MISHAPs: 25 MAR 38 A/C: PBY-1 Location: Unknown Strike: Yes BUNO: 0111 CAUSE: WHILE UNDER TOW BY USS SALT LAKE CITY, SANK Contributed by Terry email@example.com [02APR98]
MISHAPs: 03 JAN 39 A/C: PBY-2 Location: NAS Pearl Harbor, Hawaii Strike: No BUNO: 0495 <6-P-12> Cause: Truck ran into wing while PBY was parked (Minor injs or aircraft damage) Contributed by Terry firstname.lastname@example.org [13APR2000]
MISHAPs: 23 AUG 43 A/C: PBY-5A Location: Base roger Strike: NO BUNO: 2464 Cause: Training - After two hours of water instructions, the instructor, CAP Myles, decided to return to hanger via seaplane ramp. Swinging slowly to the left, making a full circle, which brought him into a position about 110deg and downwind of the ramp, he continued this approach, to swing into line with the ramp, when almost abeam, due to the wind effect and large angle of approach, the plane drifted more than pilot realized, striking the ramp about a 100deg angle, breaking the right landing gear and damaging nose section and nose wheel. Damage: Repair damaged parts: Crew Ok. Pilot CAP. Alfred L. Myles, USN, Lt(jg) J. L. Riggs (co-pilot), AP1c R. J. Robe, AMM1c W. E. Paulson, AMM1c James B. Lockhart, ARM1c G. Migliori, ARM2c John Novak, SK1c Arnold W. Pearson, and Sea1c Robert Kinzer. Contributed by Terry email@example.com [10DEC2002]
MISHAPs: 04 OCT 48 A/C: P2V-2 Location: NAS Adak, Alaska Strike: NO BUNO: 39355 Cause: NAV & INSTRUMENT FLT; NOSE WHL COLLASPED, LNDG Contributed by Terry firstname.lastname@example.org [06APR99]
NOTICE: "...On Jan 14 1952 a PB4Y-2, Bu#59704 of VP-871 had a double engine failure and crashed about 4 miles east of NAS Atsugi, Japan. All aboard perished in this accident. (This information along with crew names can be seen on the VP International site, http://www.vpinternational.ca/ .) VP-871 was relieving VP-6 at Atsugi. Either one or two members of VP-6 were aboard to help familiarize VP-871 with their new duties. I'm interested in determining which of the names were VP-6 personel...Bob Dell email@example.com..." [03JUN2002]
"...I have determined the name of the VP-6 member of the crew that perished in the VP-871 accident on Jan 11th 1952. He is listed as L. R. Humiston AMC on the VP International list. His name was Les Humiston and he was an APC (Enlisted pilot). Les was the PPC of crew 1 of VP-6 at the time of the accident. (The skipper had transferred himself to another crew to fill an emergency vacancy near the end of VP-6's deployment leaving Humiston with crew 1.) Humiston was a well qualified pilot as his previous duty was checking out officers in type before being transferred to VP-6. This information comes from his radioman in crew 1, Frank Acosta, who was an ALC at the time and a friend of Humiston's. It was also was verified by Rudy Ohnersorgen who had also served in Humiston's crew..." [19JUN2002]
NOTICE: "...Ralph Wiggert, Vladivostok area...I am looking for information on a Navy crew member of a P2V Neptune partol bomber shot down near Vladivostock Russia in 1952. while on a patrol mission. The person was a member of Navy Partol Squadron 6 (VP 6), stationed in Japan. His name is Ralph Wiggert, and was Navy Reserve, called back for the Korean War. I do not know if he was listed as KIA or MIA since. We never found any wreckage of the aircraft nor was there any acknowledgement by North Korea or Russia of this incident. Thanks...Dick Myers HLMYERS@AOL.COM
MISHAPs: 16 AUG 50 A/C: P2V-3 "...NEPTUNE by Wayne Mutza firstname.lastname@example.org is an excellent book..." Contributed by Charles Pomeroy email@example.com (former AL1 with time in VP-27, VP-6, VP-9, and VP-11 from 1949 through 1956) ..." [Updated 26NOV2002 | 13APR98]
NEPTUNE by Wayne Mutza firstname.lastname@example.org is an excellent book, well written and one that is certainly needed if the P2V is to be remembered. In the interest of accuracy, however, I would like to make a minor correction and perhaps add a little more detail to an incident Mutza describes on page 59 (Chapter 5: Korea). In the last paragraph on that page, his placing of the downing of a P2V-3 at Chinnampo (the harbor for Pyongyang) is not quite correct. Although in the general Chinnampo area, the incident occurred at an inlet south of that port. (We had done Chinnampo a week or so earlier in a two-plane night illumination recon led by Cdr. Art Farwell, first there and then at Kunsan, farther south, in which we encountered a night fighter as well as flak in both target areas.)
