VPNAVY VP-5 Mercury Capsule Recovery
http://www.vpnavy.org
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HistoryVP-74 HistoryHistory

Circa 1946

HistoryA BIT OF HISTORY: History ThumbnailCameraVP-74 History "...CDR T. N. THOMPSON served five months with VP-74 in 1946, two years with VP-45 from 1947 to 1949..." Official U. S. Navy Documention [25DEC2012]


Circa 1945

HistoryA BIT OF HISTORY: VP-74 History ThumbnailCamera "...August 17, 1945 - LTjg Merrill S. Moline, USNR - Patrol Bombing Squadron 74 - Fleet Post Office - New York, New York..." Contributed by John Lucas JohnLucas@netzero.com [23SEP2003]


Circa 1944

HistoryA BIT OF HISTORY: "...History of FAW-11 - History from 00AUG42-00DEC44 - Submitted December 19th, 1944. Squadron's Assigned: VP-31, VP-32, VP-53, VP-74, VP-81, VP-83, VP-92, VP-94, VP-98, VP-99, VP-130, VP-131, VP-133, VP-141, VP-147, VP-204, VP-205, VP-212, VP-213, VP-214 and VP-215..." Official U. S. Navy Records (National Archives and Records Administration) via Fold3 http://www.fold3.com/ [04DEC2012]

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

VP SQUADRONS MENTIONED

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

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

VP-6 Coast Guard

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

VP-20, VP-23 and VP-24

VP-32, VP-33 and VP-34

VP-43, VP-44 and VP-45

VP-52 and VP-54

VP-61 and VP-62

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

VP-81 and VP-84

VP-91, VP-92 and VP-94

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

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

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

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

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

VP-150 and VP-151

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

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


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HistoryA BIT OF HISTORY: VS History ThumbnailCameraAlert exercise 19 February 1944 "...The following squadrons (VS-33, VS-34, VS-36, VS-38, VS-60, VP-73, VP-74, VP-84, VB-126 and VP-214) are mentioned in a Headquarters, Eastern Sea Frontier communique, that is part of the VS-36 Squadron history. This information was provided as part of a package received from the: Naval Historical Center - 805 Kidder Breese Street SW - Washington Navy Yard - District of Columbia 20374-5060..." Contributed by EASTMAN, Jack G. vsnavy.org@westnet.com.au [20MAY2005]

HistoryA BIT OF HISTORY: "...Albemarle - DEPARTMENT OF THE NAVY -- NAVAL HISTORICAL CENTER..." WebSite: Naval Historical Center http://www.history.navy.mil/danfs/a5/albemarle-iii.htm [09APR2005]

Albemarle

A town and a sound in North Carolina and a county in Virginia. All three were named for General George Monck, the first Duke of Albemarle and one of the original Carolina proprietors

III

(AV-5: dp. 8,761; 1. 527'4"; b. 69'3"; dr. 21'11"; s. 19.7 k.; cpl. 1,195; a. 4 5", 8 .50-cal. mg.; cl. Curtiss

The third USS Albemarle (AV-5) was laid down on 12 June 1939 at Camden, N.J., by the New York Shipbuilding Corp.; launched on 13 July 1940; sponsored by Mrs. Beatrice C. Compton, the wife of the Honorable Lewis Compton, Assistant Secretary of the Navy; and commissioned at the Philadelphia Navy Yard on 20 December 1940, Comdr. Henry M. Mullinnix in command.

Albemarle remained at Philadelphia, fitting out, through mid-January, 1941. Underway for Newport, R.I., on the morning of 28 January, the seaplane tender arrived at her destination on the 30th, and loaded torpedoes. She sailed the following day for Norfolk, arriving on 1 February, and over the ensuing days remained in that area, loading bombs and pyrotechnics and calibrating her degaussing gear, before she sailed on her shakedown cruise on the afternoon of 6 February, setting course for Guantanamo Bay, Cuba.

The seaplane tender shifted thence to Havana on the morning of 18 February, and over the days which followed her captain made the usual formal calls dictated by diplomatic protocol. In Havana harbor, Albemarle dressed ship for Washington's Birthday, her 21-gun salute to the American national holiday returned gun-for-gun by the Cuban gunboat Yarn. On the morning of 24 February, the ship got underway for the Canal Zone.

Diverted while en route, Albemarle anchored in the harbor at San Juan, Puerto Rico, on the morning of 28 February, and that afternoon received the official call of Rear Admiral Raymond A. Spruance, Commandant of the 10th Naval District. That same day, she embarked 91 men from VP-51 and VP-61 from VP-52 for temporary duty and transportation, and sailed for Norfolk, Virginia on the morning of 2 March. While en route, Comdr. Mullinnix was relieved as commanding officer by Comdr. H. B. Sallada.

Albemarle moored at Pier 7, Naval Operating Base (NOB) Norfolk, Virginia, on the afternoon of 5 March, but lingered there for less than a day, getting underway the following afternoon for Philadelphia. She returned to the Philadelphia Navy Yard and spent the rest of March there, undergoing post-shakedown repairs.

The seaplane tender departed Philadelphia on 6 April, and arrived back at Norfolk, Virginia the following afternoon; there she took on board depth charges and depth bombs. She sailed for Newport on the morning of 10 April, and soon after standing out into international waters past the Virginia capes, met her escort for the trip—six "flush-deck" destroyers, one of which was the ill-fated Reuben James (DD-245). That afternoon she fueled two of her escorts, Sturtevant (DD-240) and MacLeish (DD-220) at the same time, the former to starboard, the latter to port.

Albemarle then anchored in the harbor of refuge, off Block Island, late on the afternoon of 11 April and, accompanied by the destroyer Truxtun (DD-229), calibrated her radio direction finders. She then set out to finish her voyage up the eastern seaboard to Newport, arriving at her destination late on the afternoon of 13 April. She there joined a host of warships, ranging from the battleship Texan (BB-35) and the heavy cruisers Tuncaloosa (CA-37) and Wichita (CA^IS) to old and new-type destroyers and the destroyer tender Prairie (AD-15).

While Albemarle had been on her shakedown, the United States determination to aid the British in the Battle of the Atlantic had resulted in the establishment, on 1 March, of the Support Force, commanded by Rear Admiral Arthur LeRoy Bristol, to protect the vital lifeline between the United States and Great Britain in the North Atlantic. It was formed around destroyers and patrol plane squadrons; the latter would be tended by small seaplane tenders (ex-destroyers and ex-minesweepers) and Albemarle.

Over the next few days, the seaplane tender operated in local waters, at Narragansett Bay, off Martha's Vineyard and Quonset Point, Rhode Island, running drills of various kinds and conducting target practices. Rear Admiral Bristol came on board briefly on 28 April and wore his flag in Albemarle; that same day, she embarked her former commanding officer, now Capt. Mullinnix, who was now Commander, Patrol Wing, Support Force; men of VP-56 reported on board in connection with advanced base operations, as did men from VP-55. The following day, the planes from those two squadrons commenced night-flying operations.

Albemarle, after again wearing Rear Admiral Bristol's flag on 2 May, departed Newport for Norfolk, Virginia on 4 May, arriving the following day. The seaplane tender then cleared the Virginia capes on the morning of 9 May for Newport, and arrived there the following morning. She embarked officers and men of VP-52 on 12 May and then sailed the following morning (13 May) for Argentia, Newfoundland, Canada. Ultimately anchoring in Little Placentia Bay, Argentia, Newfoundland, Canada, on the morning of 18 May, Albemarle was soon laying 13 seaplane moorings and gathering data on the weather of the region, establishing the advanced base for VP-52's operations from Argentia, Newfoundland, Canada.

Over the days that followed, in addition to tending the planes assigned to her, she also fueled a succession of destroyers. On 20 May, she received a visit from not only Rear Admiral Bristol— his first visit to Argentia, Newfoundland, Canada, which he later made his headmarters— but Rear Admiral John H. Towers, the Chief of the Bureau of Aeronautics, who both arrived separately in planes from VP-56. Both flag officers departed the following morning.

