUGUSTUS, JR.

Synopsis:

The Navy Cross is presented to William Augustus Read, Lieutenant, U.S. Navy (Reserve), for extraordinary heroism in action 19 October 1944, while serving with Patrol-Bombing Squadron 1 (VPB-1) at Puerta Princissa. His outstanding courage and determined skill were at all times inspiring and in keeping with the highest traditions of the United States Naval Service.

A BIT OF HISTORY: "...Was sent as a replacement to join VP-1 at NAS Coco Solo, Panama, Canal Zone, which flew PB2Y-3 equipment. Assigned to crew on P-64 (ser 7140) as second mech for my first flight. Deployed to Seymore Island, Galapagoes, on 1 June, and from then on switched between there and Panama. From Galapagoes did patrol tracks to Salinas, Ecuador, and to Corinto, Nicaragua. From Coco Solo did antisub sweeps to Columbia and Honduras, and convoy coverage. ( In 1944, not long after my arrival, a sub sank a ship right off the Cristobal breakwater.) VP-1 moved to San Diego in late February 1945 and was decommissioned. After leave, we were all reassigned, most of us to the newly formed VPB-4, operating with newly overhauled PB2Y-5 equipment out of San Diego....." Contributed by William J. Bonville bonville@uci.net WebSite: http://home.cdsnet.net/~bonville/

---

Circa 1943 - 2006

A BIT OF HISTORY: "...From The Fleet - The Screaming Eagles (1943-2006) - By LT(jg) Chris Smith - Wings of Gold - Summer - Fall 2006 - Page 77. Squadrons Mention: VP-1, VP-ML-1, VPB-128 and VB-128..." WebSite: Association of Naval Aviation http://www.anahq.org/index.htm [21OCT2006]

VP-1 was established in NAS DeLand, Florida in 1943 as VB-128 flying PV-1 Venturas. It flew ASW missions operating from NAS Floyd Bennett Field, New York before deploying to Iceland to cover the North Atlantic convoy lanes. VB-128 sank one U-Boat and damaged another. When the convoy lanes moved south out of Ventura range the squadron moved to Puerto Rico. It was redesignated VPB-128 and transferred to the Philippines for ASW and anti-shipping bombing missions. It next flew PV-2s and after VJ Day was ordered to Okinawa where it remained until 1947. It was then redesignated as VP-ML-1.

VP-ML-1 moved to San Diego, acquired P2V-2 Neptunes and a year later moved to NAS Whidbey Island, Washington, eventually being redesignated VP-1.

Seemingly always on the move, in the following years VP-1 deployed to multiple locations. In 1966, the Screaming Eagles were sent to NAS Iwakuni, Japan. They maintained a seven plane detachment at Tan Son Nhut Air Base in the Republic of Vietnam, supporting Operation Market Time. VP-1 was the first patrol squadron to suffer casualties in the Vietnam conflict when the air base was attacked in April 1966.

VP-1 was the last unit to transition to the P-3, acquiring the -3B version of the Orions. After duty at MCAS Iwakuni, Japan, they shifted to NAS Barbers Point, Hawaii. In 1979. VP-1 deployed to NAS Cubi Point, Philippines. Three Orions comprised a detachment at NSF Diego Garcia when tensions rose over the Iranian Hostage Crisis. Aircrews helped rescue more then 35 refugee vessels with over 4,000 Vietnamese on board, earning VP-1 the Humanitarian Service Medal.

Subsequently, the Screaming Eagles maintained dets at NAS Agana, Guam, NSF Diego Garcia, Djibouti, Kenya, Somalia, Thailand, Pakistan, Japan and the Philippines. It acquired infrared detection gear and Harpoon missile launch capabilities. Along the way it surpassed 14 years and 100,000 hours of accident-free flight operations. It conducted the first-ever WestPac split-site deployment, transferring to NAF Kadena, Okinawa, Japan and NAF Misawa, Japan. There were dets throughout WestPac, including periodic assignments in Somalia, Djibouti, and Sri Lanka. In 1988, VP-1 deployed to NAS Adak, Alaska while maintaining a twocrew training det in Hawaii. At the end of the year it returned to NAS Barbers Point, Hawaii.

VP-1 was reduced to eight P-3Cs as part of a drawdown affecting all VP squadrons but in 1991 the squadron transitioned to the P-3C Update III, sending two dets to Panama in support of Task Force Four operations. A year later it deployed again to NAS Adak, Alaska while additionally establishing dets at Howard AFB, Panama; CFB Goose Bay, Canada; and NAS Moffett Field, California. Dets in NSF Diego Garcia, Masirah, Oman and NAF Kadena, Okinawa, Japan followed in 1993.VP-1 operated with the 15 Asian nation navies and flew sorties from over 20 detachment sites.

In November 1993 VP-1 became the first Maritime Patrol Aircraft (MPA) squadron to conduct armed surveillance missions in the Arabian Gulf with the AGM-65 Maverick missile. It operated with some frequency from U-Tapao Royal Thailand Air Force Base, Thailand. VP-1 made the first visit, since the Vietnam War, by a U.S. P-3 to Hanoi in 1998. A year later it transitioned to the P-3C AlP aircraft.

By 2001 the squadron's primary ASW mission was complemented by unprecedented joint search and rescue (SAR) operations. The Screaming Eagles participated in exercises involving units from Thailand and the Philippines, helping define the role of Maritime Patrol Aircraft (MPA) injoint SAR operations.

More recently, the Screaming Eagles executed over 6,000 mishap-free flight hours in direct support of Operations Enduring Freedom and Southern Watch, and displayed successful integration with USAF, USA and USMC forces, along with numerous other foreign national units as part ofthe multi-national coalition in the global war on terrorism. VP-1 deployed for 7th Fleet operations in December 2003, operating remotely with dets in Thailand, Singapore, Guam, Australia, the Philippines, and the Republic of Korea.

The Screaming Eagles have won an abundance of awards throughout their eventful history. The squadron recently earned one of the most prestigious ones when it received the 2005 Arnold J. Isbell Trophy for ASW excellence.

In June 2006, VP-1 returned from deployment and celebrated 23 years and 135,000 mishapfree flight hours. This was accomplished over 20 years, and is a testament to the dedication and skill of the Screaming Eagle maintenance team and combat aircrews.

---

1943 - 1947

A BIT OF HISTORY: "...WWII Journal of William C. Roth - April 1943, through November 1947 - Written July 2005..." WebSite: http://wwii.thedance.net/ [13NOV2005]

Joining the Navy

After I received my greetings from the president, an invitation I could not refuse, I took my physical in Phila, Pa.  When I passed the physical they asked me what branch of the military I wished to join. Only gave you a few seconds to decide.  I quickly thought the Army marches too much in mud and sleeps on the ground the Marines are crazy for fighting and really gung-ho, the Coast Guard has no glory, so that left the Navy, which I chose.

At first they would not approve my choice as I had a full set of dentures.  I told them I did not want to bite the enemy, only to fight them.  They finally said okey and put me in the Navy.

On April 2, l943, a second date that will live in infamy, I joined the Navy.

My brother Harry and his wife Evelyn took me to the Reading Railroad Terminal in Philadelphia late that evening.  After an all night train ride to Seneca, New York, we were given a stale cheese sandwich and an orange to eat.  I said to myself, what the h--- am I getting myself into.

The U.S.  Naval Training Station at Sampson, New York was brand new. There was mud everywhere and we had to scrape the paint from the windows.

We graduated from Boot camp on June 5,1943 as Company 330.

Most of the guys were from all over Pennsylvania and New Jersey, also some from Conn.  Harry Polinski and I were both from Lester, Pa.  At the end of Boot camp they asked us what branch of the Navy we wished to continue in.  Harry and I decided to pick Fire Control (Harry) and Aviation Radioman (me) as our number one choices.  That way if one did not get our first choice, we would still be together, as luck would have it we both got our first choices...

They promised me that if would go to Yeoman's training, I would be a Petty Officer 3rd class in 6 weeks, I had a very good background in office studies since I graduated from Ridley Park High School, one of the best commercial courses in the area.

But, being 19 years old, and stupid, I did not want to spend my Navy career behind a desk, so I said No Thanks.  I want to fight the enemy, so naïve at this age.

Radioman Training

So I went to Naval Air Technical Training Center in NAS Memphis, Tennessee from June to November 1943.  We spent many hours learning Morse Code and sending and receiving radio messages.

On Nov 6,1943 I graduated in Class R1 Aviation Radio Man Course...  In that class was a James Henry Mooney, of which you will hear more about later.

Upon graduation from Aviation Radioman School were asked to volunteer for Aviation Gunnery School.  The ones who did not volunteer were shipped out to New Orleans to be assigned to Naval Vessels.

Those that volunteered were sent to Naval Air Gunnery School in Hollywood, Fla.  What great duty.  It was formerly a boys military academy.  We were four to a dorm with our own bath... no fence around the school.  We were free to go as we pleased.  But that did not last long as we graduated Dec 18,1943. 

Next I went to NAS Lake City, Florida where I flew 34 hours in a PV-2 twin engine Navy plane for training.  Then onto Beaufort, S.C. flying 39.4 hours in a PV-2 doing air-to-air gunnery training.

It was while at NAS Lake City, Florida our PV-2 flew into the eye of a hurricane to take pictures within the eye, what an experience?

All this time we were training to be radio/gunners for a TBF Squadron (Torpedo Bomber Fighter).

As fate would have it, about this time a hurricane over NAS Corpus Christi, Texas delayed the training of the TBF pilot.

So we were asked to choose between staying with the TBF training or transferring to a Land Based Anti-Submarine B-24 Bomber Squadron.

I had just read in the paper about an entire squadron of TBF's being wiped out in the Pacific by the Japanese, seeing as how my Mother did not raise any dumb children.  I opted for the B-24 bombers.



King Sol's Jesters

I was sent to the NAS Chincoteague, Virginia, to be assigned to a flight crew.

Arriving at NAS Chincoteague, Virginia I was assigned to be a Radioman in Lt.  Commander William Soloman's flight crew.  As Lt.  Commander Soloman was not expected until the following week I hitchhiked home to Lester, Pa for the week-end...  However, Lt.  Commander Soloman arrived early.

He wanted to meet his crew, and he was not too happy to be unable to find his radioman.  I received a Captains Mast (similar to a court martial), first of five Captains Mast received in my Navy career, a couple for being A.W.O.L., one for drunk and disorderly, one for gambling aboard ship, and the one that hurt the most of all, shirking duty.

Finally the whole crew got together and took a get acquainted flight.  The pilot was Lt.  Commander William Soloman (Sol), co-pilot was Lt.  Keyhoe, navigator was Ensign Gee.  Ray Purviance was crew chief, William (Bo) Beauchman, mechanic.  Nick Molchan, mechanic, Rudy (Jake) Ramstack, radioman.  William (Tool) Purviance, ordinance man, William (Bill) Miller, mechanic and William (C. Note Charlie) Roth, radioman.  As you can see there were too many William's, so we had to have nicknames for everyone and the fact that I had a C-Note ($100.) bill stashed away in my wallet.  Never did use it.