There were two P2V-3s from VP-6 flying coastal interdict missions on the west coast of Korea that day in August, 1950, the 12th or 13th, I think. This was still Pusan perimeter time and the order of the day was to stop any movement south. Both planes were armed with sixteen 5-inch rockets and several 500-lb. bombs as well as six 20 mm cannon in the nose, two in the tail turret, and the two 50 cal. machine guns in the upper deck turret. Our PPC in the lead plane was Lt. Cdr. Wiley Hunt and the co-pilot was Lt. Bo Doster, who that day had switched places with the navigator, Lt.jg. Fred "Snide" Etherton to give him some time in the right-hand seat on this flight. Our Plane Captain was P. R. Foster, AD1, who was later lost on the shootdown by the Soviets of VP-6 plane near Vladivostok on Nov. 6, 1951. Jack Remington, ALC, my mentor, was in the radar position just aft of the wing beam. I manned the radio position, just behind the cockpit, which allowed me a view of the action by looking out between the pilots (and over P.R Foster's shoulder). C.V. Miller, our ordnanceman, and the 2nd Mech, whose name I can't recall, manned the two gun turrets.
Our second aircraft, BE-5, broke off from our flight to hit a target, a weir holding rice-paddy water, with the intent of washing out the north-south road on which it faced. We had proceeded on and south of Chinnampo came across a North Korean PC boat in a small inlet. Following the usual procedure, we climbed to around 1,800 feet and pushed over into a rocket run. We soon started taking fire from the PC boat (I remember clearly hearing the co-pilot shouting at Hunt to "hit the 20s"), and also from the shoreline where it seemed several other camouflaged PC boats were positioned. After breaking off from this attack, we tried to contact BE-5 on VHF, but the low altitudes at which were working in mountainous terrain made contact impossible. Hunt called for a try on CW, but just as I reached for the key we received an SOS from BE-5. They had flown into exactly the same situation and started a similar rocket attack on a target that was alert and ready. BE-5 was hit in the starboard engine, which caught fire, and they ditched about 12 miles or so off the coast.
We immediately returned to the scene and spotted the two rafts in the water, which we marked. We also saw the PC boats headed out with the obvious intent of capturing the downed crew. Hunt held them at bay, flicking a rocket in their direction whenever they came too close (Hunt, by the way, was a POW in WWII, captured by the Japanese after his PBY was downed, and wanted no one to suffer a similar fate.) Fortunately, we were able to raise the nearest ship, the H.M.S Kenya, a British light cruiser, which came on full speed.
In the meantime, faced with the prospect of a long stay "on station" and a potential fuel problem, we dumped all unnecessary weight overboard, including bombs, ammo from the upper deck and tail turrets, and everything loose in the afterstation. The pilots conserved fuel as best as possible, but it was questionable whether the Kenya would arrive before we would be forced to leave the area. When she came into view (what a beautiful sight!) and we knew it would reach the rafts before the PC boats, we headed for Iwakuni. And just barely made it, "sucking fumes" was the expression Foster used. In fact, the port engine stopped turning over as we taxied in.
The crew of BE-5 was transferred two days later to a Canadian destroyer, the Cockade, and finally returned to Tachikawa a month later, except for Dick Colley (AL3), who had received burns while in the radar position just aft of the wing on the starboard side when the plane was hit. Dick was sent to the hospital at Yokosuka, where I later visited him (we both made AL2 within weeks of that event). Bill Goodman, then an Ensign, was the PPC and Sullivan was the co-pilot (he was also my PPC during our second tour in '51-'52). The navigator was David Styles, who had a trainee, a midshipman by the name of Robert Greencorn, said to have been the first one to see combat since the days of sailing ships. "Dusty" Rhodes, ADC, was the Plane Captain, Carl Whitsley, AM1, the 2nd Mech, and John Scott, AOC, the ordnancemen. Otis Rhea, who was flying in the radio position (he was also an excellent saxaphonist), was 2nd Radio.
Most of us believed at the time that we had flown into a flak trap. In any event, if anyone would like to discuss that period, please feel free to contact me.
MISHAPs: 24 JAN 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: NO BUNO: 124284 Cause: COMBAT RECON PATROL; WHLS UP LNDG AFTER 12hr. PATROL-PILOT FATIGUE Contributed by Terry email@example.com [06APR99]
MISHAPs: 02 JUL 51 A/C: P2V-3 Location: NAS Barbers Point, Hawaii Strike: NO BUNO: 122932 Cause: GEAR COLLASPED LNDG Contributed by Terry firstname.lastname@example.org [06APR99]
MISHAPs: 14 OCT 51 A/C: P2V-3 Location: NAS Atsugi, Japan Strike: Yes Deaths: 1/minor, 8/ok BUNO: 122939 Cause: Single engine force-landing Contributed by Terry email@example.com [03APR98]
MISHAPs: 06 NOV 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: Yes Deaths: 10/missing BUNO: 124283 Cause: Last reported position, 42-20N 138-30E Tactial flight. est.0900. Pilot Lt(jg) Judd C. Hodgson, USNR, Lt(jg) Sam Rosenfiel, USNR, Ens Donald A. Smith, USNR, AD1 Paul R. Foster, USN, AO1 Reubens Baggett, USN, AL2 Paul G. Juric,USN, AD3 Jack Lively, USN, AT1 Eriwn D. Raglin, USN, AL2 Ralph A. Wigert,Jr,USNR, and AT2 William S. Meyer,USNR Contributed by Terry firstname.lastname@example.org [Updated 03APR98]
Report: P2V-3W Bu#124283
Departed NAS Atsugi, Japan at 0527 on 6 Nov 1951 with IFR Tactical clearance.