Twelve PBYs of VP-52 arrived at Argentia, Newfoundland, Canada from Quonset Point, Rhode Island on 18 May, and immediately commenced familiarization flights in the region—activities which were suddenly cancelled on 24 May. On that day, the German battleship Bismarck, which had left Norwegian waters shortly before in company with the heavy cruiser Prinz Eiu/en on what was to be a raiding cruise into the Atlantic, encountered and destroyed the British battle cruiser HMS Hood. An anxious Prime Minister Winston Churchill, concerned over the convoy routes that lay open to the powerful German battleship, immediately cabled President Roosevelt and requested American help.

Albemarle quickly refueled the aircraft that had been flying training missions that morning and readied others for the urgent mission. At 1440 the first group of four PBYs lifted off, followed a little less than three hours later, at 1720, by a second flight of seven. The pilots of the "Catalinas" were briefed for a long reconnaissance mission that would take them some 500 miles southeast of Cape Farewell, Greenland. They encountered foul weather and very dangerous flying conditions in the course of their extensive searches, did not find their quarry in the murk, and were compelled by the fog and darkness to seek haven at various bays in Newfoundland, Labrador, Quebec, and adjoining islands.

Albemarle remained at Argentia, Newfoundland, Canada until 12 June, when she sailed for Norfolk, Virginia, arriving on the 15th. There she loaded supplies, stores, ammunition and gasoline, before getting underway to return to Newfoundland on 20 June. Escorted there by the destroyer MacLeish, Albemarle touched at Halifax en route (22 June), and then proceeded on to Argentia, Newfoundland, Canada, screened by MacLeish and Cole (DD-155), arriving on 24 June. The seaplane tender supported the operations of VP-71, VP-72 and VP-73 until she sailed again for Norfolk, Virginia on 19 July, in company with Dallas (DD-199). Mooring at Pier 7, NOB Norfolk, Virginia on the morning of the 25th, she shifted to the Norfolk, Virginia Navy Yard later that same day and remained there, undergoing an availability, until 12 August.

Underway on the day, Albemarle, screened by the destroyer Broome(DD-210), sailed for Angentia once more, and reach her destination on the 16th, resuming her support of VP-73. She provided support for seaplane and flying boat operations out of Argentia, Newfoundland, Canada through October, 1941. Clearing Little Placentia Harbor on 1 November, Albemarle sailed for Casco Bay, Maine, arriving there on the 3d; she then pushed on for Norfolk, Virginia, arriving there on the 7th.

On the day that Japanese planes attacked the Pacific Fleet at Pearl Harbor, Hawaii, 7 December 1941, Albemarle lay at NOB Norfolk, Virginia, embarking passengers before she was scheduled to get underway for anchorage at Lynnhaven Roads. On Christmas Day, 1941, the seaplane tender got underway for Newport and Argentia, Newfoundland, Canada.

Ultimately, the ship proceeded to Reykjavik, Iceland, where she would encounter the most severe weather she would see in her career. One particular day, 15 January 1942, was memorable. She set her special sea, anchor and steaming watches and put out both anchors with 120 fathoms of chain on the starboard and 60 to port, with her main engines turning over and steam up on all boilers. The winds were clocked at 71 knots, with occasional gusts of 95, forcing the tender to drag anchor.

The gale lasted until 19 January, and caused heavy damage among the ship's patrol planes. The ship nearly collided with Wichita on one occasion, and was in danger of fouling several other ships during that time. Her starboard anchor was fouled once, and she lost the port anchor. She ultimately left Reykjavik on 19 January, steaming initially at greatly reduced speed because of the tempest, shaping course for Argentia, Newfoundland, Canada, where she would embark passengers for transportation to Norfolk, Virginia.

Reaching Norfolk, Virginia on 29 January, Albemarle then proceeded to Narraganasett Bay, and there provided tender services to VP-73 as that squadron worked with torpedoes there. On 5 March, Admiral Royal E. Ingersoll, Commander in Chief, Atlantic Fleet, made an unofficial call and inspected the ship informally. Albemarle completed her work with VP-73 and remained at anchor in Narragansett Bay until 3 April, when she proceeded to the Boston Navy Yard South Annex for an availability. Her overhaul lasted until 1 May 1942.

Upon completion of her refit, Albemarle got underway for Newport, on 5 May, and there, over the next few days, degaussed, calibrated her direction finders, and loaded aircraft for transportation to Bermuda. Underway on 15 May with Mayo (DD-422) and Benson (DD-421) as escorts, the seaplane tender reached her destination on the 17th, unloaded the planes she had brought, and immediately set sail for Narragansett Bay.

Relieving USS Pocomoke (AV-9) in connection with aircraft torpedo and submarine familiarization training, on the 19th, Albemarle remained anchored in Narragansett Bay until 12 August, providing torpedo services for a succession of squadrons: VP-94, VP-34, VP-33 and Torpedo Squadron 4. Underway on 12 August and escorted by the destroyers Livermore (DD-430), Kearny (DD-432) and Rowan (DD-405), the submarine tender sailed for Norfolk, Virginia. After her arrival there, Albemarle conducted gunnery exercises in the Chesapeake Bay operating area.

Shortly thereafter, escorted by Fletcher (DD-445) and O'Bannon (DD-450), Albemarle sailed for the Canal Zone on 5 September 1942. Damaging her starboard screw at Coco Solo, Panama, Canal Zone, the seaplane tender was ordered drydocked for repairs; after transiting the Panama Canal for the first time on 15 September, she entered dry dock at Balboa on the following day. Upon completion of repairs, she transported Army troops and marines to Rio Hato, Panama, for two days of joint Army-Navy maneuvers.

Over the next several months, Albemarle acted as fast transport of aeronautical material and men to naval air bases in the Caribbean and the Pacific coast of South America, as well as in the northern South Atlantic. During this time (September-November 1942), she visited Salinas, Ecuador; the air base at Seymour Island, in the Galapagos Islands; San Juan and Bermuda, primarily operating out of Colon and Balboa and escorted by the seaplane tender Goldsboroygh (AVD-5).

Relieved on station by the seaplane tender USS Pocomoke (AV-9), Albemarle sailed from the Canal Zone on 13 November 1942, escorted by Goldsborough and the small seaplane tender Matagorda (AVP-22). Proceeding via San Juan, Trinidad and Bermuda, the seaplane tender reached Hampton Roads on 30 November having completed her longest sustained tour of duty outside the continental limits of the United States.

Over the next seven months, Albemarle shuttled between Norfolk, Virginia and Guantanamo Bay, Cuba, Trinidad, British West Indies, San Juan, and Bermuda, on eight round-trip voyages. She varied this routine only slightly on the sixth and eighth of these, visiting Recife, Brazil for the first time (17 to 21 April 1943) on the sixth cruise and putting into the Canal Zone on the eighth. Her cargo included aviation gasoline and ammunition. Upon completion of that cycle of operations, she underwent repairs and alterations at the Boston Navy Yard between 15 June and 23 July 1943, departing on the latter date for Norfolk, Virginia, whence she resumed her cargo-carrying and transport run to Trinidad, Recife, San Juan and Guantanamo Bay. On this voyage, her last on this run, she brought back 27 German prisoners of war, survivors of a sunken U-boat.

Underway from Norfolk, Virginia on 16 September 1943, Albemarle sailed for the British Isles, escorted by the destroyers Bulmer (DD-222) and Barker (DD-213). Proceeding via Argentia, Newfoundland, Canada, the seaplane tender reached Swansea, Wales, with aeronautical cargo and passengers on 28 September, the men and freight she carried to support the newly inaugurated antisubmarine operations by patrol squadrons operating from the British Isles. Underway from Swansea on 4 October, she scraped a screw while leaving the harbor, and, after sailing via Argentia, Newfoundland, Canada, reached Boston on 15 October. She was drydocked the following day, and the damaged propeller was repaired. Albemarle returned thence to Norfolk, Virginia via the Cape Cod Canal, arriving at Norfolk, Virginia on 18 October.