While at NAS Chincoteague, Virginia, the afore mentioned James (Jim) Mooney and I decided to buy some new Navy Blue Suits (Whipcord) in order to impress the ladies.  I told him I knew just the place, South Street in Philadelphia, where all the Jewish tailors were located.  So we hitchhiked to Lester to buy some new blues.  Unfortunately, it was a Jewish holiday and no shops were open.  We took the trolley back to Lester, bought some beer and sat on the fence at my home watching the ladies come off Westinghouse after their shift.  Then we went to a local bar and we met the Mayor of Tinicum Twp whom I knew quite well.  He drove us around Lester and Essington stopping at each bar.  Sometime in the wee hours of the morning he dumped us out on the street in front of my home.  Was all I could do to reach the door bell.  My parents came down and my Mother said "Poor boys, they are sick".  My Father said "Sick Hell they are drunk." We never did get our dress blues...

One of the other B-24 crews at NAS Chincoteague, Virginia had an old Dodge four door sedan with no plates or ownership papers.  The car was sold or handed down to a new crew when the old crew shipped out.  We bought or received this car.  We drove it to Salisbury, Md., about 20 miles away for Liberty.  I met a nice young lady who was a telephone operator.  After 11:00 P.M. any day I could make free phone calls to anywhere in the U.S.  For gas in the Dodge we used aviation fuel, which was not too good for the car, before we shipped out the car blew it's engine, so pushed it into the weeds and left.

We would fly practice flights at least once a week but the final flight before shipping out was a simulated full bomb load, full gas load and a ten to eleven hour flight.  Some of the planes could not take all this weight.  Several of the crews ahead of us were not too lucky.  One crashed into the woods, all ten or eleven crew were lost.  One crashed at sea also losing all the crew.  One had to ditch in the ocean, losing all but three or four crew.  When it was our turn for the final flight were a little nervous!!!!!!!!!  At the end of the runway the pilot revved up the four engines as much as he could with the brakes on.  When I got off the radio I stood in the cockpit between the pilot and co-pilot.  Old Sol was pulling back on the wheel as hard as he could, he was a large powerful man...  I could see the trees at the end of the runway coming up fast.  We got airborne and the wheels just missed the trees.

South Atlantic Patrol

After that flight we were assigned to a VPB-1 Liberator Squadron, out of NAF Natal, Brazil, flying anti-submarine patrols in the South Atlantic.

Part of the squadron were sent to NAS Norfolk, Virginia, to board a ship that would take us to NAF Natal, Brazil...  We got aboard the USS Albemarle (AV-5), a seaplane tender.  There were not enough berths so we slept on the inside hanger deck.  The first morning we awoke to a loud clamor, pipes were piping, bugles were blowing, etc.  We did not know what the H ---- was going on.  Just a normal Navy wake-up call.

We were put to work while at sea, some scraping paint, others painting.  I was lucky (again) as I was assigned to the store where they gave out or sold ice cream, candy, etc...  It was a very nice trip.  Since the ship was due for an Admiral's inspection when it reached port, we did not have a big ceremony, when it crossed the equator...  We landed at NAF Recife, Brazil and were bussed to the NAF Natal, Brazil.  We flew anti-submarine patrol at least once a week in the South Atlantic, between South America and Africa.  The squadron was called VP-83 until we received 24 PB4Y-1 Liberators.  Then we changed to VPB-107.  The PBY's only had four 30 cal. machine guns and the subs would stay on the surface firing at the PBY's.  As the sub had a 20 mm cannon on deck.  When we arrived at NAF Natal, Brazil we could see all the holes in the planes.  Needless to say the subs were surprised to find the PB4Y-1's had eight 50 cal machine guns.  Now they would submerge as soon as possible. 

We flew patrols out of NAF Natal, Brazil until the end of 1944, at which time the South Atlantic had been essentially cleared of German Submarines.  In his book "Galloping Ghosts of the Brazilian Coast" Author Allen Cary writes the entire history of the submarine war in the South Atlantic.  VP-83, VPB-107 was credited with sinking eight German Submarines.

Upottery, England

At this time the squadron was re-assigned to the U.S. Naval Air Base at Upottery, England.  Some flew the planes to England, some went back to NAS Norfolk, Virginia, and then to England.  Twenty-four of us were left to close the base.  We each carried our entire Navy records, we were only ordered to re-join the squadron in England as soon as possible.  While awaiting a commercial flight to Miami, each night we would go into Natal to the Americas Bar and tell them we are leaving.  They would buy all of us beer.  But the next day we did not have a Miami flight...  Back to the Americus Bar and free beer.  After three or four days of this they stopped the free beer.  Finally we got a plane to Miami...  Twenty four of us each with his individual Navy records.

We landed in Miami about 8 or 9 P.M.  There was a 10 P.M. curfew in Miami.  What to do?  Someone said we should turn ourselves in to the Navy shore patrol...  Someone else said lets find a motel, spend a few days in Miami, then turn ourselves over to the Navy S.P.  Guess what we did?  We had a great couple of days in Miami.  Then went to the Navy and showed them our orders.

They put all twenty four of us on a train to New York.  We had a whiskey bottle that we hid in the ice behind the water cooler...  One of the conductors found it and would not give it back to us.  I remember Luther Palmer had that conductor by the neck and seat of his pants ready to throw him off the moving train.  We finally arrived in New York City and were barracked on some pier, to await transport to England.  We spent about a week touring New York City.

We finally were put aboard the French Liner Ile De France, which had been taken over by the British, aboard were 10,000 solders, 2,000 colored WACs and us 24 sailors.  It was quite crowded on board and they only let us topside once a day for an hour or so.  The British only fed us twice a day, midmorning and late afternoon.  There was a place open in the afternoon that sold icecream candy, etc.  But the lines went half way around the ship. 

One of us sailors got a bright idea.  We borrowed leggings from the Army, wrapped a black sock around our arm and went to the head of the line, saying GUN CREW.  This worked for 3 or 4 days until they discovered there were no guns aboard ship.  The ship took a North Atlantic route to avoid the German Subs, so it took us about ten to twelve days to reach Scotland.  We landed in some city in Scotland, took a train down to England and finally arrived Upottery Navy Base.  I found later that this was the same Army base that the 102nd Parachute Army Division used in the June invasion.  We lived in Quonset huts with only a wood stove for heat.  We flew every fourth day for ten to eleven hours, from sunup to sunset.

Here is where I became good friends with Ray Teglia an other radioman who was from Chicago.  We flew many flights together and would go on Liberty together.  The nearest town was Taunton which was not great for Liberty.  So we would take a train up to Bristol.  Much to do in Bristol.  On one such trip we were in the train station waiting for our train back to Taunton when Ray tried to get too friendly with the girlfriend of the Army M.P. at the station.  Anyway this M.P. got us for drunk and disorderly, put us on report and made sure we got on the train.  Another Captain's Mast.

On our first flight Feb 25,1945 out of Upottery patrolling over Lyme Bay, we diverted to Weston Zoyland to an emergency landing field.  The fog was too bad back at Upottery.  After landing we had to walk about a mile to town for food.  The locals must have thought we were aliens from Mars walking down the road in our flying suits and boots.

We flew sub patrol about every fourth day with the rest of the day off after debriefing and also had the next day off.  On the days of our flight we had breakfast in the officers mess, eggs and such, and upon our return we had steak, also in the officers' mess.

We did get time off occasionally and on one occasion Ray Teglia and I went to London for a weekend.  We did all the London sights.  One day we were in a hotel with two friends when the air raid siren sounded.  Everyone had to go down to the basement shelter for protection...  German unmanned V-Bombs were hitting the city.  After two or three alerts had interrupted our meeting we said "To Hell with It", and stayed in the room.  The next morning we looked out the window and saw entire city blocks nearby completely flattened by the V-Bomb...

On May 9, 1945 we were scheduled to fly a patrol.  On May 8, word came down that the war in Europe was over, but we were all restricted to base that day.  However, that evening I went over the hedges and went to Taunton to help the British celebrate. 

The flight on May 9,1945 took us between Scilies and Brest where we encountered German Submarine No. 249.  See Appendix 1 for this story, which has been accepted to be included in the Library of Congress WWII stories.

After the war in Europe ended our squadron VPB 107 crews took turns going to Paris, France for a weekend.  Just before our crews turn we were assigned back to the U.S.A. for deployment to the Pacific. 

We sailed from England on the U.S.S.  Albamarle (remember her).  Being such a clever guy I quickly volunteered to work in the same place as on the voyage from Norfolk.  But I outsmarted myself, they did not put anyone to work. 

End of the War (and After)

After two weeks Liberty I reported to NAS Alameda, California, July 1945.  While we were there the war in the Pacific ended.  I went to San Francisco on Liberty and really partied, helping to turn the cable cars round and round. (As seen on news reels). 

After the war ended the Navy was losing many men, so they provided a two year re-enlistment program.  Since I entered the Navy on the East Coast (Philadelphia) they would to have to pay my way from California to Phila.  Since I was also still drawing 50% flight pay I shipped over to the U.  S.  Regular Navy for two more years. 

I bought a 1941 Hudson car and four of us from the East drove back to Phila.  Arno Laux from North Phila was one of the four.  On the way back to California, another guy was driving and I was in the passenger seat when he attempted to pass another car on a hill outside of Gallup, New Mexico and we smashed in the front of the car.  The car could still be driven and we went into Gallup.  There was no car dealer there to get parts for the car.

So we continued on to Flagstaff, Az where we spent a week getting the car repaired, borrowed $50 from the Red Cross.  We got a motel room and had a glorious week in Flagstaff.

We wired the Navy Base and told them we would be late.  The lady that ran the motel wanted to kick us out because we would bring females to the room but we prevailed and finally made it back to California.

NAAS Crows Landing, California

We were assigned to the NAAS Crows Landing, California, just outside of Modesto, Calif.  We were training in PB4Y-2, the single tail version of the B-24 Liberator.  My buddy Nick Molchan, was from Buzzards Bay, Mass so when he made collect phone calls from Crows Landing to Buzzards Bay the operator thought he was drunk.

The Skipper of our squadron outranked the Skipper of Crows Landing Station.  We had the barracks fixed so that each end third was for sleeping and the middle third was set up with sofas, chairs and tables to play cards.  The base shore patrol would put us on report but our Skipper would throw away the report and saying, "these men were flying every day and needed to relax."  Our Skippers name was Brewer and we would fly thru hell for him...  Modesto was where Bill Miller and I would hang out at the bowling lanes and challenge the locals bowling for money...  I must mention that Bill Miller was a great bowler.  He later was one of the original bowlers that started the Pro Bowlers Assoc. of America (PBA).  Needless to say we did pretty well.  I kept a complete set of civilian clothes in a locker at a bar, the Carlin Club in Modesto.  It was a great Liberty town.

NAS Whidbey Island, Washington

Next we were sent to NAS Whidbey Island, Washington.  I drove the Hudson up there, what a beautiful drive thru Northern Calif and Oregon.

NAS Whidbey Island, Washington was connected to the mainland over a deep pass by a huge canterlevered bridge.  One day while just flying around the pilot decided to fly under the bridge.  We all said he was crazy.  But under the bridge we flew.  What a strange sight to be looking up at a bridge.

We would spend six months at NAS Whidbey Island, Washington and three months in Alaska.  At NAS Kodiak, Alaska.  I put my Hudson in storage in Seattle, Washington.  In Alaska we would fly patrol along the Aleutians and North Pacific.  On one such flight we crossed the International Dateline.