The preflight of the aircraft was conducted by the aircraft Captain and the Patrol aircraft commander. The flight was cleared through NAS Atsugi, Japan Tower by ATC. The last voice contact was made with Niigata DF net control at 0646. The aircraft was reported as being on course of assigned sector. The last known radar position of the aircraft was observed at 0850. The last known position was 42-20N 138-30E. A comprehensive search was conducted by squadron aircraft and Air Force Search & Rescue aircraft. The area was systematically searched for three days with a total of 119.3hrs logged by the squadron. No floating debris or any other indication of what might have happened was found during this search. The aircraft has been listed as missing in the Japan Sea. All search and rescue facilities available were used in the search.
"...The team is still working on acquiring documents which may reveal the true fate of the Patrol Squadron Six aircraft and its crew shot down by the Russians on 6 November 1951. I will let you know of any new developments..." PICKERING, Richard Charles "Papa Rich" Retired email@example.com [05SEP2013]
The VP-6 Event 1951 Team wishes to thank you for your help in identifying the parts found near Vladivostok, Russia. We have been working with 13 groups. These groups are Lockheed-Martin, Anderson Aeromotive (largest rebuilder of the Wright R3350 engines in the world), Experimental Aircraft Association, B29 Group, Curtiss-Wright Corp, 3 Patrol Squadron Websites and 5 Air Museums, including the Russian Monino Central Air Force Museum.
The parts the group has been conducting inquiries on are in all probability from a 58th Bomb Wing B-29 abandoned over Soviet Far Eastern Russia following its serious damage over the Japanese home islands on a combat mission in 1944. As the aircraft is known from statements of the crew to have been abandoned over land north of Vladivostok, It appears that the items of debris in the photos come from that aircraft, which crashed at that location from either fuel exhaustion or autopilot-controlled flight into terrain.
Very definitive information was obtained from the B-29 website, which described the tank and seat back armor in detail, providing tech order information showing armor location in the aircraft and its shape. They were also able to at least partially identify another item of debris which they related to the B-29's electrical system. The ladder, picture three, was not identified as belonging to this aircraft.
No P2V items were identified. On my visit to the Air Museum at Moffett Field I was able to take pictures of the inside of the aircraft they are working on for the museum, a P2V-5F BuNr 128393. I took a picture of the ladder, attached, and it clearly does not match the picture #3 we have. The ladder was the same in all versions of the P2V until the change for the P2V-7. I discovered that I flew this aircraft in 1958, following overhaul, from NAS Alameda for delivery to VP-22 at NAS Barbers Point, Hawaii.
"...I just got off the phone with an intelligence analyst friend, still with NCIS, who was a shipmate and fellow subordinate with me. He's going to try some mensuration tests on the photo of the machine gun round to determine its lineage. Something else he brought up was how do we determine how deep the water is off Cape O? You can bet that area has been extensively explored by American submarines to try to put together highly detailed hydrographic charts of the area, for tactical use in war. I doubt that information is unclassified. I further seriously doubt the Russians will publish it as Vlad is still an active Russian naval installation. The reason I bring this up is because its depth would tell us whether it was feasible for the Soviets to send deep-sea divers down to the wreck of the aircraft to recover it. Remember, it was a treasure trove of valuable electronic devices and data, and well worth the hassle a recovery would involve. If they couldn't use divers, they may have been able to dredge for it and recover it that way. If the hillside near Vlad is a dump vice a crash or crash-landing site, this could be the final resting place of what's left of the aircraft."..." PICKERING, Richard Charles "Papa Rich" Retired firstname.lastname@example.org [14AUG2013]
"...Need your HELP identifying items recently found on the hillside near Vladivostok, Russia. The items may be aircraft parts from the VP-6 P2V-3W that was shot down by the Russians south of Vladivostok on 6 November 1951 with the loss of all hands (10 aircrew men) by Soviet La-11 fighter aircraft (piloted by I. Ya. Lukashyev and M.K. Shchukin) while on patrol in the Sea of Japan off Vladivostok, Siberia. BuNo 124283 was conducting a weather reconnaissance mission under United Nations command. The attack occurred over international waters, but the Russians claimed the aircraft had violated Soviet airspace over Cape Ostrovnoy. The Soviet pilots reported that they intercepted the VP-6 aircraft near Cape Ostrovnoy approximately 7-8 miles from the shore. After firing upon the P2 Neptune, the aircraft burned, fell into the water, and exploded 18 miles from the shore killing the entire crew. Rich Pickering is working with Michael Stevenson, retired NCIS agent and John Zimmerlee, Exec Dir Korean and Cold War POW/MIA Network to try to determine the actual fate of this aircraft. The items we want information on are shown in the 10 pictures below. The quality of the pictures is poor, but do the best you can. Also, would you let us know if you know of any other aircraft that went down in the vicinity of Vladivostok? Report your findings by email to Richard Pickering at email@example.com with a copy to Randy Silbaugh at firstname.lastname@example.org. Please give us your rank/rate and assignment in the Squadron. Rich Pickering will forward your replies on to the NCIS agents. BTW - I served VP-6 and VP-22..." PICKERING, Richard Charles "Papa Rich" Retired email@example.com [09AUG2013]
LEFT TO RIGHT:
(1) Possible seat frame with headrest, (2) Unidentified debris in field, (3) Possible aircraft ladder - maybe the front entrance ladder, (4) Unidentified debris, (5) Medal or fiberglass tank, (6) Possible medal plate and debris, (7) Medal tank with three reinforce bands, (8) Unidentified debris and (9) Flat metal plate with tapered top and slot through the plate.