Underway on 22 October as part of a task group formed around the escort carrier Croatan (CVE-25) and three destroyers, Albemarle sailed for Casablanca. Routed via Bermuda, the group reached its destination on 3 November. After discharging her cargo and disembarking her passengers, the seaplane tender then sailed for the United States on 10 November with another convoy, this one larger and formed around Croatan and the light cruiser Philadelphia (CL-41), escorted by seven destroyers, and containing Matagorda and three transports.

Albemarle made a second cruise to Casablanca before the year 1943 was out, underway on 28 November and escorted by the destroyers Barry (DD-248) and Goff (DD-247), and arriving on 7 December. She sailed on the 13th for Reykjavik, and reached that Icelandic port on the 19th. There she embarked men from VB-128 for transportation back to the United States, and proceeded out of Reykjavik on 22 December for Norfolk, Virginia. Battling heavy seas on the return voyage (making only five knots on Christmas Day), Albemarle returned to NOB, Norfolk, Virginia, on the last day of the year 1943.

Proceeding thence to Bayonne, N.J., on 4 January 1944, for upkeep and availability, Albemarle returned to Norfolk, Virginia on 17 January, and prepared for a voyage to San Juan. While outward-bound, however, on 18 January 1944, the seaplane tender fouled a buoy in a thick fog and put about for repairs. Drydocked on 20 January, Albemarle sailed again for her original destination, San Juan, the following day.

Subsequently touching at Trinidad, British West Indies and Recife, Brazil, and retracing her path calling at Trinidad, British West Indies and San Juan on the return leg of the passage, Albemarle returned to Norfolk, Virginia on 23 February for availability. She then steamed to Casablanca in company with the amphibious command ship Catoctin (AGC-5) and two destroyers, and, among her passengers on the westward bound trip, were 20 German U-boat sailors, prisoners of war. She arrived back at Norfolk, Virginia on 1 April 1944.

After upkeep at NOB, Norfolk, Virginia, Albemarle proceeded up to the Naval Supply Depot at Bayonne, where she loaded aviation cargo, between 7 and 13 April. She then sailed, via Norfolk, Virginia, to Guantanamo Bay, Trinidad, the Brazilian ports of Recife and Bahia, and San Juan, ultimately making arrival back at Norfolk, Virginia on 27 May for voyage repairs and upkeep. Loading cargo at the end of that period, including 29 dive bombers, Albemarle again shaped a course for North African waters, the seaplane tender making arrival at Casablanca on 20 June. She proceeded thence to Avonmouth, England, where she loaded cargo and embarked passengers for return to the United States. Underway for Boston on 6 July, she reached her destination on the 13th.

Albemarle spent the next month undergoing a 30-day availability for repairs and alterations at the Boston Navy Yard. Emerging from the yard on 15 August, the seaplane tender proceeded to Bayonne, to load cargo. Sailing via Norfolk, Virginia, the ship visited the familiar bases at San Juan, Trinidad, British West Indies, Recife, Brazil and Guantanamo Bay, Cuba before returning to NOB, Norfolk, Virginia, on 29 September.

After loading cargo at Bayonne (12 to 17 October), Albemarle headed south for the supply run to San Juan, Trinidad and Recife. Outward-bound the voyage proved uneventful; however, while loading ammunition and cargo at San Juan for the return leg of the voyage, an electrical fire damaged the ship's main distribution board, putting Albemarle's lighting and ventilation systems out of commission. Underway for Hampton Roads on 22 November, the seaplane tender reached Hampton Roads on the 25th, and moored at NOB, Norfolk, Virginia, on the 26th to commence an availability.

Underway for Guantanamo Bay on the last day of 1944, Albemarle dropped anchor there on 4 January 1945. Reporting to Commander, FAW-11, for temporary duty, she tended VPB-201 and VPB-210 at "Gitmo" until 17 January, when the seaplane tender sailed for Coco Solo, Panama, Canal Zone, arriving at her destination on the 19th. Thence she sailed for Trinidad, British West Indies where she tended VPB-213 from 1 to 11 February.

Shifting back to the Canal Zone soon thereafter, Atbemarle commenced tending operations for VPB-214 at Almirante Bay, Panama, on 18 February, and remained engaged in that duty until Washington's Birthday. On 25 February, the ship was designated as flagship for Commander, Air Force, Atlantic Fleet, the day after she cleared Limon Bay for the Galapagos group.

There, Albemarle tended VPB-74 and VPB-209 from 27 February to 6 March, when the seaplane tender got underway to return to the Canal Zone. She steamed thence to Guantanamo Bay and Norfolk, Virginia, arriving at the latter place on 17 March for an availability that lasted through mid-May 1945.

Albemarle cleared Norfolk, Virginia on 18 May for New York, laden with cargo, escorted by the destroyers Bernadou (DD-153) and Dallas. Two days later, the seaplane tender sailed for the British Isles in CU-71, a convoy formed around the venerable USAT George Washington. Albemarle's mission was to bring back to the United States those patrol squadrons whose task in the Atlantic had been completed with the end of the war in Europe, and whose presence was required in the still-active Pacific theater. Ultimately, Albemarle reached her destination, Avonmouth, on 30 May, and brought her passengers—men of FAW-7 — back to Norfolk, Virginia on 14 June.

Albemarle made a second voyage to Avonmouth, sailing from Hampton Roads on Independence Day 1945 and reaching her destination on 13 July. There she embarked 772 sailors and soldiers, the majority of the latter repatriated prisoners of war. Underway on the 17th, the seaplane tender arrived back at Norfolk, Virginia on the 26th.

Entering the Norfolk, Virginia Navy Yard on 28 July for repairs and alterations to fit her out for duty in the Pacific, Albemarle was in the midst of this availability when the war in the Pacific ended in mid-August, 1945. The Japanese capitulation suspended the work; and, soon thereafter, the orders to the Pacific to tend seaplanes were cancelled.

Shortly thereafter, however, Albemarle underwent alterations of a different kind, to fit her out for different duty. With repairs carried out to the ventilation and berthing arrangements, the seaplane tender departed Norfolk, Virginia on 25 September with 2,000 Navy replacements embarked, bound for the Canal Zone. She soon reported for duty as a transport under the Naval Transport Service.

Albemarle cleared Coco Solo, Panama, Canal Zone, for Pearl Harbor, Hawaii, but while transiting the Panama Canal suffered damage to her port screw. Reduced to proceeding with a single propeller, the seaplane tender put into San Francisco for repairs. Assigned to the "Magic Carpet" fleet—the ships given the job of returning American veterans home for rotation or discharge—upon completion of her repairs, Albemarle sailed westward, arriving at Pearl Harbor, Hawaii on 1 November before pushing on for New Caledonia, arriving there on 13 November, eventually arriving at NAS Alameda, California, on 28 November.

Following a second round-trip voyage to Samar, in the Philippines, and back, Albemarle underwent a three-month overhaul at the Naval Shipyard, Terminal Island, Calif., in preparation for her participation in Operation "Crossroads." The seaplane tender arrived at the Marshall Islands on 4 May 1946, to provide laboratory and base facilities for the technical staff for the operation. On the date of the first test (Able), an air detonation of an atomic device, Albemarle lay 155 miles to the southeast, moored in Kwajalein, Marshall Islands lagoon. Departing there on 3 July, the ship reached Bikini Atoll the following day, and, except for a rehearsal exercise on 19 July, remained moored at Bikini until she departed the lagoon there on the 25th. She observed the second test (Baker) on that day, and after spending a brief period at Bikini departed Kwajalein, Marshall Islands Atoll for Pearl Harbor, Hawaii, reaching her destination on 5 August 1946, her part in "Crossroads" completed. She continued on to the west coast, reaching San Pedro on 12 August, and remained there until she sailed for Norfolk, Virginia on 29 October.

Arriving at Norfolk, Virginia via the Panama Canal on 15 November, Albemarle underwent a six-week overhaul at the Norfolk, Virginia Naval Shipyard. She remained in the Norfolk, Virginia area until she sailed on 3 March 1947 with Commander, Training Command, Atlantic, embarked. Stopping briefly at Key West, Fla., from 6 to 8 March, Albemarle proceeded on down to Guantanamo Bay, Cuba, reaching her destination on 10 March for a week's operations there. Clearing "Gitmo" on 18 March, the seaplane tender returned to Norfolk, Virginia on the 21st.