NAS Adak, Alaska

On another flight we were supposed to land at NAS Adak, Alaska an Island about half way out the Aleutians.  When we arrived at Adak the fog was so bad we could not see the runway.  On one pass we just missed the mountain which was above the runway.  The pilot figured we had enough gas to get to Attu, the last island in the chain.  Still foggy.  Along the way I was on the Radar and we were navigating from island to island.  Running low on gas we proceeded to throw everything but the radio gear overboard.  Finally we made radio contact with an Army base on Shimya Island.  Army said, "Use runway so and so".  Our pilot replied, "I'm coming straight in." At one time when the pilot cross-fed the gas to all engines I had to go off the air with radio because there might be a spark...  People thought we went down.  When we landed at Shimya, rolling down the runway, all four engines died at once!!  Upon exiting the plane the first Army guy I saw, I asked him "Do you have anything to drink."  Alaska was a beautiful place, we went to Fairbanks and other towns. 

While in Alaska one day someone hollered at me, "C-Note you want to go to the NAS Squantum, Massachusetts." I figured I shipped over in Calif and if I got out on the East Coast they would have to pay my way back to Calif.  They needed four or five radiomen at NAS Squantum, Massachusetts, so I said, "Yes".  We got back to NAS Whidbey Island, Washington and I got my car out of storage.  Four of us headed east.  One of the guys had married while in Washington and his wife was from Minnesota and she came with us in the car and went to Minn, to her home.

Driving thru the northern tier of states was really rough, sometimes we would drive with our head out the window, due to ice on the windshield.  We stopped at some little town in Minn, where the guys wife was from.  While there we had a shiveree a tradition where the new bride is kidnapped and the groom has to redeem her with beer.  During the procedure shot guns are fired into the air.  They gave me an old shotgun and when I fired it I was not ready for the hard kickback and almost got knocked over.

We finally made it to Mass., the Navy Air Base was used mainly for reserve pilots who had to fly at least ten hours a month to keep up their status.  We made sure the radios were working in the planes.  The planes were Navy SNJ and the movies used them as Jap Zeroes. 

We could fly with the pilots or not.  I would go off with them now and then to keep my air crew status. 

The local police knew my Hudson well.  One day they came to our front gate trying to serve tickets on me for traffic violations...  But they could not set foot on Navy property, so I just laughed at them.  My car had only one headlight working and it would go places where no car should be.

Each month come payday, the base officers would try to not pay us enlisted men flight pay.  But since we had air crew in our records they could not stop from paying us flight pay.

This got to be such a hassle that on Nov 24,1947, when my two years were up I decided to get out of the Navy and went home to Lester, Pa.

They had to pay my way back to California though.

Appendix 1



The story of what happened on the Patrol Flight on May 9, 1945.

VPB-107 was flying submarine patrol out of England, patrolling the North Sea, English Channel, Atlantic Ocean, etc.  Every fourth day we would go on a 10-11 hr patrol.  I was a Second Class Radio-gunner in the squadron.

May 9, 1945 was our day to fly patrol.  One day earlier, May 8, the word came down of the surrender, but May 9 was the official day.  We were all restricted to base on May 8, but I went back over the hedges to a small English town. 

The people were so happy they insisted that I party with them... I staggered back to the base about 3 A.M., had an hour or so sleep, before we had breakfast, got briefed, checked our equipment and took off at dawn.  I told my second radio radioman, Ray Teglia, that I was going to the rear and to wake me if anything happened...

Some time later, Ray awoke me shouting Charlie, Charlie [my nickname] SUB, SUB.  I jumped up and looked out the side port and saw a sub. 

I grabbed a 50 cal. machine gun, put it in its holder and was priming it when Ray hollered don't shoot, they're surrendering...

Sure enough, they were flying a black flag. 

Wow, I almost had my 15 minutes of infamous glory and an international incident... I got on the radio and the first one I raised was a British destroyer. 

They came and towed the sub to a port... I still have the picture of the sub taken from our plane. 

It is certified by the pilot, Lt. JG W.F. Brewer, USN. 

I don't know if any museum, or such would like this photo. 

I would gladly donate this item if anyone is interested.

Appendix 11

I have mentioned Jim Mooney in this journal.  In 1968 or 1969, while working at RCA Research Labs, Princeton, N.J., and having suffered from back pain for years I made an appointment with a Neurosurgeon in New Brunswick, N.J.  Arriving at his office, I noticed his diplomas James Mooney from Pittsburgh, Pa.  Could it be?  He turned to me and said, "C-Note Charlie."  He was the same Jim Mooney.  I told him I was not going to let a drunken sailor operate on me!  But he did and he did a great job.  Made me stay off work for three months.  We visited him and his family that Christmas.  Had a big lovely home in Princeton, N.J.  Unfortunately he passed away a few years later from a heart attack.  Only a young man, what a shame...

---

Circa 1943 - 1945

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

VPB-1 52KB

---

Circa 1943

A BIT OF HISTORY: "...Full Text Citations For Award of The Navy Cross - To U.S. Navy Personnel - World War II - (2,889 Awards) - Navy Cross Citations U.S. Navy - World War II..." WebSite: Home of Heros http://www.homeofheroes.com/ valor/ 1_Citations/ 03_wwii-nc/ nc_06wwii_navyC.html [20NOV2007]

CRUZE, JACK D.

Citation:

The Navy Cross is presented to Jack D. Cruze, Lieutenant, U.S. Navy, for extraordinary heroism and distinguished service as Pilot of a Catalina Patrol Plane in Patrol Squadron ELEVEN (VP-11), operating over the Solomon Sea and the vicinity of the Bismarck Archipelago from 1 to 16 November 1943. Flying under hazardous weather conditions and in the face of heavy antiaircraft opposition, Lieutenant Cruze skillfully located the enemy and, maneuvering his plane for maximum tactical advantage, delivered an accurate hit on a hostile cargo ship, destroyed a wharf and inflicted severe damage on many barges. On the night of 16 November, when he sighted a large force of enemy vessels, he promptly and fearlessly maneuvered his plane for a low-altitude bombing attack and, approaching his target through a barrage of withering antiaircraft fire, scored two direct and punishing hits, destroying or seriously damaging a valuable transport. Lieutenant Cruze's splendid airmanship, valorous initiative and unswerving devotion to duty at great personal risk were in keeping with the highest traditions of the United States Naval Service.

Bureau of Naval Personnel Information Bulletin No. 337 (April 1945)

A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 31 May 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [02OCT2006]

VP SQUADRONS MENTIONED

CASU

PATSU

VD-1, VD-2 and VD-3

VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-7 and VJ-10

VP-1

VP-11, VP-12, VP-13, VP-14 and VP-15

VP-23

VP-32, VP-33 and VP-34

VP-43, VP-44 and VP-45

VP-52, VP-53 and VP-54

VP-61, VP-62 and VP-63

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-125, VP-126, VP-127 and VP-128

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

VP-140, VP-142, VP-144 and VP-146

VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208 and VP-209

VP-210, VP-211 and VP-212

A BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 09 Nov 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [01OCT2006]

VP SQUADRONS MENTIONED

CASU and PATSU

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

VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-15, and VJ-16

VP-6 Coast Guard

VP-1

VP-11, VP-12, VP-13, VP-14, VP-15 and VP-16

VP-23 and VP-24

VP-32, VP-33 and VP-34

VP-43, VP-44 and VP-45

VP-52, VP-53 and VP-54

VP-61, VP-62 and VP-63

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-114, VP-115 and VP-116

VP-125, 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

VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208 and VP-209

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

A BIT OF HISTORY: "...[Global Security] WebSite http://www.globalsecurity.org/military/agency/navy/vp-1.htm..." [04JAN2002]

VP-1 Screaming Eagles' call Whidbey Island, Washington home for a year, then deploy for six months to either the Arabian Gulf or Japan.

VP-1 was commissioned in Deland, Florida on 15 February 1943 as Bombing Squadron 128 (VB-128). The squadron first flew the twin engine PV-1 on USW missions out of Floyd Bennett Field, New York.

In August 1943, the squadron deployed to Iceland to support anti-submarine operations in the North Atlantic convoy lanes. While flying out of Iceland, the unit was credited with sinking one German U-boat and damaging another. In December 1943, the convoy lanes were moved south, out of range of the "VENTURAS," and VB-128 was moved to Puerto Rico where it remained until the summer of 1944. The squadron’s designation was then changed to VPS-128 and was moved to the Philippines where it carried out bombing, anti-shipping and anti-submarine missions until the end of the war. Shortly after VJ Day, the squadron moved to Okinawa where it remained until 1947. During this period, its designation changed to VP-ML-1 and the unit transition led to the new PV-2 "HARPOON."

VP-ML-1 returned to San Diego, California in March 1947 and received the new P2V-2 "NEPTUNE," a longer-range twin engine patrol aircraft. On 13 January 1948, the squadron moved to NAS Whidbey Island, Washington, and in September of that year the squadron was given its present name.

In February 1966, VP-1 deployed to Iwakuni, Japan, and also maintained a seven plane detachment at Tan Son Nhut Air Base in the Republic of Vietnam in support of Operation Market Time. VP-1 became the first patrol squadron to suffer casualties in the Vietnam conflict when the air base was attacked on 13 April 1966.

Patrol Squadron ONE was the last fleet squadron to transition to the P-3 "ORION", with the first new aircraft arriving at NAS Whidbey Island on 1 July 1969 from NAS Moffett Field. Unlike many other squadrons that initially received the P-3A, VP-1 transitioned directly to the P-3B. After a few months of aircraft familiarization, the squadron's next deployment was to MCAS Iwakuni, which began in February 1970. During that time, their home-port was changed to NAS Barbers Point, Hawaii.

In September 1977, VP-1 was presented the Coastal Command Trophy for the competitive cycle ending in June, an achievement which reflected intense professionalism and total dedication of all hands in sustaining a high degree of effectiveness in airborne USW.

During the latter half of 1979, VP-1 transitioned to the P-3 Bravo and in May 1980, the "Screaming Eagles" deployed to Cubi Point, Philippines. This deployment saw a three aircraft detachment in Diego Garcia during a period when tensions were running high due to the Iranian Hostage Crisis. The Navy Expeditionary Medal was awarded to the aircrews and support personnel involved in Iranian/Afghanistan contingency operations. Squadron crews also located and assisted in the rescue of more than 35 Vietnamese refugee vessels with over 4,000 Vietnamese on board, earning them the Humanitarian Service Medal.

Beginning in August 1981, the squadron maintained a three aircraft/four crew detachment at NAS Agana, Guam, which rotated in October to Diego Garcia in support of aircraft carrier battle groups. Operations were staged out of Oman, Djibouti, Kenya, Somalia, Thailand, Pakistan, and Japan.

In November 1982, VP-1 deployed once again to Cubi Point with upgraded aircraft, improved with the addition of IRDS/HACLS to give the planes infra-red detection and harpoon missile launch capabilities. In February 1983, VP-1 surpassed 14 years and 100,000 hours of accident-free flight operations. VP-1 also won the Donald Neal "Golden Wrench" award for the best P-3 maintenance in the Pacific Fleet.

In February 1984, the "Screaming Eagles" won the prestigious Captain Arnold J. Isbell Trophy for USW Excellence and were also nominated by Commander, Patrol Wings, U.S. Pacific Fleet to receive the Arleigh Burke Fleet Trophy.