Comments by Michael Stevenson
The apparent .50 caliber round that is being held by the Light Colonel shown below would have been a showstopper, given a photo of its headstamp. I say that because there would be no logical reason for that round to be there. The standard Soviet heavy machine gun round was a .51 caliber used by a DShK machine gun. That's what they installed it on all the Lend-Lease aircraft they got from us. If it normally carried a .50 caliber in US or British service that was replaced by the Soviet .51 caliber. I don't see how a US .50 caliber Browning M2 round washed up on the shore as it's got a substantial copper-jacketed bullet on one end that should hold it onto the sea bed pretty well. Unless it came up in a dredging expedition, or was recovered by divers, that would explain how it wound up on that hillside - which actually may be a dump, rather than a crash site. Is this the .50caliber we used in the P2V-3W?
"...November 6, 1951: US Navy Aircraft Lost Near Vladivostok..." WebSite: POW-MIA http://www.aiipowmia.com/koreacw/cw1.html [23MAR2005]
November 6, 1951: US Navy Aircraft Lost Near Vladivostok
Aircraft: US Navy P2V Neptune
Crew: 10 (no survivors or remains recovered)
Description: - #6
This aircraft was apparently shot down by Soviet fighters either over international waters about 20 miles from Vladivostok, USSR (according tot he United States) or over Vladivostok (according to teh Soviets). The US did not announce the incident until November 23, 1951. In a protest note dated November 7, but not made public until November 24, the Soviets claimed the aircraft flew over the city and opened fire when 2 Soviet aircraft tried to force it to land, bringing Soviet retaliatory fire. "The Russian pilots were believed to have been 2 who, Moscow announced Nov. 23, had been given the Order of the Red Banner for exemplary fulfillment of their service duties." Crewmembers:(partial list) - #7
Hodgton, Judd Clarence .. LTJG
Rosenfeld, Sam .. LTJG
"...I was surprised to see on display at the SAC museum in Omaha a memorial to VP-6, Crew 10 lost in November 1951..." Contributed by NOVETZKE, LCDR Richard C. N999N@aol.com [12AUG2004]
"...06NOV51 - While conducting a weather reconnaissance mission under United Nations command, a USN P2V-3W Neptune (BuNo 124284) of VP-6 was shot down over the Sea of Japan, near Vladivostok, by Soviet La-11s flown by I. Ya. Lukashyev and M.K. Shchukin. The Soviet pilots reported that they intercepted the aircraft in the area of Cape Ostrovnoy approximately 7-8 miles from the shore. After they fired on the aircraft, it fell, burning, into the water and exploded 18 miles from the shore. The crew of Judd C. Hodgson, Sam Rosenfeld, Donald E. Smith, Reuben S. Baggett, Paul R. Foster, Erwin D. Raglin, Paul G. Juric, William S. Meyer, Ralph A. Wigert Jr. and Jack Lively were reported as missing..." Website: Aircraft Downed During the Cold War and Thereafter http://www.silent-warriors.com/shootdown_list.html [20FEB2003]
"...I got the attached article from my former Skipper (VP-90). It is from the Honolulu paper on 11/11/02..." Contributed by LARSON, LCDR John Retired firstname.lastname@example.org [20NOV2002]
"...11/06/51 US Navy P2V Neptune Crew: 10 (no survivors or remains recovered) This aircraft was apparently shot down by Soviet fighters either over international waters about 20 miles from Vladivostok, USSR (according tot he United States) or over Vladivostok (according to the Soviets). The US did not announce the incident until November 23, 1951. In a protest note dated November 7, but not made public until November 24, the Soviets claimed the aircraft flew over the city and opened fire when 2 Soviet aircraft tried to force it to land, bringing Soviet retaliatory fire. "The Russian pilots were believed to have been two who, Moscow announced Nov. 23, had been given the Order of the Red Banner for exemplary fulfillment of their service duties." Crewmembers:(partial list): Hodgton, Judd Clarence LTJG, Rosenfeld, Sam LTJG4..." http://asa.npoint.net/splanenew.htm [13FEB2000]
"6 Nov. 1951--P2V-3W from VP-6 shot down by Soviet aircraft, over Sea of Japan off Vladivostok, Siberia..." http://www.history.navy.mil/faqs/faq56-1.htm [26DEC97]
"...Your info re a P2V-3 shot down by Soviet fighters on "06 Nov 1961" seems wrong to me, so perhaps a correction is in order. It should probably be 1951, not 1961. I remember, it was my birthday, and a number of close buddies were aboard. The plane was from VP-6, our Crew 12..." Contributed by Charles Pomeroy email@example.com
MISHAPs: 09 NOV 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: YES BUNO: 124283 Cause: SEAS; LAST KNOWN POSITION L/L'S; Lt(jg). JUDD C. HODGSON, & Gus Juric, AL2 9/MISSING Contributed by Terry firstname.lastname@example.org [06APR99]
"...Should read: Hodgson & 9/missing and Gus Juric, AL2 should be listed as well..." Contributed by Charles Pomeroy email@example.com [10JAN2001]
"...Last known position 42-20N 138-38E Crew: Pilot.Lt(jg). Judd C.Hodgson, Lt(jg). Samuel Rosenfield, Ens. Donald A.Smith, AD1. Paul R.Foster, AO1. Reubens Baggett, AD3. Jack Lively, AT2. Erwin D.Raglin, AL2. Ralph A.Wigert,Jr., and AT2. William S.Meyer..." Contributed by Terry firstname.lastname@example.org [03JAN2001]
MISHAPs: 26 DEC 51 A/C: P2V-5 LOCATION: NAS Atsugi, Japan Strike: Yes Deaths: 2/killed, 1/serious, 1/minor, 4/ok BUNO: 122972 [03APR98]