Departing the Hampton Roads area on 9 April, Albemarle sailed for Boston, arriving at the naval shipyard there on the llth. She remained there until the 21 April, at which time she sailed for Newport, making arrival the same day. Departing Newport on the 23d with ComTraComdLant embarked, Albemarle returned to Norfolk, Virginia on the 24th, remaining in that vicinity, conducting refresher training and routine upkeep, until 30 June, when she sailed for Boston.

Spending the 4th of July at Boston, Albemarle remained at that port for over a month, shifting to Newport on 5 August and then back to Boston on the 14th, remaining until 2 September, when she sailed for Norfolk, Virginia. She then conducted one more trip to Newport (22 to 31 October 1947) before coming back to Norfolk, Virginia on 1 November. She then underwent a restricted availability at the Norfolk, Virginia Naval Shipyard from 1 December 1947 to 15 January 1948, for "special temporary alterations" in connection with her next operation.

Albemarle sailed from Norfolk, Virginia on 16 January 1948 for the Canal Zone, and upon completing the transit of the isthmian waterway reported for duty with Commander in Chief, Pacific Fleet, for temporary duty with Joint Task Force "Switchman." Steaming thence to Terminal Island for final fitting out for her next task at hand, and arriving there on 4 February 1948, Albemarle sailed for Pearl Harbor, Hawaii on 1 March, in company with the radar picket destroyer Rogers (DDR-876), proceeding thence to the Marshall Islands, arriving at Eniwetok on 16 March, to take part in Operation "Sandstone." Specially altered for the task, Albemarle served as the laboratory ship during "Sandstone"—a three-detonation nuclear atmospheric test series— shots "X-Ray" (15 April 1948), "Yoke" (1 May 1948) and "Zebra" (15 May 1948). Departing Eniwetok on 21 May 1948, Albemarle arrived at Pearl Harbor, Hawaii on the 27th, en route to Oakland, Calif., which she reached on 4 June. Sailing for Norfolk, Virginia on 11 June, she transited the Panama Canal on 20-21 June, and reached her ultimate destination on the 26th. She remained there undergoing overhaul at the Norfolk, Virginia Naval Shipyard until 23 August, when she sailed for Guantanamo Bay, Cuba, reaching "Gitmo" on the 27th for a three-day stay. Over the two weeks following her departure from Cuban waters, Albemarle visited Key West, Boston, and Newport before returning to Norfolk, Virginia on 14 September.

Following an overhaul at Norfolk, Virginia Naval Shipyard, Albemarle stood out of Hampton Roads on 8 February, and over the ensuing weeks visited a succession of ports and operating areas: Key West; Port-au-Prince, Haiti; Kingston, Jamaica; and Bermuda, interspersing these port visits with training out of Guantanamo Bay, Cuba.

Returning to the Norfolk, Virginia Naval Base on 19 March, she remained there into the summer, ultimately sailing for Boston on 13 July for a port visit. Subsequently visiting Newport and New York, Albemarle returned to Norfolk, Virginia on 27 July, and worked in the local operating areas into September. Further operations late in the summer and early fall of 1949 took the ship to Newport, New York, and the Norfolk, Virginia local operating areas. Standing out of Lynnhaven Roads on 2 March 1950, Albemarle subsequently worked out of Vieques, Puerto Rico, and Roosevelt Roads before she visited Martinique'\15-17 March 1950), Grenada (17-19 March), Willemstad, Curacao (20-22 March), and Ciudad Trujillo, Dominican Republic (23-25 March). Stopping briefly at Guantanamo Bay, Cuba, the ship returned to Norfolk, Virginia on 31 March and remained there until 11 May, when she got underway for the New York Naval Shipyard, arriving there the following day. Attached to the New York Group, Atlantic Reserve Fleet, the ship was decommissioned on 14 August 1950 and berthed at Brooklyn.

Shifted to the Philadelphia Naval Shipyard in February 1956, Albemarle was earmarked for conversion to tend Martin P6M "Seamaster" jet flying boats. She was reassigned from the Atlantic Reserve Fleet to the Commandant, 4th Naval District, for conversion, effective 6 February 1956. Equipped with stern ramps and servicing booms to handle the "Seamaster," as well as a semi-sheltered area and a service drydock, the ship emerged from the conversion possessing the capability to serve as a highly mobile seadrome capable of supporting jet seaplanes anywhere. Albemarle was recommissioned at Philadelphia on 21 October 1957, Capt. William A. Dean in command. After fitting out, she sailed for Norfolk, Virginia on 7 December, and arrived there on the 10th. The ship then sailed for Guantanamo Bay, Cuba on 3 January 1958, made port there on the 7th, remaining there for ten days and carrying out shakedown training, before dropping down to Montego Bay, Jamaica. Proceeding thence back to Guantanamo Bay, Cuba, concluding her shakedown on 21 January, Albemarle steamed thence to San Juan and Trinidad, carrying out tending operations with four squadrons of Martin P5M "Marlin" flying boats and participating in "Springboard" exercises. Albemarle arrived back at Norfolk, Virginia on 9 April, remaining there only five days before proceeding back to Philadelphia Naval Shipyard, where she remained under overhaul through mid-July. Returning to Norfolk, Virginia on 20 July, the ship got underway for operations in the North Atlantic on 14 August, and ranged as far as the Azores before returning to Norfolk, Virginia on 16 September. Over the next two months, Albemarle operated between Norfolk, Virginia and Bermuda; she rounded out the year at Norfolk, Virginia, arriving there on 19 November and remaining until 2 March 1959.

Albemarle continued to operate out of Norfolk, Virginia through 1959 and into 1960, although the cancellation of the "Seamaster" program meant that the ship would never service the aircraft for which she had been reconfigured. Her ports and places visited in 1959 encompassed the naval air facility at Patuxent River, Maryland; Pillsbury Sound, in the Virgin Islands; San Juan, and Savannah, Ga.; Halifax and Nova Scotia, Canada; New York City; York-town, Va., Port-au-Prince; Guantanamo Bay, Cuba and Bermuda. The ship commenced the year, 1960, operating out of San Juan, then moved in succession to Bermuda, back to San Juan, thence to Pillsbury Sound and Grand Turk Island, in the West Indies, thence to Guantanamo Bay, Cuba and Pillsbury Sound again; thence to San Juan and Guantanamo Bay, Cuba, into March.

Unloading ammunition at the Naval Weapons Station at York-town, between 12 and 15 July, Albemarle moored at Norfolk, Virginia, commencing preparations for inactivation, from 15 to 18 July, before she proceeded to Philadelphia to unload material. Returning thence to Norfolk, Virginia on 30 July, she continued inactivation preparations through the summer.

Placed out of commission, in reserve, on 21 October 1960, Albemarle was initially berthed with the Norfolk, Virginia group of the Atlantic Reserve Fleet pending her transfer to the Maritime Administration (MarAd) James River Fleet. Placed in the custodial care of MarAd, Albemarle was struck from the Naval Vessel Register on 1 September 1962.

On 7 August 1964, however, MarAd transferred the ship— earmarked for conversion to a floating aeronautical maintenance facility for helicopters—back to the Navy. On 27 March 1965, the ship received the new name and classification Corpus Christi Bay (T-ARVH-1), and was transferred to the Military Sealift Command (MSC) on 11 January 1966.

Converted at the Charleston (S.C.) Naval Shipyard, the ship emerged from the yard only faintly resembling her former self. Gone was the prominent seaplane ramp, aft, replaced by a built-up superstructure topped by a helicopter landing pad measuring 50 by 150 feet. Previously, damaged helicopters had had to be transported back to the United States for refit; with the advent of this "new" ship type, repairs could be accomplished near the forward areas, damaged helos barged out to the ship and lifted on board by two 20-ton capacity cranes.