In May 1990, the squadron embarked on a six month deployment to NAS Cubi Point, Philippines with a three plane, four crew detachment to Diego Garcia. On 4 August 1990, the squadron was fully redeployed to Diego Garcia and maintained detachments in Masirah, Omanand Jeddah, Saudi Arabia in support of joint maritime interdiction operations in conjunction with Operation DESERT SHIELD. VP-1 was the first patrol squadron to make such a short notice surge into the desert theater, and flew over 200 surface surveillance missions.

During the first half of 1991, VP-1 became the first Rainbow Fleet squadron to transition to the P-3C Update III. While accomplishing this, the squadron made two detachments to Panama in support of CJTF-4. In January 1992, VP-1 deployed to NAS Adak, Alaska. During this deployment, the Screaming Eagles additionally established detachments to Howard AFB, Panama; CFB Goose Bay, Canada; and NAS Moffett Field, California.

In 1993, the Screaming Eagles conducted a tri-site deployment to Diego Garcia; Masirah, Oman; and Kadena, Japan in support of COMSEVENTHFLT and COMUSNAVCENT. During that deployment, VP-1 conducted operations with the navies of 15 Asian nations, and flew sorties from over 20 detachment sites. As a result of the squadron’s performance throughout 1993, VP-1 received the prestigious Coastal Command Trophy and the COMSEVENTHFLT Surface Warfare Excellence Award, and earned COMPATWINGSPAC’s nomination for the Arleigh Burke Award.

After completing a successful deployment to Misawa and Kadena, Japan in May of 1995, VP-1 completed a difficult change of homeport back to NAS Whidbey Island, Washington without missing any events or missions as a result of the move.

From May to November 1996, VP-1 conducted a successful quad-site deployment to Diego Garcia, with detachment sites in Masirah, Oman, Jeddah, Saudi Arabia, and Kadena, Okinawa. In November, VP-1 became the first MPA squadron to conduct armed surveillance missions in the Arabian Gulf with the AGM-65 Maverick missile.

Patrol Squadron One returned from a successful deployment to Misawa and Kadena, Japan in June of 1998. During this deployment, Screaming Eagle aircrews flew armed reconnaissance and surveillance flights in the Arabian Gulf while also supporting SEVENTH FLEET operations from 16 different nations. Also, VP-1 made the first visit by a United States P-3 to Hanoi, Vietnam since the Vietnam War.

During the next year of the Inter-Deployment Training Cycle, VP-1 transitioned to AIP aircraft and AIP trained aircrews. This successful evolution was highlighted during the Arabian Gulf Deployment from June of 1999 until their return in December 1999. Two crews from VP-1 were called upon to support KFOR forces in Kosovo, flying armed missions in the Adriatic Sea. The Screaming Eagles flew armed surveillance and escort missions in the Arabian Gulf in support of US Policy. The Screaming Eagles were rotated through a quad sight deployment with detachments operating in Diego Garcia, Masirah, Oman, Manama, NSA Bahrain and Doha, Qartar.

Since their return in December of 1999, the Screaming Eagles were busy training in the Inter-Deployment Training Cycle for their next deployment in December of 2000 to Misawa and Kadena, Japan.

A BIT OF HISTORY: VP-1 History WebSite: Navy NewsStand http://www.news.navy.mil/ [22FEB2003]

A BIT OF HISTORY: "...PATROL SQUADRON ONE COMMAND HISTORY..." http://www.naswi.navy.mil/vp-1/comhist.html [04JUL98]

PATROL SQUADRON ONE
COMMAND HISTORY

Patrol Squadron ONE has over half a century of proud service as a premier patrol and surveillance squadron. Born in the fire and fury of World War II, the squadron was originally commissioned as Bombing Squadron 128 (VB-128) in Deland, Florida on February 15th, 1943, and represented a key component in the U.S. efforts to turn the tide in the Battle of the Atlantic, in which German U-boats challenged the passage of convoys carrying desperately-needed supplies to U.S. and Allied forces fighting in Europe and Africa. Flying the twin-engine PV-1 "VEGA VENTURA", the squadron flew missions out of NAS Floyd Bennett Field, New York, and beginning in August 1943, out of Iceland to protect heavily-laden cargo ships braving the gauntlet of hostile submarines. During this period VB-128 drew its first combat blood, sinking one U-boat and severely damaging another. When the convoy lanes moved south to avoid the fierce North Atlantic winter storms, the squadron shifted its base of operations to Puerto Rico and continued to be an important factor in curtailing the German submarines' activities.

In the summer of 1944, successes in allied anti-submarine operations had significantly reduced the threat posed by the deadly U-boats. Redesignated as VPB-128, the squadron was transferred to the Philippines to provide bombing, anti-shipping, and anti-submarine support in the Pacific theatre until "VJ" Day, September 1, 1945. After the Japanese surrender aboard the USS MISSOURI in Tokyo Bay, the squadron continued flying patrol missions from the island of Okinawa for the next two years.

By 1947 the squadron had transitioned to the then-new P2V-2 "NEPTUNE" aircraft. Along with the new aircraft came another squadron redesignation. Newly christened as VP-ML-1, the squadron changed home ports again, this time to San Diego, California. The next year opened with yet another move, to NAS Whidbey Island, Washington, and in September of 1948 the present designation of VP-1 and the name "Screaming Eagles" was assigned to the squadron.

The years between 1948 and 1966 were filled with frequent deployments to Alaska, Japan, Vietnam, and the Philippines. In 1955 the squadron upgraded its aircraft to the P2V-5, and in May of that year became the first patrol squadron to make an "around the world" cruise.

"...My flight log shows that we started flying P2V5's in Nov 1951 and deployed to NAS Atsugi, Japan in March 1952. The squadron may have upgraded to 5F' in 1955 - just to keep the record straight..." Contributed by ADRC Eugene Hilvers, Retired navycpo1@siscom.net [15SEP99]

The Screaming Eagles were busy during the years of the Vietnam War. During deployments to overseas bases such as Iwakuni, Japan and Sangley Point, Republic of the Philippines, VP-1 supported U.S. operations--including Operation MARKET TIME--with detachments in the Republic of Vietnam at Tan Son Nhut and Cam Ranh Bay. In April 1966, VP-1 became the first patrol squadron to incur casualties, including one fatality, during a Vietnamese attack on Tan Son Nhut Air Base.

VP-1 transitioned to the P-3 "ORION" in 1969. Widely recognized as the world's premier patrol aircraft, the P-3 provided greater range, improved avionics, and enhanced anti-submarine warfare capability for the maritime patrol community. As the Screaming Eagles made another homeport change to NAS Barbers Point, Hawaii in February 1970, they continued to serve as a front-line "Cold War" deterrent force against the strategic missile threat posed by the submarine fleet of the USSR, and until the dissolution of the Soviet Union logged thousands of hours tracking Soviet submarines throughout the world's seas. The Screaming Eagles gained specific acclaim in September 1977, when they received the Coastal Command Trophy for sustaining a high degree of effectiveness in airborne anti-submarine warfare.

VP-1 deployed to Cubi Point, Philippines in May 1980, and simultaneously held a three aircraft detachment in Diego Garcia, British Indian Ocean Territory (BIOT)--a period marked by regional tensions due to the Iranian hostage crisis. Squadron operations during this period earned Navy Expeditionary Medals for squadron members who were directly involved in Iranian/Afghanistan contingency operations, and Humanitarian Service Medals for crews which employed the P-3's superb Search and Rescue (SAR) abilities to locate, and assist in rescuing more than 4,000 Vietnamese refugees fleeing their homeland aboard 35 rickety vessels.

The 1980's found the Screaming Eagles flying missions from such wide-spread places as Oman, Djibouti, Kenya, Somalia, Thailand, Pakistan, Japan, Guam, Diego Garcia, and Australia. VP-1 flight crews demonstrated their expertise in the areas of anti-submarine warfare, surface surveillance, mining, and search and rescue operations. February 1983 marked an important milestone for VP-1 as 14 years and 100,000 hours of accident-free flight operations was surpassed, and that year also brought the squadron the Donald Neal "Golden Wrench" award for the best P-3 maintenance in the Pacific Fleet. Just one year later, in February 1984, the Screaming Eagles won the prestigious Captain Arnold Jay Isbell Trophy for ASW Excellence, and were nominated by Commander, Patrol Wings U.S. Pacific Fleet to receive the Arleigh Burke Fleet Trophy for battle efficiency.

The fall of the Berlin Wall in 1989, and the concomitant fracturing of the Warsaw Treaty Organization, invited navies throughout the world to take a fresh look at naval tactics in the twilight of the Cold War. The likelihood of large naval forces grappling over control of the open sea gave way to the reality of regional disputes. The proliferation of effective cruise missiles launched from maneuverable small boats mandated an increased importance on aerial surveillance which had the stamina, flexibility, and weapons to extend a protective umbrella over surface ships operating close to a hostile nation's shores. The Screaming Eagles of VP-1 became experts at supporting this type of operation through long hours spent patrolling littoral and enclosed seas with both standard, and specially-equipped, P-3s.

Operations other than war (OOTW) also provided new challenges for the squadron's crews. Maritime interdiction, United Nations Security Council resolutions enforcement, and counter-narcotics operations all found great value in an airborne surveillance platform which was able to linger in an area for hours, or could search many thousands of square miles of ocean, while maintaining constant communications with home bases through satellite communications, HF radios, and computer data exchange systems.

When Sadam Hussein's Republican Guard crossed the Kuwaiti border in 1989, the Navy again turned to VP-1, and the squadron fully re-deployed to Diego Garcia to support joint maritime interdiction forces in conjunction with Operation DESERT SHIELD. VP-1 also maintained detachments in Masirah, Omanand Jeddah, Saudi Arabia, and was the first patrol squadron to make such a short-notice surge into the desert theater; the extraordinary operational and logistical effort by all hands enabled the squadron to answer the challenge of over 200 surface surveillance missions scheduled with an astounding 100 percent completion rate.

As a result of the squadron's performance throughout 1993, the prestigious Coastal Command Trophy again found its way to the squadron's trophy chest, along with the Commander, U.S. SEVENTH Fleet Anti-surface Warfare Excellence Award, and a nomination for a second Arleigh Burke Award.

After completing a successful deployment to NAS Misawa, Japan and NAF Kadena, Okinawa, Japan in May of 1995, VP-1 completed another homeport change, returning to NAS Whidbey Island, Washington. The squadron truly showed its professionalism and dedication to duty by meeting all scheduled events and missions during the move, and by compressing what would normally be a year-long inter-deployment training cycle into a mere nine months.

From May to November 1996, VP-1 once again conducted a successful tri-site deployment based in Diego Garcia, during which the Screaming Eagles became the first maritime patrol squadron to conduct armed surveillance missions in the Arabian Gulf with the AGM-65 MAVERICK missile. The squadron also maintained a constant presence in NAF Kadena, Okinawa, Japan with frequent detachments to U-Tapao, Thailand and many other countries bordering the Arabian Gulf and Indian Ocean while patrolling the politically-charged Arabian Gulf.