Night weather recon - 39-05N 130-11E - Pilot CDR Robert Jelene Perkinson (Killed), LCDR Lee Anthony Garland (Seriously Injured), LT(jg) Edgar Harold Hemmer (Slightly Injured), ADC Russell Lee McKnight (Minor Injury), AD1 Howard Elton Bowlin (Slightly Injured), ALCA Kermit Keith Hathorn (Killed), AL3 Joseph Brantly Manning (Slightly Injured) and AO2 Richard James Martin (Slightly Injured). Message received from 122962 "Runaway prop - losing altitude going to land at sea." Three Destoyer's proceeded to area and picked up 6 surviors. Contributed by Terry email@example.com [11JAN2001]
MISHAPs: 28 DEC 51 A/C: P2V-5 Location: NAS Atsugi, Japan 39-05-00N 130-11-00E Strike: YES BUNO: 122972 Cause: NITE WEATHER RECON; PROP FAILURE DITCHED; Cmdr. ROBERT J. PERKINSON & 1/A, 1/B, 1/C, 4/D Contributed by Terry firstname.lastname@example.org [06APR99]
MISHAPs: 21 MAR 52 A/C: P2V-5W Location: NAS Barbers Point, Hawaii 80mi NW Strike: NO BUNO: 124356 Cause: MISS-FIRE DURING GUNNERY, HIT TAIL Contributed by Terry email@example.com [06APR99]
MISHAPs: 28 MAR 52 A/C: P2V-3 Location: NAS Barbers Point, Hawaii Strike: NO BUNO: 122925 Cause: GEAR DOOR OPEN IN FLT Contributed by Terry firstname.lastname@example.org [06APR99]
MISHAPs: 22 DEC 53 A/C: P2V-5 "...22DEC53...Official Report:...Photographs were obtained of the aircraft approximately 10 minutes after the accident by newspaper photographers...The point of touch down and the path of the starboard engine and plane after touch down were determined. The props were examined...and were ascertained to be in the reverse position. It was determined from all observers that the starboard engine broke off on the first touch down. The board believes both engines were put in reverse 5-10' above deck..." Contributed by Terrance O. McCune email@example.com
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune firstname.lastname@example.org
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune email@example.com
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune firstname.lastname@example.org
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune email@example.com
MISHAPs: 00 FALL 56 A/C: P2V-5F NAS Iwakuni, Japan Strike: YES BUNO: 124689 "...A short time after departing Iwakuni on a routine patrol BE-2 developed an engine problem. The engine was shut down and the prop was feathered. The aircraft then returned to Iwakuni. Upon landing with an almost full load of fuel and without the benefit of prop reversal the aircraft ran off the end of the runway. The nose wheel lodged in a ditch doing severe damage to the aircraft. No crew members were injured. Strike P2V-5F 124689..." Contributed by DELL, Bob firstname.lastname@example.org [13JUN2002]
VP-6 BUNO: 124689
MISHAPs: 22 APR 56 A/C: P2V-5F NAS Iwakuni, Japan Strike: YES BUNO: 128354 "...Crew 3 was returning from a routine patrol mission aboard PC-7 at 8:20 PM. Due to a storm and darkness the aircraft was making an instrument approach. The aircraft touched down short of the runway shearing off the landing gear. It continued to slide on it's belly onto the runway and immediately caught fire. The crew all escaped the aircraft without any serious injuries. The pilot, copilot, Navigator and Plane Captain did receive burns that had to be treated at the Iwakuni Base hospital. The aircraft was completely destroyed in the fire. Strike P2V-5F 128354..." Contributed by DELL, Bob email@example.com [13JUN2002]
VP-6 Mishap Article
MISHAPs: 5-59 A/C: P2V-5 --- With respect to Mishaps. During my short time with VP-6 1952-1955 we experienced three Mishaps and an almost. The first was a landing incident at the Kai Tac airport in Hong Kong, reported by Terry McCune. At that time an AD1 (Plane Captain) PPC was Mr. Gunkel. If memory serves me correct Terry and the ordnance man did a great job getting all out of a burning P-2V-3. The photo I have shows only the nose with the six 20mm and the tail with the twin 20mm all that was left after the fire. The second was a taxi incident at NS Sangley Point, Philippines. The aircraft slipped off the taxi strip causing the props to impinge the surface of the strip, shatter the blades, and pierce the fuselage. The Plane Captain received serious injuries to the hand. I believe the aircraft was deemed a strike due to a broken fuselage. As an aside, in the spring of 1954 prior to VP-6 making permanent flight crew assignments, I was the duty AL in the SAR crew. At O-Dark-Hundred we got the call. A P5M on its way to NS Sangley Point, Philippines missed the magic position time. We flew out from NAS Barbers Point, Hawaii (Hiarcut Peninsula) to the last known position, and started a search pattern. The P5M made an open sea landing and was upside down in the water. The crew all perished. We were all so sick, discusted, and just plain angry we could not have been there to help the crew in any way. This TransPac was the first deployment of the P5M to WestPac. I think the Squadron was VP-50. I can tell you after that experience any time i could help a crew relay position or any other reports i was proud to help and just keep them away from a SAR call. During our deployment TransPac NAS Barbers Point, Hawaii to NAS Kodiak, Alaska in the fall of 1954, crew 12 LtJg Combs was PPC, lost an engine past the half way point. The crew performed the prep for ditching duties flawlessly with only one small misscalculation the after station stove was deep-sixed. Lockheed only had stoves for each aircraft no spares.Any crew flying in BE-12 did not enjoy hot food soup, steaks, eggs, and so on just cold horse --- on bread. Flying one operational patrol in a P-2V is more air time than I enjoyed in the back end of an AD in two weeks as a scope dope. Yes Mr.Combs made it to Half Moon Bay....With respect to my history of Mishaps during my time with VP-6, I missed a few items. The first we lost BE-8 in late 1954 or early 1955, the aircraft impacted a mountain outside of Elmendorf the entire crew perished. Also in re-reading my first submittal, I miss-spelled haircut you what they say about engineers and spelling..." Contributed by John A Sullivan Sullivan.JohnA@EPAMAIL.EPA.GOV [07APR98]