Accepted by MSC in January 1966, Corpus Christi Bay's first commander was Capt. Harry Anderson, who had a crew of 129 men, a fraction of the ship's original complement, under him. Accompanying the ship on her first deployment in support of forces in Vietnam was the Army's 1st Transportation Corps Battalion (Seaborne), 308 aircraft technicians and specialists under the command of Lt. Col. Harry 0. Davis, USA. The ship operated out of Cam Ranh Bay, South Vietnam, during 1966.

Ultimately determined by MSC to be "in excess of current and future requirements," Corpus Christi Bay was taken out of service and berthed in ready reserve status at Corpus Christi, Texas. Corpus Christi Bay (T-ARVH-1) was struck from the Naval Vessel Register on 31 December 1974. On 17 July 1975, the ship was sold to Brownsville (Texas) Steel and Salvage, Inc., and was scrapped subsequently.

VP History ThumbnailCameraUSS Albemarle USS Albemarle (AV-5), 30 July 1943, in what is probably Measure 21 (Navy blue/haze gray) camouflage. (80-G-76629)

VP History ThumbnailCameraUSS Albemarle USS Albemarle (AV-5), her stem showing the extensive modifications made to enable her to handle the projected Martin PGM "Seamaster" flying boats, in the Azores, 21 August 1958, in this photograph taken by Chief Photographer Leuko. (USN 1044231)

HistoryA BIT OF HISTORY: "...Two photos about Galeão, but in 1944. You can view the pier. The VP-74 (PBM), of NAVY, use the Panair (Pan Am) hangar in WWII..." Contributed by M. L. Shettle mlshettle@charter.net [31JUL2002]
VP-74 History ThumbnailCamera
VP-74 History ThumbnailCamera

HistoryA BIT OF HISTORY: "...LCDR Charles M. Brower was the first CO of VPB-18. I was the first person to reported to him on 15 January, 1944 with hopes for becoming his XO. I lost out to Hurlbert E. Gillmor, an academy graduate who I learned to admire. I continued my long standing job as Operation Officer. "Charlie" and I spent our first week together selecting personnel for our roster and a site for our training and shakedown. Naturally many we selected were personnel from VP-74 my former squadron. We had a brief but challenging training and shakedown at NAS Charleston, South Carolina and soon found ourselves on board Pacific Fleet tenders at Saipan in the Marinas Islands. Mine was one of the first crews to be relieved via the new rotational relief crews. We landed at NAS Alameda, California on 1 January 1945 having returned the very first war weary PBM to be brought back to USA for overhaul..." Contributed by CDR R. R. "Bob" Esch USN (Ret) resch2@woh.rr.com [01FEB98]


Circa 1943

HistoryA BIT OF HISTORY: "...History of FAW-16 - History from 16FEB43-20DEC43 - Submitted December 29th, 1944. Squadron's Assigned: VP-45, VP-74, VP-83, VP-94, VP-107, VP-127, VP-129, VP-130, VP-134, VP-143, VP-145, VP-203 and VP-211..." Official U. S. Navy Records (National Archives and Records Administration) via Fold3 http://www.fold3.com/ [08DEC2012]

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HistoryA BIT OF HISTORY: APPENDIX 3 Submarines Sunk by Patrol Squadrons During World War II - Naval Historical Center http://www.history.navy.mil/branches/dictvol2.htm [04MAY2001]

U-199, 31 July 1943 (shared)
Type: IXD Laid Down: 10 October 1941, AG Weser, Bremen
Commissioned: 28 November 1942, Kptlt. Hans-Werner Kraus (Knights Cross)
Commander: November 1942 July 1943, Kptlt. Hans-Werner Kraus
Career: One patrol, assigned: November 1942 May 1943, 4th Flotilla (Stettin); May 1943 July 1943, 12th Flotilla (Bordeaux)
Successes: One ship sunk for a total of 4,161 tons

Fate: Sunk 31 July 1943, east of Rio de Janeiro, in position 23°45'S, 42°54'W, by bombs from one U.S. PBM-3S Mariner of VP-74, piloted by Lieutenant W. F. Smith, and two Brazilian aircraft. 9 dead, 11 survivors. The survivors ended up in Brazil and then in U.S. captivity.

UPDATE "...U-199 was sunk by a VP-74 PBM and two Brazilian aircraft on July 31, 1943..." WebSite: U-Boat Archives [14MAY2007]

Left to Right:

  • U-199 circles after first two depth bomb attacks by LTJG Smith's PBM

  • U-199 puts up intense antiaircraft fire during strafing attacks

  • LTJG Smith's PBM flys over U-199 during a strafing attack

  • U-199 resurfaces after a brief dive

  • U-199 survivors in life rafts dropped by attacking aircraft. 12 were later rescued by the destroyer USS Barnegat

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    UPDATE "31JUL43--31 July On the early morning of 31 July 1943, a USN Martin PBM-3C Mariner from the VP-74 squadron, based in Rio de Janeiro, located and attacked the U-199, a Type IXD-2 submarine. The U-199 was damaged but was not sunk and kept firing at the PBM-3C...To counter the menace of the U-boat offensive in the South Atlantic, the USA deployed air groups to Brazilian bases in the Northeast. In January 1943, the US Navy VP-74, VP-83 and VP-94 were based at Natal - by mid-1943 there were five USN groups and by the end of the year five others arrived. These began to be replaced by Brazilian units as soon as the FAB personnel had completed their training and more aircraft were received..." http://www.mat.ufrgs.br/~rudnei/FAB/eng/patrulha.html

    UPDATE "...I ASK YOU PLEASE PLEASE TO PUT A NOTICE IN THE VP 74 BOARD...IF ANY FELLOW CAN SEND ME INFORMATIONS ABOUT THE FOLLOWING ISSUE: 13JUL43-GERMAN SUBMARINE SUNK U-199 IN RIO DE JANEIRO, BRAZIL...Please contact: WELLINGTON MARTINS pmseg@trip.com.br RIO DE JANEIRO - BRAZIL..." [05JUL99]

    HistoryA BIT OF HISTORY: "...Report of Antisubmarine Action By Aircraft. Report No. 10. May 17, 1943 - VP-74 - 74-P-6..." WebSite: U-Boat Archive http://www.uboatarchive.net/U-128-10.htm [13MAY2007]

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    III (a) PILOT'S NARRATIVE

    While on patrol on an assigned hold down, a white wake was reported by CARLIN in the bow turret just as I identified it through binoculars as a fully surfaced submarine one point off the port bow. Radar Operator, Ens. Osheim, also getting contact, reported an 18 mile range and noted the time run to attack was begun at 0846. Weather was good with ceiling and visibility unlimited. We were flying at 4500 feet on course 170 T at 120 knots. Increasing power settings to 2400 R.P.M.'s and 34" manifold pressure, a maximum speed of 200 knots was attained. Turning slightly to port in an attempt to utilize the sun, we made our run in, opening up on scene of action frequency to give position of attack as we did so.

    The submarine, running on course 300 T at about 15 knots, started to crash dive when plane was slightly less than 2 miles away and disappeared when it was still 3/4 of a mile distant. Crossing the path of the sub at a 50 degree angle about 150-200 feet ahead of the swirl, six MK 44 Charges were released by RICHOZ from an altitude of 50 feet. They were observed to detonate fifteen seconds after the sub's submergence. The detonation pattern straddled the extended course of the sub.

    Immediately after dropping, the plane made a sharp climbing turn to the left to observe results. Nothing was observed until the second circle, when a large mass of air bubbles was noticed adjacent to the forward edge of the bomb slick. Halfway around the next circle 90 degrees more to the left, HUNT, the tail gunner, reported U/B resurfacing on our starboard quarter. It was on a course near the reciprocal of its original course, apparently having made a sharp left turn and moved 1/4 of a mile from the point of attack. We got into position for a strafing run, observed No. 5 coming in to attack, and turned to keep clear. We paralleled his course and photographed the attack, then circled left and followed him in on the first of many runs by both planes.

    The U/B got under way about two minutes after Lt(jg) Carey's attack. Its engines were smoking heavily and appeared down by the stern with decks awash almost to the after gun. She first circled to starboard and later pursued a zig-zag (mean course 322 T) to the spot where it eventually went down. During this run she left a wide oil wake and moved forward at a speed of 8-10 knots.