Currently, Patrol Squadron ONE is back at NAS Whidbey Island preparing for its November deployment to NAS Misawa, Japan and NAF Kadena, Okinawa, Japan. Daily training continues with routine flights off the coasts of Washington and California, practicing the skills necessary to continue to be a pre-eminent anti-submarine warfare, mining, and surface surveillance squadron, proving why VP-1 is, "Number ONE for a reason!" http://www.naswi.navy.mil/vp-1/comhist.html

A BIT OF HISTORY: "...USS Salisbury Sound (AV-13)...Squadrons Supported: VP-1, VP-2, VP-4, VPB-21, VP-22, VPB-26, VP-40, VP-42, VP-46, VP-47, VP-48, VP-50, FAW-1 ..." Contributed by Patrick Clancey Pat.Clancey@central.sun.com, WebMaster The HyperWar Project [30NOV2000]

USS Salisbury Sound (AV-13)
http://www.ibiblio.org/hyperwar/USN/ships/dafs/AV/av13-history.html

USS Salisbury Sound (AV-13), a Seaplane Tender, is named for Salisbury Sound, Alaska, a strategically located basin near Sitkawitch, which forms a natural harbor especially suited for seaplane base operations.

Salisbury Sound was built by the Los Angeles Shipbuilding and Drydock Company of San Pedro, California, which became Todds, San Pedro shipyard before her completion. Her keel was laid 10 April 1943 and she was launched 18 June 1944, under the sponsorship of Mrs. John D. Price, wife of Rear Admiral Price, Commander of Fleet Air Wing Two, Air Forces US Pacific Fleet. The Seaplane Tender was placed in commission on 26 November 1945, Captain Doyle G. Donaho, USN, in command.

Salisbury Sound is capable of supporting two (2) fifteen plane squadrons of the Mariner type, both in material upkeep and repair and personnel subsistence. Her facilities include engine repair, hydraulic repair, carburetor repair, metal, parachute, and photographic shop. In addition to her own officers and crew she is able to billet over 120 squadron officers and 200 crew members. Her most striking feature is her large after-deck where two huge seaplanes can be hoisted aboard and serviced at the same time. Two enormous cranes, one on her after-deck and one on her superstructure, can lift the planes with ease. Her hospital ward is fitted with 18 beds and a great number can be made available in event of emergency. high speed boats can be lowered over her sides by cranes and dispatched to refuel planes or boats at sea, and if necessary, tow them to safety. Supplies, trained mechanics, and medical rescue teams stand by ready to the blown over vast ocean reaches and parachuted to me immediate relief of planes or vessels in distress.

Salisbury Sound got underway from San Pedro on 27 December 1945 for training out of San Diego. She cleared port on 12 February 1946 and arrived at Pearl Harbor on the 20th. After final exercises in the Hawaiian area, she sailed on 1 March to load 6 fighter planes and a torpedo bomber at Guam (13-15 March), then reported for duty to Commander Air Wing One at Buckner Bay, Okinawa, 19 March 1946. After conducting familiarization flights and gunnery tracking drills for planes of Patrol Squadron Twenty-One, she got underway on 8 June for tender service of Patrol Bombing Squadron Twenty-Six at Shanghai (11 June-5 July); Tsingtao (6-17 July), returning to Buckner Bay on 10 July to resume duties at that base. She again sailed on 13 September to tend planes of Patrol Bombing Squadron Twenty-Six at Tsingtao, returning to 6 October 1946. Having repaired some 26 planes and directed several air-sea search and rescue missions which saved the life of a number of men, she put to sea on 4 November 1946 for return to the United States. Steaming by the way of the Philippines ports of Puerto Princessa, Manila and Guiuan, she arrived at San Diego on 23 December 1946. After upkeep and local training exercises, she cleared San Diego on 29 March 1947 again bound for Buckner Bay, Okinawa. She arrived at the latter base on 18 April 1947 to commence a second tour of duty as a mobile repair and seadrome control unit for the maintenance of patrol planes at that port, Tsingtao, China and Apra Harbor, Guam. She departed Buckner Bay on 27 July for another stay of service at Tsingtao until 30 August, then loaded planes and aviation cargo at Manila for delivery to Apra Harbor on 9 September 1947. She then set course for return to San Diego, 22 September 1947.

Salisbury Sound underwent overhaul in the Hunters Point Naval Shipyard 26 September 1947 to 16 February 1948, then shifted to her base at San Diego for refresher exercises in the area off San Clemente Island. She cleared San Diego on 12 March 1948 and steamed by the way of Pearl Harbor to deliver aviation cargo at Apra Harbor, Guam, and Manila, Philippine Islands, before arrival at Buckner Bay, Okinawa, 7 April 1948. After off-load of aviation cargo, she got underway the following day for similar deliveries at Tsingtao and Yokosuka. She returned to Buckner Bay on 30 April and got underway for tender services at Yokosuka (18 May-2 July); Tsingtao (5-21 July); and Shanghai (23-26 July). She resumed duty at Buckner Bay on 20 July 1948 and returned to Tsingtao on 14 August to tend patrol planes of Fleet Air Wing One. On 5 September 1948, at Tsingtao, she acted as conference ships for Rear Admiral R.P. McDonnell (Commander Fleet Air Wing One); Captain J.B. Taylor (Commander Destroyer Division (One); Vice Admiral Oscar C. Badger (Commander Naval Forces, Western Pacific); and Dr. Stuart (American Ambassador to China). Having embarked passengers, she got underway from Tsingtao on 22 September to load aviation cargo at Apra Harbor, Guam, then picked up an amphibious plane and passengers at Ponape in the Caroline Islands on 1 October 1948. She put to sea on the latter date and embarked more passengers at Pearl Harbor before arrival at San Diego on 15 October 1948. Upkeep at San Pedro (18 October 1948-10 January 1949), was followed by training in local areas out of San Diego.

Salisbury Sound cleared San Diego on 15 January and arrived at Port Hueneme, California, the following day to embark men of the Naval Schools Construction Battalion Center and their snow-removal equipment before her arrival at Seattle, 19 January 1949. She became the Flagship of Commander Fleet Air Wing Four, 27 January, and got underway for Takutat, Alaska. She arrived at the latter port on 30 January, debarking her student passengers and their equipment for special exercises ashore until 6 February, when the last of her student passengers and their equipment were again aboard. She put to sea the following day for Kokiak, where Commander Air Wing Four hauled down his flag on 15 February 1949. After touching at Seward, Alaska (17-21 February); and Seattle (25-26 February), she debarked her student passengers at Port Hueneme on 3 Mar, returned to her base at San Diego the following day. She became the Flagship of Vice Admiral G.F. Bogan (Commander First Task Fleet) on 25 March 1949. Training in local waters off San Diego and off San Clemente Island were conducted until 17 June, when Vice Admiral Bogan departed the ship. She entered the Hunters Point Shipyard for upkeep and repairs on 29 June and returned to San Diego on 10 September 1949 for a busy schedule of refresher training off Coronado Roads and San Clemente Island.

Salisbury Sound departed San Diego on 24 November 1949 and reached Pearl Harbor six days later. She got underway on 4 November and anchored two miles off Kussie Island, East Carolines, 13 Nov. She embarked a Congressional party of 10 persons and Rear Admiral L.S. Fiske, Deputy Commissioner of Trust Territories, along with his staff for an inspection tour of Kussie and Mokil Islands. She debarked the party at Ponape Island on 17 November 1949 and steamed by way of Guam and Manila to arrive at Hong Kong on 1 December 1949. She tended planes of Patrol Squadron Forty-Two at that port until 6 February 1940, then shifted to Subic Bay in the Philippine Islands. She resumed duty at Hong Kong on 12 April and cleared port on 11 May for exercises off Sangley Point, Luzon before loading aircraft at Guam (27-29 May 1950). She put to sea on the latter day and steamed by way of Pearl Harbor for return to San Diego on 13 June 1950. After voyage repair in the San Francisco Naval Shipyard, she embarked passengers, including men of Patrol Squadron Forty-Two, and sailed from San Diego on 26 July bound for the Far East. She debarked her passengers at Pearl Harbor on 1 August and to sea the next day, carrying some 700 passengers destined for the Patrol Squadron One, Patrol Squadron Two, and Patrol Squadron Four of Fleet Air Service Squadron and Army units in Japan. Four helicopters and an equal number of SNBS of the Fleet Air Service Squadron were loaded on her seaplane deck. She reached Yokosuka on 11 August 1950, debarking her passengers and their equipment, and took on new aviation cargo and passengers for transport to Apra Harbor, Guam. She arrived at the latter port on 20 August, debarked her passengers, then loaded patrol bomber spare parts and eight jet fighters for delivery to Naha Harbor, Okinawa, 25 August 1950. She reported to Commander Seventh Fleet for duty that day and shifted to Buckner Bay for operations under Commander Service Squadron Three (Commander Task Group 70.7). On 3 September she serviced seven Mariners of Patrol Squadron Forty-Six and two Sunderlands of the 88th Royal Air Force Squadron, which had sortied on typhoon evacuation from their base at Iwakuni, Japan.

On 6 September 1950, Salisbury Sound arrived at Iwakuni, Japan, and reported for duty to Commander Fleet Air Wing Six. She commenced service to Patrol Squadron Forty-Two and Forty-Seven, which had eleven Mariners present on that day plus three Sunderlands of the 88th Squadron of the Royal Air Force. These units comprised the seaplane and reconnaissance of Task Force Ninety-Six supporting the operations of Task Force Seventy-Seven and Task Group 96.5. Four additional Mariners had arrived on 9 September 1950 when Salisbury Sound became Flagship of Commander Fleet Wing Six. She now became the operating base for all seaplanes in the Patrol and Reconnaissance Force (*Task Force 99) tending eight Sunderlands of the 88th Squadron of the Royal Air Force, seven planes of Patrol Squadron Forty-Seven and nine planes of Patrol Squadron Forty-Two. On 16 September Commander Fleet Air Wing Six shifted his Flag, along with pilots and crew of Patrol Squadron Forty-Seven, to sea plane tender Curtis (AV-4), controlling all flights from that ship. Salisbury Sound continued seadrome control until 18 September, then took on aviation fuel at Kure, returning to Iwakuni on 21 September 1960. She reported for duty to Commander Air Wing One (task Group 70.6) on 23 September and shifted to base at Buckner Bay, Okinawa, on the 26th. She laid 18 buoys in the seaplane anchorage and on 2 October five Mariners of Patrol Squadron Forty-Six (Southern Search and Reconnaissance Force), arrived from the Pescadores Islands to escape the fury of a typhoon. These planes conducted nightly reconnaissance and patrol flights of the Formosa Straits from the Salisbury Sound until 10 October, when they again terminated their flights in the Pescadores. Meantime she had hoisted the flag of Commander Fleet Air Wing One on 5 October 1950. Winds and heavy seas again threatened the seadrome in the Pescadores on 19 October, and Mariners of Patrol Squadron Forty-Six there once again shifted gradually to base from Salisbury Sound. On 2 November 1950 she entered the harbor of Naha, transferring 30,000 gallons of gasoline to Y-53 for delivery to the Naval Base before return to Buckner Bay the same day. She continued direction and tending of the Mariners' search and reconnaissance flights until 27 November 1950 when Commander Fleet Wing One shifted his flag to Gardiners Bay (AVP-39).