MISHAPs: 07 DEC 55 A/C: P2V-5 "...The incident occurred on December 7, 1955 during night ASW exercises using the searchlight. The PPC was LT. Kenneth Guedel. I am not sure of the copilot and navigator. The PPC, copilot and navigator survived. Seven enlisted crewmen were lost. The names of the enlisted crewmen are listed in the Iwakuni curisebook..." [08FEB2000]
"...My Father, LT Kenneth C. Guedel, was is a VP-6 plane crash December 7th, 1955. At that time I was about 4 years old. It is my understanding that he, his co-pilot and navigater survived, but there were 7 crewmembers who didn't. I do not recall this as I was too young, but I do know that my Father suffered greatly over the loss of the crewmembers. My Father passed away in 1993 at the age of 69. I just wanted to pass on my condolences to all the crewmember's families in his honor once more...Deborah Ann Stroble (Guedel) DebGuedel@Aol.Com..." [11JUN2003]
"...In response to CDR Waters' concerning Navigator on BE5 when it crashed on December 7, 1955, it was LTjg R. S. Smith..." Contributed by MOREHOUSE, Marvin firstname.lastname@example.org [01JUN2001]
"...I believe CDR Waters submitted that report but he didn't remember who the Co-Pilot and Navigator Officer was. I can't remember who the Navigator Officer was either but LTjg E. F. O'Malley was the Co-Pilot on that flight..." Contributed by Walter Harris Edminster email@example.com [03JAN2001]
MISHAPs: 00 SEP 56 A/C: P2V-5 --- VP-6 returned to NAS Barbers Point, Hawaii in September 1956. The squadron conducted one ready mining deployment to NAS San Diego. One P2V flew into the water and was lost on an exercise between Kauai and Oahu..." Contributed by Wayne R. Waters CDR USN(ret) firstname.lastname@example.org [11AUG98]
MISHAPs: 59-63 A/C: P2V-5 --- "...I served with VP-6 from February 1959 until October 1963. I do not have the numbers about the aircraft but someone might know. During operation Dominica we were returning from a patrol when we had a fire in the starboard receip. We were unable to maintain flight on one engine so we exercised the jettison bill. Then we took it a little beyond and stripped the aircraft of every thing plus wiring. We were being followed by a rescue aircraft that was directly over head when the PPC told me to fire the flare. (did not know that the Dumbo was overhead)) The flair missed the plane but scared them enough for them to move back. We flew on one engine for many many hours at an altitude of 25 to 50 feet. When we landed at Christmas Island we ran out of fuel at touchdown. The Aircraft was a strike. If any one remembers please E Mail me. Thanks. This took place in the spring of 61 or 62. (Old Age memory)..." Contributed by David McGuire email@example.com [12MAR99]
MISHAPs: 00 XXX 00 A/C: P2V VP-6 Mishap Photo Contributed by Wynnum B Graham firstname.lastname@example.org [05OCT98]
"...I had been wondering a long time about the VP-6 P2V floating in the pond. I finally found the identity and the circumstances of the aircraft plus photos. The attached photos and information is from the accident report for the mishap and were supplied to me by Michael Thomas a former VP-6 Aircrewman...DELL, Bob email@example.com..." [28JUL2002]
PC-1 near Mt Fuji
Day after ditching April 25
Day after ditching April 25
April 29 The Pieces. Not Tail section at bottom of Picture
The date was April 24, 1962. The aircraft was PC-1 of VP-6 Bu# 131527. The Pilot of the aircraft was LtCdr George L. Page. They were on a flight near Northern Japan when both Reciprocating engines began to fail within seconds of each other. The Jets were started and the Recips shut down. One prop was left windmilling to help supply electrical power because the jet engines on the 5F's had no generators. Page continued to fly to the coast of Hokkaido, Japan where he turned south looking for a place to cross the lower peninsula and reach Yakumo, the nearest landing strip. Low on Fuel and no apparent easy way across the peninsula without gaining altitude Page decided the best thing to do was ditch the aircraft. Bailing out would also necessitate gaining altitude and was considered more dangerous. The aircraft was set down about a mile off shore near the village of Otobe. The landing was relatively mild. So much so that when the aft portion of the crew felt the initial bump they thought they had bounced on a wave top and braced themselves for the larger impact to come. They realized they were in the water when the afterstation started to flood. The crew exited safely and were immediately picked up buy 2 fishing boats and taken to shore. The plane did not sink and was towed to shallower water by fishing boats to await salvage. Since there was nothing in the immediate area to initiate salvage of the aircraft it remained moored until the 29th of April when heavy surf broke it up. Photos and Data from Supplied to me by Michael Thomas VP-6 1960-1962.