    At 0928, leaving No. 5 on guard, and sending MO's I departed to direct the DD's which were Northwest of us to the attack spot. Located 29 miles away at 0937 they were headed toward the position and receipted by blinker for our voice message. When DD's were about fifteen minutes from scene and within visual contact I received a report from No. 5 that the sub'' crew was abandoning ship.

    Leaving destroyers we returned to scene. Many survivors were in the water astern of the sub, which now had but slight way on. We dropped a seven man life raft in their midst and circled, observing the remaining men leave. Only the C/T and the tip of the bow remained above the surface.

    The DD's opened fire at 1000 P, scoring several hits before the U/B slid, bow first, under the water at 1009. Air bubbles rose to the surface at 1018.

    Both planes stood by while the MOFFETT picked up survivors and the other DD provided protection by circling. 74-P-12 arrived at 1115 P and shortly afterwards, returned with No. 5 to base. We remained to aid in locating survivors, returning to Aratu about 1400.

    SUMMARY OF ANTI-SUBMARINE ACTION, MAY 9-17, 1943

    Following an RDF within 100 miles of 130 S, 360 W at 2006 (all times P) May 9, The Commander Fourth Fleet, ordered a sub alert from Recife to Victoria. At 0720 on May 11, 74-P-11 had a distinct radar contact, unlike those continually picked up from rain squalls, at a distance of ten miles in position 10 S, 350 06' W. The area was thoroughly investigated without results. Thirty minutes later, a radar contacted to an Argentine passenger fruit ship Rio San Juan of Buenos Aires, at 10 S, 34 40 W. When sighted, she was heading true north; but when she sighted the plane she altered course radically to 090 T. Her speed was 15-18 knots. At noon she was sighted again, this time on course 210. The next day 74-P-6 sought her out and found her at 1115 at 15 45 S., 37 48 W., on course 205 T. As on the previous day she was passed close aboard and no one was seen on deck. A little later, 74-P-12 picked up a distinct and similar radar contact 15 miles away, at 12 15 S., and 34 10 W. The indication faded as the area was approached and search revealed nothing. On May 14, BT 13 departed from Bahia. Intensive patrolling was continued. On May 16 at 1120, Lieut. Gibbs took off from Aratu in 74-P-2 to sweep a 200 mile sector to the Northeast. Rain and low ceilings prevailing near the base gave way to .5 cumulus with 2500' base to which he climbed. At 1351 an object one point on the starboard bow and fifteen miles distant was reported from the bomber's window. The radar picked up only the shore, 45 miles on the port beam. The pilots in a few seconds saw a white wake and at the end of two minutes identified it through glasses as a submarine with decks awash. The plane was on course 042 T, the U/Boat about 35-40 T. The plane turned slightly toward cloud cover and to get between submarine and the sun, then increased power and came straight in. When about half the distance had been covered, both pilots became convinced that it was submerging. It did, so gradually that no one could say surely when the process began or just when it was completed. Opinions vary from three miles to one mile and from 65 to 20 seconds, all agreeing that the exact point of submergence was impossible to determine. The only watch was held by the second pilot, who measured 65 seconds from the time he last saw the C/T. This time and distance was upheld by four observers. A fifth thought that they came within a mile or at most two, at which point he started to take pictures. The observer in the port waist described a "boiling white wake" at ¼ mile. The first pilot thought "until the last few seconds" that they would reach the submarine still on the surface, and that with ten more knots available they would have done so.

    At 1357 the swirl was reached, still in pronounced motion and distinct. Six MK 44 charges straddled the swirl, the last two 120 feet beyond its leading edge. The plane's course was almost exactly along the submarine's track. From the very slow submergence it may be fairly supposed that the plane never was sighted and that the slow rate of descent continued, leaving her within range in depth. She was within range in plan if the attack was in fact made within thirty seconds, the possibility of which is suggested by the pilot's opinion, the time check of the actions of the man who went aft, and the behavior of the water. Interrogation of prisoners may throw light on this interesting point.

    Lieut. Gibbs offered a thirty mile gambit during which Lieut Voorhies, who was dispatched in 74-P-9 upon receipt of the sighting report , arrived in the area. After two and a half hours No. 2 reached PLE and returned to base. No. 9 maintained hold down, landing at Aracaju, the nearest port, a minute or two before dark. Meanwhile Lieut Esch took off in heavy rain in 74-P-14 a radarless (PBY 5B). He followed the hold down plan devised by Dr. Steinhardt of the ASWRG, a 50-mile square, (modified to stay a reasonable distance from land) with the contact point in the center, which he flew across every fourth time. At 2347, at 11 07 S, 35 34 W. a pilot standing in the bow compartment saw in the moonlight a V-shaped wake, course 3000 T. A flare dropped from 1200 feet disclosed only whitecaps. 74-P-9 left Aracaju at 0630 for a brief return to the contact area, during which he located, and reported to plane 6 the position of the destroyers MOFFETT and JOUETT. He also followed up a radar contact to the southbound convoy T B 13, informing the base upon his return of its presence in the area and its position. Returning to base he then passed over what was to be the scene of action, indicating that the submarine was still submerged, and suggesting that it may have surfaced after watching him pass by.

    At 0843 74-P-6, having just passed 74-P-9 homebound, visually sighted a surfaced submarine 18 miles distant. At the same time it was picked up on the radar. No. 5 was well above, somewhat to the left, and an estimated ten miles astern of No. 6, and made both visual and radar contact just before or at the same time. Both started in, No. 6 working to the left somewhat to get the sun more behind it. At 0850 No. 6 dropped six MK 44 DC's 150' ahead of the swirl, fifteen seconds after submergence. The drop was observed as a neat straddle of the sub's projected course. Forty seconds later No. 5 passed over the spot, withholding its bombs. Both planes maneuvered for five minutes, then sighted the bow of the U/Boat, a German 740 tonner, breaking the surface at a sharp angle, a few hundred yards to the left of where it went down and on a reciprocal heading. Lieut. Carey who had climbed to 1500' now dove at an angle of 450. He crossed the now fully surfaced submarine at 100' altitude and an angle of 450 to the submarine's heading (it had no way on) and his bombs straddled just forward of the C/T, obliterating all view of the submarine from either plane. When the column of water subsided, the victim lay still in the center of disturbance. Meanwhile, Lieuts. Carey and Davis executed the first of 20 or more strafing runs each, during which they poured 4500 .50 caliber slugs at the submarine, its guns, and later, at personnel attempting to man the guns. After about two minutes the submarine miraculously got under way, with its forward diving planes apparently jammed in an up position, and violent turning maneuvers, either as an attempt at evasive action or because out of control. After about twenty minutes the diving planes were apparently fixed, and it was soon seen that the appearance of being down by the stern was not attributable to them. After getting underway, her engines were observed smoking heavily. On one strafing run a plane reported a flashing explosion between the C/T and the after gun, with fire lasting thirty seconds, believed to be from ammunition. Her speed, which had been eight knots or more, dropped to three or four knots by 0952 and by 1000, when the destroyers opened fire, was no longer making headway. The destroyers were led to the scene by Lieut. Davis, Lieut. Carey, in the half hour of his absence, kept the submarine deck clear with strafing runs and sent MO's while Lieut. Davis got out the amplifying report. Personnel began to abandon ship when she lost way, and at 1000 were in the water and not more than ten were on deck. By this time, only prow and conning tower were above the surface. Destroyers then fired 204 rounds, spotted by Lieut. Carey. Sliding bow first, the U/B went to the bottom at 1009 after five direct hits. Nine minutes later air bubbles rose to the surface.

    Our planes remained while survivors were taken aboard the USS MOFFETT, and returned to base.