Salisbury Sound arrived at Iwakuni, Japan 20 November 1950, and hoisted the flag of Commander Air Wing Six. She relived Curtis (AV-4) of seadrome control and began tending nine Mariners of Patrol Squadron Forty-Two and four Royal Air Force Sunderlands, operating from Iwakuni. On 1 December, seven Mariners of Patrol Squadron Forty-Seven arrived, and on the 21st, Commander Fleet Air Wing Six transferred his flag to Curtis. On 15 December 1950, Salisbury Sound returned to Buckner Bay and relieved Gardiners Bay (AVP-39) as flag ship of Commander Fleet Air Wing One. She now commenced service for the detachment of five Marines of Patrol Squadron Forty-Six, stationed at Buckner Bay, and three Mariners of the same squadron, stationed at Sangley point, Luzon, Philippine Islands. These units conducted search and reconnaissance flights out of Buckner Bay and completed courier flights between Sangley Point and Hong Kong. Commencing 6 January 1951, she supported Anti-Submarine Warfare Training Element 7016 comprising a Land Plane Air Search and Attack Unit (9 P2V4s of Patrol Squadron Twenty-Two); a Seaplane Air Search and Attack Unit (9 Mariners of Patrol Squadron Forty-Six); and Fleet Submarine Besugo (SS-321). This duty terminated on 16 January 1951 and Salisbury Sound resumed her daily direction of reconnaissance flight and tender services.

Commander Fleet Air Wing One departed Salisbury Sound on 30 day emergency leave on 2 March 1951, and her Commanding Officer assumed the flag duties until the 9th when she arrived at Sangley Point, Luzon, Philippine Islands. She got underway on 11 March for return to the west coast of United States, touching at Guam and Pearl Harbor before her arrival at San Diego, 31 March 1951. She conducted training exercises out of that port with visits to Monterey and San Francisco. On 24 May 1951 she broke the flag of Vice Admiral A.D. Struble, Commander First Fleet, who departed the ship on 3 June. Five days later she embarked men of Patrol Squadron Forty-Seven, then sailed for Whidbey Island, Washington, where operational readiness was completed on the 18th for the Mariners who took off for return to the Naval Air Station at Alameda. Salisbury Sound returned to San Diego where on 26 June she embarked the Chief of Staff of Fleet Air Wing Fourteen and stood out to sea for operational readiness inspection, terminated 28 June 1951. She completed a similar inspection on 23 July and cleared San Diego on 1 August 1951 for another tour of duty in the Far East. Steaming by way of Pearl Harbor, she arrived at Boko Ko, Pescadores Islands, 22 August 1951. That same day she relieved Pine Island as Flagship of Commander Fleet Air Wing One and became the base for Mariner planes of Patrol Squadron Forty-Seven. She departed Boko Ko 10 October 1051 and sailed by way of Hong Kong to base at Buckner Bay, Okinawa (18 October 1951-21 February 1952). On the latter date she was relieved as Flagship of Commander Air Wing One by Pine Island (AV-12).

Salisbury Sound served as flagship of Commander Fleet Air Wing Six at Iwakuni, Japan (24 February-31 March 1952), and hauled down his flag at Yokosuka on 2 April. She put to sea the same day for return to San Diego, 16 April 1952. She entered the Hunter's Point Shipyard on 29 April for overhaul until 16 July 1952, followed by refresher training out of San Diego. She sailed from Long Beach on 15 August 1952 and reached Yokosuka, Japan, on 2 September. Clearing that port on the 5th, she arrived at Buckner Bay on 7 September 1952. The next day she broke the flag of Rear Admiral T.B. Williamson, Commander Task Force Seventy-Two. The Mariner planes of Patrol Squadron Forty came to base aboard, temporarily, on 10 September for repairs and service, and Salisbury Sound arrived at Keelung, Formosa, 8 October 1952. While in that port on 11 October, Rear Admiral Williamson held conference on board with the Honorable Karl Ranking, United States Minister to China; and Major General Chase, Chief of the Military Assistance Advisory Group. After visits to Takao, Formosa (220-22 October) and Hong Kong (23-28 October), she commenced tending Mariners of Patrol Squadron Forty at Buckner Bay. She got underway from the latter port on 30 November to base at Subic Bay in the Philippine Islands (3-20 December), then touched at Kaohsiung, Formosa (22 December) before resuming operations at Buckner Bay on the 24th. On 28 February 1953 the Mariner planes of Patrol Squadron Forty were relieved by planes of Patrol Squadron Forty-Six. Commander Task Force Seventy-Two transferred his flag to Pine Island on 7 March and detachments of Patrol Squadron Forty-Two also left the Salisbury Sound for that Seaplane Tender. That same day Task Force Seventy-Two was established as the Formosa Patrol Force under Rear Admiral Williamson in Pine Island.

Relieved of her duties in the Far East, she sailed by way of Guam and Pearl Harbor to reach Alameda, California, 25 March 1953. She underwent overhaul in the Hunter's Point Shipyard (31 March-27 April 1953). She put into the harbor of Long Beach on 28 April, embarking Commander Mine Squadron Five, and got underway on the 30th with other ships of Task Unit 11.7 for landing assault exercises of Ayliso Beach, California. This duty terminated on 7 May and the ships underwent alternations in the Hunter's Point Shipyard (11 May-30 June), followed by gunnery exercises in local areas from the naval Air Station at Alameda. She cleared the latter port on 21 July and arrived at Boko Ko, Pescadores Islands, 12 August 1953. On that day she became the flagship of Rear Admiral Truman J. Hedding, Commander Formosa Patrol Force (Task Force Seventy-Two) and Commander Fleet Air Wing One. Tending the planes of Patrol Squadron Forty-Eight, she departed Boko Ko on 26 August to base at Buckner Bay until 12 September 1953. Thereafter, she based her operations at Boko Ko (14-19 September); Keelung, Formosa (20-25 September); Kaohsiung, Formosa (29-30 September); Keelung, Formosa (8-14 October); Buckner Bay (15-29 October); Hong Kong (1-7 November); Buckner Bay (11-28 November); Kaohsiung, Formosa (30 November); and Manila (1 December-6 January 1954). She arrived at Sangley Point on 13 January and Commander Task Force Seventy-Two (Formosa Patrol Force) shifted his flag to Pine Island on 18 February 1954. Salisbury Sound put to sea that day and steamed by way of Buckner Bay and Pearl Harbor to arrive at San Francisco, 11 March 1954. She shifted to the Naval Air Station, Alameda, the next day and entered the Mare Island Navy Yard on 8 April for overhaul until 28 June 1954.

Salisbury Sound conducted refresher training out of San Diego and cleared Alameda on 3 August 1954 for another tour of duty in the Far East. She arrived at Yokosuka on 23 August and became the flagship of Rear Admiral F.N. Kivette, Commander of the Formosa Patrol Force (Task Force Seventy-Two) at Boko Ko, Pescadores Islands, 31 August 1954. In the following months she made repeated calls at Formosa port of Kaohsiung and Keelung; Yokosuka, Japan; and spent much of her time in operations while based at Buckner Bay, Okinawa. She was relieved as flagship of the Formosa Patrol Force at the latter port on 28 February 1955 and put to sea for return to Alameda on 19 March 1955.

Salisbury Sound engaged in a rigorous schedule of training maneuvers off the California coast until 23 September 1955 when she cleared Alameda to arrive at Yokosuka, Japan, 13 October 1955. That same day she hoisted the flag of Rear Admiral G.W. Anderson, Jr., Commander of the Formosa Patrol Force and Fleet Air Wing One. She commenced duty at Buckner Bay, Okinawa on 20 October 1955, making frequent cruises to Manila Bay; Kaohsiung and Keelung, Formosa. The Formosa Patrol Force was redesignated Taiwan Patrol Force, effective 1 November 1955 and Salisbury Sound arrived at Manila on 9 February 1956 to participate in "Operation Firmlink" with Joint Task Force Nineteen. This operation was a joint maneuver of the SEATO (South East Asia Treaty Organization) forces to demonstrate their readiness to preserve the peace and ward off any aggressive action which might be taken against any of the member nations (Australia, France, New Zealand, Philippines, Thailand, United Kingdom, and United States). Units participating in this operation was USS Salisbury Sound, USS Princeton (CVS-37), USS McDermott (DD-667), HMS Newfoundland, HNS Comus, HMS Tobruk, and HMNZA Consort.

Salisbury Sound embarked 9 official observers, 40 officers and 526 troops of the First Battalion, 9th Infantry Regiment, Third Division of the Philippine Armed Services and cleared Manila with the Joint Task Force which conducted tactical maneuvers and battle exercises enroute to Bangkok, Thailand. She arrived at Bangkok on 15 February 1956 and her passengers-troops went ashore to take part in a demonstration of readiness which included parachute demonstrations, helicopter landings, and equipment displays. The demonstration was completed by 18 February and Salisbury Sound debarked the Philippine Army Forces at Manila on the 23rd. She resumed operations at Buckner Bay on 6 March 1956 and was relieved as flagship of the Taiwan Patrol Force at Yokosuka, 23 March 1956. She cleared port the next day and returned to Alameda on 12 April 1956.

Salisbury Sound remained at Alameda until 12 June 1956 when she steamed for visits to Astoria and Portland, Oregon. She entered the Mare Island Naval Shipyard on 14 June for overhaul until 29 August 1956. After refresher training she departed Alameda on 13 November 1956 for Yokosuka where she arrived 2 December 1956. The next day she became the flagship of Rear Admiral R.E. Dixon, Commander Taiwan Patrol Force. Mariners of Patrol Squadron Forty commenced operating from her seadrome at Buckner Bay on 12 December 1956 and rescued the crew of a United States Air Force seaplane from the sea on 5 January 1957. Intervening these operations were cruises for visits at Hong Kong; Manila, Kaohsiung and Keelung, Taiwan; and Apra Harbor, Guam. Mariners of Patrol Squadron Forty-Six commenced operations from her seadrome on 26 March 1957 and she conducted exercises in the area east of Tsugen Jima Island before clearing port of 17 April. She touched at Keelung (18-20 April), then visited Iwakuni, Japan before her arrival at Yokosuka on the 28th. Commander of the Taiwan Patrol Force hauled down his flag at Yokosuka on 6 May 1957 and Salisbury Sound sailed for return to Alameda on 23 May 1957. During the remainder of the year she participated in combined fleet maneuvers off the California coast, and engaged in refresher training exercises while operating from Alameda and San Diego.

Salisbury Sound sailed from Alameda on 8 January 1958 and reached the British Crown Colony of Hong Kong on 4 February to become flagship of Rear Admiral F.E. Stoop, Commander Taiwan Patrol Force. Rear Admiral Stoop was relieved of his command 10 February by Rear Admiral P. Blackburn, Jr., who retained his flag in Salisbury Sound. She commenced operations in the Philippines area on 26 February, alternating between Dingalan, Subic and Manila Bays, then shifted to Buckner Bay, Okinawa on 18 March with occasional cruises for visits to Kaohsiung, Taiwan; Boko Ko, Pescadores Islands, and Hong Kong. She cleared Buckner Bay on 5 June 1958 and was relieved as flagship of the Taiwan Patrol Force at Sasebo on 13 June by USS Pine Island. She put to sea the following day and returned to Alameda on 3 July 1958. Upkeep in the Bethlehem Steel Shipyard of San Francisco (8 August-2 September) was followed by final overhaul period in the Todd Shipyard at Alameda (2 September-4 November 1958). After refresher training, she cleared Alameda on 27 December 1958 and arrived at Yokosuka on 13 January 1959.