MISHAPs: 05 APR 68 A/C: P3 LOCATION: China Sea TYPE: Collision Water STRIKE: Yes DEATHS: 08 BUNO: 151350 CAUSE: Possible AutoPilot GOTO: Memorial
In Memorial for lost friends...April 5th, 1968 [Updated 23MAY2016]
MISHAPs: 05 DEC 71 A/C: P3 LOCATION: NAS Cubi Point, Philippines TYPE: Engine Failure STRIKE: Yes DEATHS: 01 BUNO: 152151 CAUSE: Cleaning Solvent
"...I was the PPC of the VP-6 P-3A that ditched in Subic Bay on December 5th, 1971. Cause was dry cleaning solvent (instead of methanol alcohol) in the "ADI" tank. Within seconds of takeoff, all four engines went to gage limit on the Turbine Inlet Temps gages, Engines 2 & 3 exploded about 20-30 seconds after lift off (about the time the wheelwell doors closed), and Gen #4 kick off for some reason - probably overspeed, so we lost all electrics which meant we lost all hydraulics, too. We did go "boost out." But with no hydraulic power, the flaps stayed at their "Take-off" position. The wheels were UP when we hit the water (you may be able to see that the nose wheel doors are closed in one of the photos), but water impact tore the one main-mount to the "down" position. Pretty exciting 3 minute flight. Our co-pilot, Flight Engineer, and TACCO worked as a team and did a fantastic job. As I recall, our Radio operator and Radar operator tried heroically to rescue the Navigator, "Ned" Cooper. I would like to hear from any surviving crewmembers. "Astonishing Luck!"...Mike Montgomery firstname.lastname@example.org..." [14JUN2004]
"...Mishap Photo's..." Contributed by HUGHES, Ed email@example.com [Updated 28MAR2003]
"...Mishap Photo's..." Contributed by NETTLES, Bullet Bob firstname.lastname@example.org [Updated 28FEB2003 | 07FEB2003]
"...The photos attributed to a wheels-up landing might actually be photos of the "cleaning solvent" accident described directly above it. I was in NAS Cubi Point, Philippines with VP-40 on a "geedunk" flight a few days after the ditching of 152151 and got a pretty good look at the carcass as it came off of the salvage barge. Both wings had separated between the engines. The gear was down and the tail had been torn off just aft of the galley seats. The bomb bay doors had collapsed inwards causing the failure of tank 5 and a considerable amount of the floor upward into the cabin. This failure was the cause of the death of the navigator (the only fatality) on the plane who was crushed by the damage. The sonobouy package doors also failed in/upward and according to the Lockheed reps the failure allowed the hydraulic load center and points aft to fill with water and the hydrostatic overpressure blew off everything aft of the galley. From what we got from the tech reps the aircraft lost all electrical power and all hydraulics and was flown "boost out" out over the bay where it ditched (gear down, flaps at takeoff, two engines "flamed"). Good job on the flight deck by all hands to just make the water! STITH, Steve email@example.com..." [29OCT2001]
"...Mishap Photo's..." Contributed by Ed Hughes firstname.lastname@example.org [01APR98]
"...I was reading about the wheels up landing in Kaui. I have one of a few of the Oil Painted pictures of that aircraft that was made in Korea during the OKINAWA deployment. My 3P on that crew was called "Kid Kersey." I don't remember his first name at the moment (it's in my cruise book) but he had the oils made for those of us on the crew that wanted one. I remember him, he was just a BIG KID, and he really loved that plane, this was his 1st crew and all. It just so happened that I heard that he was the PPC on the Crash Day! How things happen..." Contributed by Kim Kramar K3msugrad@hotmail.com [01APR98]
"...There is an error in VP-6 Site description of the wheels up landing in Kaui on September 5, 1980. There were no deaths with the possible exception of a few of those famously huge flying cockroaches Hawaii is known for. I was in the squadron at the time and with the CO and others on a pre-deployment visit to NAS Cubi Point, Philippines. The PPC of the subject A/C was my Branch Officer (Avionics) and the aft observer was a friend of mine, AT3 "Crash" Benson (the nickname a result of the Kaui crash). As "Crash" related it to me, they were on a bounce hop and he had nodded off in the aft observer seat when he felt a strange vibration and heard the sound of scraping metal. He looked out the window and saw sparks flying by. After the A/C had come to a rest, "Crash attempted to exit the port overwing but encountered flames. He then tried the starboard overwing and exited successfully. He looked down the runway and saw the 3 pilots and the FE running away. Now this is the best part; "Crash" calmly said "I walked to the side of the runway and felt like having a smoke. So I sat down, lit one up, and watched her burn." Talk about grace under fire! The FE (approx. 12 years experience) "signed his page" and the PPC went to Beeville Tx. where I hear he crashed a prop trainer aircraft..." Michael Kelly email@example.com [01APR98]
"...I believe the plane that was involved in the wheels up landing was known as dimples due to a hail storm it flew into that did extensive damage which sent it to rework for some time before we got it back..." Contributed by Ira Catlin mailto:firstname.lastname@example.org [14MAR98]
BUNO: 152151: P-3A 04-03-65 VP-46 RC-16; 18-11-66 NAS Moffett Field, California pool; 27-02-67 VP-48 SF-7; 15-10-68 VP-17 SE-7/ZE-5; 03-08-71 VP-6 PC-6---BOOKs: TITLE: "P-3 Orion" by Marco Borst and Jaap Dubbeldam...booklet on the P-3 Orion which was published in February 1996, with b/w photo's, 111 pages full of history of every P3 produced, etc. Contact Marco P.J. Borst email@example.com WebSite: http://p3orion.nl/index.html [30DEC97]
MISHAPs: 05 SEP 80 A/C: P3 LOCATION: Hawaii TYPE: Wheels Up Landing STRIKE: Yes DEATHS: 00 BUNO: 151459 CAUSE: Pilot
MISHAPs: 03 JAN 87 A/C: P3 LOCATION: 6 miles from NAS Barbers Point, Hawaii TYPE: Lost Prop STRIKE: No DEATHS: 00 BUNO: 154583 CAUSE: Lost Prop in flight.