    Submitted: Mills Ton Eyck Jr., Lt(jg) A-V(S)
    John G. Mulook, Lieut. A-V(S)

    HistoryA 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

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    HistoryA BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 16 Jan 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [01OCT2006]

    VP SQUADRONS MENTIONED

    CASU and PATSU

    VJ-1, VJ-2, VJ-3, VJ-4, VJ-5, VJ-6, VJ-7 and VJ-8

    VP-6 Coast Guard

    VP-3

    VP-11 and VP-12

    VP-23 and VP-24

    VP-31, VP-32, VP-33 and VP-34

    VP-41, VP-42, VP-43 and VP-44

    VP-51, 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, VP-82, VP-83 and VP-84

    VP-91, VP-92VP-93, 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-127, VP-128 and VP-129

    VP-131, VP-132, VP-133 and VP-134

    VP-200, VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208 and VP-209

    VP-210, VP-211, VP-210, and VP-216


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    HistoryA 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


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    HistoryA BIT OF HISTORY: "...Location of U. S. Naval Aircraft - Dated 09 Feb 1943..." WebSite: Naval Historical Center http://www.history.navy.mil/ [28SEP2006]

    VP SQUADRONS MENTIONED

    VJ-1, VJ-2, VJ-3, VJ-7 and VJ-8

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

    VP-23 and VP-24

    VP-31, VP-32, VP-33 and VP-34

    VP-41, VP-42, VP-43 and VP-44

    VP-61, VP-62, and VP-63

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

    VP-81, VP-82, VP-83 and VP-84

    VP-91, VP-92, VP-93 and VP-94

    VP-101

    VP-127, VP-128 and VP-129

    VP-130, VP-132, VP-133 and VP-134

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

    VP-210, VP-211 and VP-212
    History - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge Thumbnail

    HistoryA BIT OF HISTORY: "...Mariner's Victory at Sea By Anita Lesko..." http://www.history.navy.mil/nan/2000/Jan-Feb/u-boat.html [23JUN2003]

    In June 1943 a German U-boat arrived off the coast of Brazil, menacing Allied shipping. Claiming a Swedish vessel on 21 June, a Brazilian freighter on 30 June and two Liberty ships on 3 July and 16 July, respectively, U-513's luck was outstanding. But on 19 July its luck would change, thanks to the pilot of a VP-74 PBM Mariner.

    Part of the U.S. Fourth Fleet, VP-74 was stationed in Rio de Janeiro, Brazil. The squadron's 12 PBMs included radar equipment which made them highly successful at locating subs and surprising them with an attack. When U-513 was detected near Brazil, VP-74 and the tender USS Barnegat (AVP-10) were dispatched to Florian polis, about 400 miles south of Rio, on 18 July.

    The next day, Lieutenant (jg) Roy Whitcomb's PBM was selected for the first patrol. At about 1330 a pip was picked up on the radar at a distance of about 22 miles. The weather was good, with some clouds and no turbulence. Whitcomb, the pilot and plane commander, turned to fly in the direction of the object detected on radar.

    As they got closer, he identified the object as an enemy submarine sitting on the surface. Whitcomb turned to port and climbed up to the heavy part of the clouds so he could make an attack from out of the sun. As the plane emerged from the clouds, the sub suddenly turned and picked up speed. Figuring that the sub had spotted them and was getting ready to crash dive, Whitcomb cut the descent short and started the attack. As soon as he began, heavy antiaircraft fire started, including two men who were running up and down the deck of the sub firing machine guns at the PBM. With two .50 caliber guns in the bow, Whitcomb started shooting back.

    Then came the shining moment. Whitcomb got into position to release the bombs and signaled copilot AP1 Don Ward, who dropped six Mark 44 depth charges set at 50 feet, saving two for a second run if necessary. The pilot banked away to avoid further fire, and the PBM's tail gunner then started yelling, "We got him, we got him!" The U-boat was blown right out of the water, propeller still churning.

    Flying back over the area to verify the damage that had been done, the crew observed debris and oil plus about 15 people swimming in the water. Whitcomb ordered a raft to be thrown down, along with all the spare life jackets. He then radioed the base asking permission to land and pick up the survivors, a dangerous maneuver in high seas. The orders came back not to land but instead to stay on station and await relief by another plane, which arrived about 1600. The seas were still too rough for a safe seaplane landing, so it was not until USS Barnegat (AVP-10) arrived around midnight that the remaining seven survivors were recovered. Sharks had gotten the others.

    The Germans were given medical attention but kept isolated from one another aboard USS Barnegat (AVP-10), and were interrogated individually. Intelligence soon learned that one of the survivors was not only the commander of the sub, he was the notorious Kapitnleutnant zur See Fritz Guggenberger. Most well known for sinking the British aircraft carrier HMS Ark Royal in November 1941, Guggenberger was credited with sinking nine ships for a total of 57,500 tons over the course of the war. He remained a prisoner until the end of the war, when he returned to Germany; he later retired as a rear admiral. Whitcomb received the Distinguished Flying Cross for sinking the U-boat; he retired from the Navy as a commander in 1971.

    Three days after the attack, while still in USS Barnegat (AVP-10) medical facility, Guggenberger requested to meet the pilot who had sunk his sub. In fluent English, Guggenberger congratulated Whitcomb on his victory, but concluded that if he had sighted Whitcomb sooner, he would have been able to shoot him down. Moreover, Guggenberger admitted that when he first spotted the PBM, he thought it looked "like some old crate!" But under the command of Ltjg. Roy Whitcomb, that "old crate" scored one more victory in the long and deadly struggle against the German U-boat menace.

    HistoryA BIT OF HISTORY: VP-74 History ThumbnailCameraVP-74 74-P-7 History "...Aircraft 74-P-7 July 31st, 1943..." Contributed by John Lucas john.lucas@netzero.net [01AUG2002]

    HistoryA BIT OF HISTORY: APPENDIX 3 Submarines Sunk by Patrol Squadrons During World War II - Naval Historical Center http://www.history.navy.mil/branches/dictvol2.htm [04MAY2001]

    U-128, 17 May 1943 (shared)
    Type: IXC Laid Down: 10 July 1940, AG Weser, Bremen
    Commissioned: 12 May 1941, Kptlt. Ullrich Heyse (Knights Cross)
    Commander: May 1941 February 1943, Kptlt. Ullrich Heyse; March 1943 May 1943, Kptlt. Hermann Steinert
    Career: Assigned: May 1941 November 1941, 2nd Flotilla (Wilhelmshaven) training; December 1941 May 1943, 2nd Flotilla (Lorient)
    Successes: 12 ships sunk for a total of 83,639 tons; one ship of 5,687 tons damaged

    Fate: Sunk 17 May 1943, south of Pernambuco, in approximate position 10°00'N, 35°35'W, by gunfire from destroyers Moffett (DD 362) and Jouett (DD 396), and by bombs from two VP-74 PBM-3C Mariners flown by Lieutenant Howland Davis and Lieutenant Carey. Seven dead.

    HistoryA BIT OF HISTORY: APPENDIX 3 Submarines Sunk by Patrol Squadrons During World War II - Naval Historical Center http://www.history.navy.mil/branches/dictvol2.htm [04MAY2001]

    U-513, 19 July 1943
    Type: IXC Laid Down: 26 April 1941, Deutsche Werft, Hamburg
    Commissioned: 10 January 1942, Korvkpt. Rolf Rüggeberg
    Commander: January 1942 May 1943, Korvkpt. Rolf Rüggeberg; May 1943 July 1943, Kptlt. Friedrich Guggenberger
    Career: Assigned: January 1943 August 1942, 4th Flotilla (Stettin); September 1942 July 1943, 10th Flotilla (Lorient)
    Successes: Six ships sunk for a total of 29,940 tons; two ships damaged for a total of 13,177 tons

    Fate: Sunk 19 July 1943, southeast of Sao Francisco do Sol, in position 27°17'S, 47°32'W, by U.S. PBM-3S Mariner patrol bomber of VP-74. 46 dead, seven survivors. Aircraft 74-P-5, piloted by Lieutenant (jg) Roy S. Whitcomb was credited with sinking U-513. The U-boathad elected to remain on the surface and fight it out with its AA batteries. Six depth bombs settled the issue quickly. Kapitanleutnant Guggenberger, commanding officer of U-513, had previously been credited with sinking the British aircraft carrier Ark Royal while commanding officer of U-81.