Salisbury Sound arrived at Buckner Bay on 25 January and the following day relieved Orca as flagship of Rear Admiral P.P. Blackburn, Jr., Commander Taiwan Patrol Force. Seadrome operations at that base were again intervened by visits to ports of the Philippines, Taiwan, and Japan. In addition to these ports, she visited Saigon, Viet Nam (1-4 June) and Jesselton Harbor, North Borneo (8-11 June). She departed Buckner Bay on 23 June and was relieved as flagship of the Taiwan Patrol Force at Yokosuka, 30 June 1959 by Pine Island. She sailed from Yokosuka on 2 July and reached Alameda, California on 14 July 1959.

Following a leave and upkeep period in Alameda, Salisbury Sound conducted periods of ISE at sea off San Francisco. During the period from 14 November to 29 November, she was in San Diego for special weapons exercises. In early December, seadrome operations were conducted in Drakes Bay just northwest of San Francisco.

Salisbury Sound got underway from Alameda on 11 January 1960 for her 15th deployment to the Western Pacific. arriving at Pearl Harbor on 18 January for a two-day stop over and then proceeding to Yokosuka, Japan. Following post-voyage repairs, she got underway for Kobe, where on 9 February 1960 the flag of Rear Admiral J.W. Cannon (Commander Taiwan Patrol Force) was shifted from the USS Frontier (AD-25). She then proceeded to Buckner Bay, Okinawa, where seadrome operations were conducted until 9 March. She arrived in Hong Kong on 12 March for a 5-day visit prior to departing for Kaohsiung, Taiwan where along with other Seventh Fleet units she participated in operation "Blue Star." After returning to Buckner Bay on 29 March, the Salisbury Sound was needed to assist a downed P5M Marlin at Fukuoka, Japan on 14 April. Almost a year to the day since an accidental emergency at Fukuoka necessitated transporting a disabled aircraft to Iwakuni, history repeated itself. The stricken aircraft was hoisted aboard and taken to Iwakuni via the Shimoniseki Straits. The ship returned to Buckner Bay on 23 April. Seaplane operations were conducted at Okinawa until 20 May when Salisbury Sound departed for refueling at Subic Bay then on to Sangley Point, R.P., arriving there on 23 May. She departed Sangley for Hong Kong on 26 May. After a brief visit to the British Crown Colony (28 May-2 June) she departed for Buckner Bay and seaplane operations. On 22 June she left Buckner for Yokosuka, arriving there on 25 June and after voyage repairs she headed for Alameda, California on 2 July 1960.

The ship remained in EastPac during the remainder of 1960 and early part of 1961. Operations consisted primarily of independent ships exercises and type training. She underwent extensive overhaul at U.S. Naval Shipyard San Francisco, California from the last of September until December of this year.

Salisbury Sound operated as a unit of the Seventh Fleet from 1 April 1961 until 17 July 1961. During this period, the ship performed her primary mission of providing an advanced base for seaplane squadrons and served as flagship for U.S. Taiwan Patrol Force. Most of the ship's operations were conducted in Buckner Bay, Okinawa where units of Patrol Squadron Forty and Fifty were supported for periods of short duration. In addition the ship visited the following ports while deployed: Hong Kong, Kaohsiung, Taiwan, Iwakuni, Kobe, Sasebo and Yokosuka, Japan. The ship departed WestPac on 17 July 1961 and arrived in San Francisco on the 31st of that month.

On 21 August, the ship's mid-cycle overhaul period began in Williamette Shipyard at Richmond, California and continued until 22 September. After the yard period, the ship was engaged in type training and independent ship exercises while operating out of the Naval Air Station, Alameda, California.

On 6 November 1961, Salisbury Sound established a seadrome at White Cove, Santa Catalina Island and operated with P5M aircraft from Patrol Squadron Forty-Two for three days. Other operational exercises of short duration were conducted with Patrol Squadron Forth-Eight. Type training and independent ship exercises were continued throughout the spring as the ship prepared for her next WestPac deployment. During the period the ship assisted in the Administrative Inspection of USS Currituck (AV-7), and was given an Operational Readiness Inspection.

Salisbury Sound deployed to WestPac on 28 May 1962. She served as flagship for Rear Admiral B.M. Stran, USN, Commander Patrol Force Seventh Fleet/Commander Taiwan Patrol Force. While in port at White Beach, Buckner Bay, Okinawa, she continually maintained an operational seadrome which operated on a 24-hour, all-weather basis. While deployed, Salisbury Sound operated in support of scheduled exercises with Patrol Squadron Forty from 13 to 17 August and Patrol Squadron Forty from 13 to 16 September.

The ship visited Yokosuka, Kagoshima, Iwakuni, Sasebo, and Kobe, Japan; plus Hong Kong, Kaohsiung, Taiwan, and Sangley Point, Philippine Islands. Significant contributions were made to the people-to-people program through blood, general visiting, and guided tours for special groups.

The ship was relieved by Currituck (AV-7) on 14 November 1962, and sailed for Alameda, California the next day. A gala welcome awaited her arrival on 29 November. The remainder of 1962 was devoted to a leave period while the ship remained in Alameda, California.

On 15 January 1963, Salisbury Sound entered Williamette Iron and Steel Company Shipyard at Richmond, California for her periodic major overhaul. In addition to routine overhaul and maintenance, the ship's wooden seaplane deck was renewed and several new radio antennas were installed. Included in the latter was a large "Decone Cage" antenna installed on the forecastle at frame 5. This added another feature to the silhouette. Dry-docking for cleaning and preserving the underside of the hull, was accomplished during the period 2 to 16 February.

On 1 March 1963, a change of Command ceremony was held at which Capt. Hugh M. Durham, USN, relieved Capt. James L. Holloway, III, USN, as commanding officer. The yard period over and sea trials complete on 16 April, Salisbury Sound rejoined the operating forces. After a short period in Alameda for refitting and replenishment, the ship sailed to San Diego and reported to Commander Fleet Training for operational control and refresher training. The period 13 to 24 May was spent conducting simulated battle problems, ship's drills, and damage control problems while underway. The was followed by a week of Air operations at San Diego Bay , working with aircraft from Patrol Squadron Forty-Eight.

After completion of underway training and a short period in Alameda, Salisbury Sound sailed to Oak Harbor, Washington and reported to Commander Fleet Air Wing Whidbey for operational control. From 17 to 26 June, day an night antisubmarine warfare seaplane operations were conducted with Patrol Squadron Forty-Seven embarked. This advanced training was conducted in Holmes Harbor, an elongated body of water near Saratoga Straits, a component of the Puget Sound complex.

The ships departed Whidbey Island on 28 June 1963 to return to Alameda. The operational schedule for the months of July and August included an Operational Readiness Inspection and an Administration Material Inspection. The ship sailed to San Diego and reported to Commander Fleet Air Wing San Diego on 24 July for the conduct of the Operational Readiness Inspection. Commander Fleet Air Wing Fourteen and Commander Fleet Air Training Group, San Diego, assisted in the inspection. Selected operational exercises involving seamanship, navigation, gunnery, and damage control problems were conducted in the San Diego ocean operation area. These were followed by a simulated battle problem to test the crew's ability to perform as an integrated fighting unit. The final portion of this inspection was conducted in White Cove, Santa Catalina Island, and included the conduct of air exercises and seaplane support exercises applicable to the type ship.

Upon return to Alameda on 2 August, the ship made final preparations for the Administration Inspection to be held by Commander Fleet Air Alameda on 6-7 August. The inspection of administrative organization and procedures was completed the first day, and was followed by a personnel inspection of the brew by Rear Admiral D.J. Welch, USN, on 7 August.

Salisbury Sound received the following Commendations and awards for the competitive year 1962-1963, which were presented to the ship after the close of fiscal year 1963:

A. Ney Award for the best General Mess in type.
B. ComNavAirPac Battle Efficiency Awards for Engineering and Communications.

It was during this period that the Chief of Naval Operations informed the ships that the homeport was to be changed from NAS Alameda, California to NAS Whidbey Island, Washington. The effective date for rthe change for administrative purposes was established as 29 June 1963. However, in view of the ship's forthcoming deployment, the physical shift would not occur until the return from WestPac in March of 1964.

On 26 August 1963, the ship departed Alameda for her scheduled deployment to the Western Pacific. On 7 September, Operational Control was changed to Commander Seventh Fleet. The ship was assigned to Task Force Seventy-Two and further designated Task Group Seventy-Two.

Upon arrival in Yokosuka, Japan on 10 September, action to shift the staff of Commander Patrol Force, Seventh Fleet, from USS Pine Island to USS Salisbury Sound was commenced immediately. The flag of Rear Admiral R.A. MacPherson, USN, was broken on 12 September, and Salisbury Sound officially relieved Pine Island as flagship.

The ship arrived in Buckner Bay on 19 September, and established a seadrome. Air operations with detachments from both Patrol Squadron Forty and Patrol Squadron Fifty were conducted during intervals in port Buckner Bay.

[During September and October, Salisbury Sound made operational visits to Yokosuka (10 Sep), Iwakuni (2 Oct), Beppu, Japan (5 Oct), and to Sangley Point, P.I. (28 Oct).]

At the conclusion of the port visit to the Philippines, the ship established a seadrome in the southern part of Subic Bay. From here, with Patrol Squadron Forty embarked, the command was to participate in a fleet exercise, Operation Yellow Bird. The operation was subsequently canceled; however, the ship, with twelve aircraft from Patrol Squadron Forty conducted operational and training operations from 5-9 November.

A port visit was made to Singapore in the Federation of Malaysia from 28-29 November. Salisbury Sound was the first US warship to visit this port after formation of the federation in October. People-to-People activities were scheduled which included a significant contribution of blood by crew members to the Singapore Blood Bank and a Christmas party for under privileged children. Upon departure from Singapore, the ship crossed the Equator into the Southern Hemisphere at longitude 105º37' E, at 0911 Zulu on 9 December, while on operations prior to return to Okinawa. [Because of the 30-day mourning period for President Kennedy's assination, the usual ceremonies were not performed.]

Arrival in Buckner Bay was on 18 December. The ship remained in port for the remainder of 1963, observing Christmas and New Year holiday period in Okinawa.

On 8 January 1964, Salisbury Sound departed for Keelung, Taiwan and Hong Kong. While in Keelung, Admiral Ni, CINC of the Republic of China Navy called on Rear Admiral MacPherson and Capt. Durham. The ship returned to Buckner Bay on 23 January.

Patrol Squadron Fifty flew in three aircraft to Buckner Bay on 27 January. Heavy winds and sea conditions damaged an engine and a prop on one aircraft necessitating an engine change. No sooner was this engine changed than a second engine failed. The second aircraft was hoisted aboard just prior to the ship getting underway for Sasebo, Japan on 3 February. This engine was changed enroute to and in Sasebo.

Salisbury Sound arrived at Sasebo on 5 February and departed for Buckner Bay on 8 February arriving there on 10 February.

On 16 February 1964, the ship shifted berths to Naha Port in order to shift the flag to USS Currituck. The shift was made on 18 February and immediately following, Salisbury Sound got underway for Oak Harbor, Washington, arriving there on 6 March 1964.

Capt. Merle M. Hershey relieved Capt. Hugh M. Durham on 10 March 1964.

On 28 March Salisbury Sound got underway on two hours notice for Kodiak, Alaska to assist in recovery operations following the tidal wave that hit Kodiak Island on the 27th [the "Good Friday" earthquake]. Arrival was on 31 March and parties were immediately organized to assist in the clean up.