"...I'm the senior engineer on VP-6's January 6, 1987 prop separation flight (BUNO: 154583 - PC-63). I was looking at my photo's just now and recalled that I NEEDED to do the maintainence turns on the plane 99 days after the mishap. (Also took it on a VIP Flight from NAS Barbers Point, Hawaii to Dodge and back with the Admiral a few months later--1010 all the way). It's real interesting to read about what happened from folks that weren't there. Timmy Rowan's is pretty good and pretty close. Nice Work Timmy. The story itself is a good one, and I'll run it by you all in a future email. I'm writing this one to check the links and see my name up in lights! Actually, I just a very lucky guy to be alive and well. Very Sincerely Yours...MULLINS, AD1(NAC)(MTS)(EAWS) Retired firstname.lastname@example.org..." [11JUN2003]
"...Crew and plane that lost the prop in 1987. I was on crew 5 as the SS3 operator, (not the crew who flew the plane), and was coming in for Ready Alert preflight the next morning after this happened and saw the plane - WOW! No one was to go near it and no one was to take pictures. The next day they took this picture of the crew and the plane. I do not know if this was ever published anywhere but I knew the photographers mate and got a copy. The pilots name was Junior Koshal and when he finally got the plane on the deck he jammed on the brakes so hard he blew out the main mount tires trying to get the plane to stop, (had two major engine fires blazing away on the wing), the crew evacuated over the opposing wing. Cause - over speed on start up and prop failed to feather on shut down and kept wind-milling all the way home. What was discovered about this as this was the first P-3 to make it home after this type of failure was with the engine shut down and an un controlled "fail to feather prop" on the engine the oil pump to the prop gear box no longer pumps oil so it super heated and basically exploded separating the prop from the engine and sent it into the prop of the next engine, luckily seizing it. This oil problem has since been fixed thanks to the Plane and crew in the picture. Tim Rowan email@example.com..." [29JAN2002]
"...I was aboard the dreadful "overspeed/prop decouple" flight of January 3, 1987...Danny L. Braswell, AT2 firstname.lastname@example.org..." [16JUL2000]
They were out on patrol running on 2 engines and upon restart of the other 2 engines got a chips light in the cockpit but before they were able to kill the engine the prop decoupled. After a flight of about 6hrs they lost the prop about 6 miles out from Barbers. The departing prop sheared part of 2 blades off the adjacent engine and damaged the mainmount. The plane lost several thousand feet of altitude before they regained control of the aircraft. I was told the the plane actually was pulled around in a loop because of the torque of 2 engines on one side still supplying power. They were instructed to land at NAS Barbers Point, Hawaii if possible rather than ditch. They landed safely while blowing the remaining mainmount tires and spreading debris down the runway. It was my understanding at the time that this was the first P-3 that had ever made it back to base after a prop had departed the aircraft. They were particularly interested in the flight recorder tapes to be used as a training tool in flight simulators. My roommate was the Radio Operator on the flight and had a copy of the radio and intercom transmissions off the flight recorder. The crew was quite calm throughout the incident, the pilot called Honolulu stating " Honolulu, Honolulu, mayday mayday the prop has departed the aircraft were going in", at this the Honolulu air traffic controller seriously freaked out (based on her voice). After several long seconds the pilot came back on and calmly stated they had regained control of the aircraft and was requesting instructions. Contributed by Ken Botts email@example.com [01SEP99]
"...I happened across the mishap information about the aircraft that lost a prop back in 86/87. I remembered taking pictures of the plane from a doorway in the hangar because they wouldn't let anyone near the plane with a camera. I have attached the two photo's I could find. I thought you might want to put them up under that story as dramatic evidence that the P-3 could withstand a whole lot of punishment and still get her crews back home (You can see that the number "2" prop is severely damaged and only partly feathered)..." Contributed by Mahlon K. Miller firstname.lastname@example.org [15MAR2000]
"VP-6 Summary Page"