During the 1963-64 competition cycle, Salisbury Sound received Battle Efficiency Awards for the Air and Engineering Departments.

During her operations in Alaska the Salisbury Sound provided electricity, hot water and working parties of up to 40 hands to assist the stricken station to clear debris. For her efforts, she was awarded the Navy Commendation Medal.

On April 10 the ship departed Kodiak and returned to her homeport at Whidbey Island. She arrived four days later and on 16 May held open house at Oak Harbor.

During June, provisions and fuel were taken aboard in preparations for a cold weather cruise. Aviation gasoline was pumped aboard from the ship's sister, the Pine Island, and the ship's fuel tanks were topped off readying her for her 15 June departure for Cold Bay, Alaska.

Once anchored in Cold Bay 20 June, seadrome operations with VP-47 seaplanes commenced. On securing these operations 30 June 1964 and heaving in the anchor, the ship cruised the coast of Alaska stopping at Haines, Juneau and Sitka. She was in Haines for the Fourth of July celebrations. On 11 July, the ship departed Alaska for her return voyage and arrived back at Oak Harbor 13 July.

She remained at anchor until 6 August and then sailed up Puget Sound to Seattle, where she remained at Pier 91 for four days. On the 10th, the Salisbury Sound returned to Oak Harbor by way of Bangor, Washington, where she loaded ammunition.

On 17 August, she pulled out of Oak Harbor and set sail for San Francisco. She was in San Francisco three days before cruising beneath the Golden Gate Bridge and heading north to Oak Harbor.

Salisbury Sound was anchored at Oak Harbor until 10 September when she moved to Astoria, Oregon and commenced seaplane operations for 10 days. She returned home 22 September and remained there until 8 October except for a one-day dependents' cruise on 3 October.

She sailed to San Diego, California for supplies 12 October and then went to Long Beach Naval Station for minor repairs.

On 19 October 1964, the Salisbury Sound anchored in White Cove, California off Catalina Island and commenced seaplane operations. She returned to Whidbey Island 26 October and remained there until departing for a Far East cruise.

On pulling into Yokosuka, Japan, the Salisbury Sound tied next to the Pine Island, her sister ship, and on 1 December the Commander Patrol Force Seventh Fleet shifted his command to the AV-13. Four days later the Salisbury Sound left for Buckner Bay, Okinawa.

The ship spent Christmas and New Year's in Buckner Bay and on 6 January 1965 lifted anchor for Keelung. She stood in Keelung two days on 8 January left for Kaohsiung and then on 14 January pulled into Naha, Okinawa.

She returned to her homeport overseas, Buckner Bay, 19 January and remained there until 5 February when she departed for Manila Bay.

She stood off Sangley Point in Manila Bay on four hours standby until the next day when she steamed for DaNang, South Viet Nam.

For five days from 12 February she operated a seadrome at DaNang. She returned to Sangley Point and then to Buckner Bay where she pulled in 23 February.

On 25 February, Captain Earnest R. Horrell relieved Captain Merle M. Hershey as Commanding Officer.

March 22 the Salisbury Sound left Buckner Bay for Hong Kong where she anchored for six days. The American Counsel General visited the ship 26 March.

March 31 the Salisbury Sound left the world's most populated city for Buckner Bay arriving there 3 April.

On 30 April the ship left Buckner Bay for Subic Bay, Philippines, arriving there 3 May. Five days later she left Subic Bay and steamed into Manila Bay and then to Poula Condore, South Viet Nam, arriving 11 May and setting up a seadrome the next day. On 20 May the Salisbury Sound secured seaplane operations and sailed for Bangkok, Thailand.

While in Bangkok the ship was visited by officials of the Thai Royal navy and British naval officers.

Culao Cham Island, South Viet Nam was the next port of call. Leaving Bangkok 27 May, the ship was refueled at sea while underway 29 May. She arrived at her destination 31 May and set up seadrome operations.

On 5 June she closed down her seaplane operations and sailed for Subic Bay, where she anchored for two days before returning to the United States. The trip across the Pacific took 18 days and the Salisbury Sound arrived at Oak Harbor 26 June.

On 5 August the Salisbury Sound reported to Seattle for the Sea Fair, the Navy's part in the World Fair being held in Seattle. She remained in Seattle for four days before returning to Oak Harbor.

At her next port of call, Juneau, Alaska, the Salisbury Sound once again set up a seadrome on arrival 10 September. Three days later she lifted anchor and sailed for Kodiak, Alaska where she was warmly greeted on 15 September as a visitor after her timely help following the earthquake of the year before. After a five day visit, she sailed for Anchorage, arriving 21 September. Two days later she heaved in the anchor and returned to Oak Harbor.

From 27 September until 5 February 1966 the Salisbury Sound remained on the West Coast, moving only to pick up supplies or undergo repairs prior to her final cruise.

After visits to San Diego for supplies, Bangor, Washington for ammunition and Bremerton shipyards for repairs, the Salisbury Sound departed the United States from San Diego 5 February for Yokosuka, Japan. The ship left Yokosuka 23 February and made quick stops in Kobe, Japan and Buckner Bay, Okinawa before getting back to the business of tending her seaplanes in Cam Ranh Bay, South Viet Nam. She arrived there on 4 March.

Capt. Clarence E. Mackey relieved Capt. Earnest R. Horrell as Commanding Officer of the Salisbury Sound 7 March. It was the first time a United States man-o-war changed Captains in Viet Nam.

On March 26 the ship secured her seadrome operations and pulled out of Cam Ranh Bay and set her charts for Subic Bay, P.I., arriving there two days later for a five day stay before steaming to Hong Kong.

It was a 24-hour journey from Buckner Bay to Keelung, Taiwan, and after three days in port there, the Salisbury Sound headed for Kaohsiung, Taiwan, arriving 9 May. Returning to Cam Ranh Bay, South Viet Nam on 15 May, the ship set up her seadrome and tendered her planes until 3 June, when she lifted anchor and steamed for Bangkok, Thailand, for a four-day goodwill visit. She went back to Subic Bay for provisions and rest for the crew before beginning nearly three months of seaplane operations: in Buckner Bay from 17 June to 6 July, in Cam Ranh Bay from 10 July to 6 August, and again in Buckner Bay from 12 to 29 August.

On the 29th, the ship headed for Sasebo, Japan for a goodwill visit and rest for the crew arriving 31 August. After a ship's party, the USS Salisbury Sound pulled out of Sasebo 9 September and headed to Buckner Bay for fueling and supplies. The ship departed Buckner Bay 27 September and headed for Subic Bay, where she moored alongside the Currituck, her sister ship, on 30 September, and transferred the Commander Patrol Force Seventh Fleet, Rear Adm. Roy M. Isaman to the Currituck before heading to Cam Ranh Bay on 5 October.

During her last operations in Cam Ranh Bay, from 7 to 27 October, the ship pumped her millionth gallon of aviation fuel to her attached seaplanes, setting a record for a Seaplane Tender for number of gallons pumped during one cruise. On 27 October, the Salisbury Sound hoisted a 540-foot homeward bound pennant and steamed from Cam Ranh Bay for the last time.

Another rarity, a double hoist, was accomplished for the trip from Cam Ranh Bay to Sangley Point in Manila Bay when a second Martin Marlin seaplane developed engine trouble just before departure time, forcing the Salisbury Sound to accommodate the second plane on her deck. After off-loading the giant planes in Manila Bay, the ship sailed for Subic Bay, arriving the same day, 29 October.

On 2 November the ship pulled out of Subic Bay and steamed for Buckner Bay for refueling before starting across the Pacific bound for the United States. The long-awaited trip back began 5 November. The Salisbury Sound pulled into Oak Harbor for the last time 21 November, in time for her crew to enjoy Thanksgiving, Christmas, and New Year's celebrations.

The ship bid farewell to her homeport 3 January 1967, and started her last voyage to Bremerton, Washington, where she docked at Pier Delta at the Puget Sound Naval Shipyard.

The ship's Executive Officer, Commander Austin V. Young relieved Capt. Clarence E. Mackey as Commanding Officer 13 January 1967.

On 31 March 1967, the USS Salisbury Sound was decommissioned and joined the Reserve Fleet, ending a 21-year career.

A BIT OF HISTORY: "Parol Squadron One, home ported at the Naval Air Station, Barbers Point, Hawaii, is a land-based anti-submarine patrol squadron currently flying the P-3B(D) "Orion". The squadron has an average complement of 65 officers and 255 enlisted personnel. Patrol Squadron One was commissioned in Deland, Florida on 15 February, 1943 as Bombing Squadron 128 (VB-128). The squadron first flew the twin engine PV-1 on ASW missions out of NAS Floyd Bennett, Brooklyn, NY. In August, 1943, the squadron deployed to Iceland to support the antisubmarine operations in the North Atlantic convoy lanes. While flying out of Iceland, the unit was credited with sinking one German U-Boat and damaging another. In December, 1943, the convoy lanes were moved south, out of range of the "Venturas" and VB-128 was moved to Puerto Rico where it remained until the summer of 1944. The squadron's designation was then changed to VPB-128 and was moved to the Philippines where it carried out bombing, anti-shipping and antisubmarine mission until the end of the war. Shortly after VJ day, the squadron moved to Okinawa where it remained until 1947. During this period its designation changed to VP-ML-1 and the unit transitioned to the new PV-1 "Harpoon". VP-ML-1 returned to San Diego, California in March, 1947 and received the new P2V-2 "Neptune", a longer range twin engine patrol aircraft. On 13 January 1948 the squadron moved to NAS Whidbey Island, Washington, Washington. In September of that year the squadron was given it present name. After reporting to Whidbey Island, VP-1 made frequent deployments to Alaska, Japan, Vietnam and the Philippines. In May, 1955, Patrol Squadron One, then flying the P2V-5, became the first squadron to make an around-the-world cruise. The chain encircling the globe on the squadron patch is symbolic of this feat. In February, 1966, VP-1 deployed to Iwakuni, Japan and also maintained a seven-plane detachment at Tan Son Nhut Air Base in the Republic of Vietnam in support of Operation Market Time. VP-1 became the first patrol squadron to suffer casualties in the Vietnam conflict when the air base was attacked on 13 April, 1966. During this attack, one VP-1 man was killed five others wounded, and five detachment aircraft were damaged. During this deployment, the squadron achieved an unprecedented readiness figure of 100% and returned to Whidbey Island with all twelve crews having achieved "Alpha" status, the highest readiness that can be achieved by a crew. In May 1967 and again in August 1968 Patrol Squadron One deployed to Sangley Point, Republic of the Philippines, and concurrently maintained a detachment of aircraft and personnel at Cam Ranh Bay, Republic of Vietnam. VP-1 became the first squadron to operate full-time in support of Operation Market Time from the new facility at Cam Ranh Bay. Patrol Squadron One became the last fleet squadron to transition to the P-3 "Orion" with the first new aircraft arriving at Whidbey Island on 1 July 1969. Suring the squadron's next deployment to MCAS Iwakuni, which began in February 1970, their homeport was changed to NAS Barbers Point, Hawaii. In October 1971, VP-1 deployed to Sangley Point, Republic of the Philippines, and maintained a detachment at Cam Ranh Bay, Republic of Vietnam. They completed the deployment operating out of Cubi Point, Republic of th