    HistoryA BIT OF HISTORY: APPENDIX 3 Submarines Sunk by Patrol Squadrons During World War II - Naval Historical Center http://www.history.navy.mil/branches/dictvol2.htm [04MAY2001]

    U-161, 27 September 1943
    Type: IXC Laid Down: 23 March 1940, Seebeck, Bremen
    Commissioned: 8 July 1941, Kptlt. Hans-Ludwig Witt (Knights Cross)
    Commander: July 1941 December 1941, Kptlt. Hans-Ludwig Witt (in deputize); January 1942 September 1943, Kptlt. Albrecht Achilles (Knights Cross).
    Career: Six patrols, assigned: July 1941–December 1941, 4th Flotilla (Stettin); December 1941 September 1943, 2nd Flotilla (Lorient)
    Successes: 19 ships sunk for a total of 100,054 tons, three ships damaged for a total of 13,916 tons

    Fate: Sunk 27 September 1943, near Bahia, in position 12°30'S, 35°35'W, by PBM-3S Mariner from VP-74. 53 dead (entire crew lost). Plane #74-P-2, piloted by Lieutenant (jg) Harry B. Patterson, was credited with sinking U-161. Two crew members were wounded in the attack by return fire from the U-boat.

    UPDATE "...I am a naval historian conducting research for publication of the sinking of U-161 (Korvettenkapitan Albrecht "Ajax" Achilles) by Plane No 2 of VP-74 LT(jg) Harry Patterson on September 27, 1943. The sub and crew were lost and two crewmen of the aircraft, a Martin Mariner were wounded by return fire from the sub. I would like to hear from anyone of he crew who participated in the attack on U-161 or from anyonein the unit wo an supply a copy of he attack report..." Contributed by George Saqqal saqqal@msn.com [27JUN2012]

    HistoryA BIT OF HISTORY: "17MAY43--German submarine sunk: U-128, by naval land-based aircraft (VP-74) and destroyers MOFFETT (DD-362) and JOUETT (DD-396), off Brazil, 10 d. 00' S., 35 d. 35' w...." http://www.pagesz.net/~jbdavis/navy_43.txt

    HistoryA BIT OF HISTORY: "19JUL43--German submarine sunk: U-513, by naval land-based aircraft (VP-74), off Brazil, 27 d. 17' S., 47 d. 32' W...." http://www.pagesz.net/~jbdavis/navy_43.txt


    Circa 1942

    HistoryA BIT OF HISTORY: "...Patrol Squadron SEVENTY-FOUR (VP-74) - U. S. Action with Enemy on 07MAR42..." Official U. S. Navy Documention [30JAN2013]

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    HistoryA BIT OF HISTORY: "...Op-40-A-KB - (SC)A6-4/VZ - January 6, 1942 - Location of U. S. Naval Aircraft..." WebSite: Naval Historical Center http://www.history.navy.mil/ [23SEP2006]

    VP SQUADRONS MENTIONED

    VP-11, VP-12 and VP-14

    VP-23 and VP-24

    VP-31, VP-32, VP-33 and VP-34

    VP-41, VP-42, VP-43 and VP-44

    VP-51, VP-52, VP-53 and VP-54

    VP-61, VP-62, VP-63

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

    VP-81 and VP-83

    VP-91, VP-92 and VP-94

    VP-101

    VP-201, VP-202, VP-203, VP-204, VP-205, VP-206, VP-207, VP-208, VP-209, VP-210, VP-211 and VP-212


    History - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge ThumbnailHistory - Tap To Enlarge Thumbnail

    HistoryA BIT OF HISTORY: "...Patrol Wings - Rear Admiral A. D. Bernhard - August 1942..." Contributed by John Lucas JohnLucas@netzero.com [28DEC2005]

    PATROL WINGCOMMANDING OFFICER
    CPW-3CDR G. L. Compo
    CPW-5CDR G. R. Owen
    CPW-7CDR F. L. Baker
    CPW-9CDR O. A. Weller
    CPW-11CDR S. J. Michael
    SQUADRON
    TENDER
    COMMANDING OFFICER
    VP-31LCDR A. Smith
    VP-32LCDR B. C. McCaffree
    VP-33LCDR H. D. Hale
    VP-34LCDR R. S. Calderhead
    VP-52LCDR F. M. Hammitt
    VP-53LCDR F. M. Nichols
    VP-73LCDR J. E. Leeper
    VP-74LCDR W. A. Thorn
    VP-81LCDR T. B. Haley
    VP-82LCDR J. D. Greer
    VP-83LCDR R. S. Clarke
    VP-84LCDR J. J. Underhill
    VP-92LCDR C. M. Heberton
    VP-93LCDR C. W. Harman
    VP-94LCDR D. W. Shafer
    TENDERCOMMANDING OFFICER
    USS Albemarle (AV-5) 
    USS Pocomoke (AV-9) 
    USS Chandeleur (AV-10) 
    USS Clemson (AVP-17) 
    USS Goldsborough (AVP-18) 
    USS Lapwing (AVP-1) 
    USS Sandpiper (AVP-9) 
    USS Barnegat (AVP-10) 
    USS Biscayne (AVP-11) 
    USS Humboldt (AVP-21) 
    USS Matagorda (AVP-22) 
    USS Rockaway (AVP-29) 
    USS San Pablo (AVP-30) 
    USS Unimak (AVP-31) 

    HistoryA BIT OF HISTORY: "...30JUN42 - PBM (VP-74) sinks German submarine U-158 in western Atlantic, 32°50'N, 67°28'W..." HyperWar WebSite: http://www.ibiblio.org/hyperwar/USN/USN-Chron/USN-Chron-1942.html [16SEP2005]

    HistoryA BIT OF HISTORY: "...11FEB42 - PBM (VP-74) rescues nine survivors adrift in a lifeboat from British tanker San Arcadio, sunk by German submarine U-107 on 31 January..." HyperWar WebSite: http://www.ibiblio.org/hyperwar/USN/USN-Chron/USN-Chron-1942.html [16SEP2005]

    HistoryA BIT OF HISTORY: "...15JAN42 - Winter in Iceland was the worst enemy of the patrol squadrons sinking three of VP-73's Catalinas and two of VP-74's PBMs... http://home6.inet.tele.dk/ron/greenland/naval_squadrons_flights.htm [18NOV2003]

    HistoryA BIT OF HISTORY: APPENDIX 3 Submarines Sunk by Patrol Squadrons During World War II - Naval Historical Center http://www.history.navy.mil/branches/dictvol2.htm [04MAY2001]

    U-158, 30 June 1942
    Type: IXC Laid Down: 1 November 1940, AG Weser, Bremen
    Commissioned: 25 September 1941, Kptlt. Erwin Rostin (Knights Cross)
    Commander: September 1941 June 1942, Kptlt. Erwin Rostin
    Career: Two patrols, assigned: September 1941 February 1942, 4th Flotilla (Stettin); February 1942 June 1942, 10th Flotilla (Lorient)
    Successes: 16 ships sunk for a total of 91,770 tons; two ships damaged for a total of 15,264 tons

    Fate: Sunk 30 June 1942, west of the Bermudas, in position 32°50'N, 67°28'W, by U.S. bombs from a PBM-3C Mariner from VP-74. 54 dead (entire crew lost). Aircraft 74-P-1, flown by Lieutenant Richard E. Schreder, was credited with the sinking of U-158. The submarine was spotted by the crew during a routine ferry flight.

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

  • Navy Unit Commendation
    22 Jan 42 – 30 Sep 43

    HistoryA BIT OF HISTORY: "...30JUN42--Sunk 30 June, 1942 west of the Bermudas, in position 32.50N, 67.28W, by US bombs (Mariner aircraft from USN VP-74). 54 dead (all crew lost)...plus other actions..." http://rvik.ismennt.is/~gummihe/Uboats/boats/u158.htm http://rvik.ismennt.is/~gummihe/Uboats/boats/u513.htm http://rvik.ismennt.is/~gummihe/Uboats/boats/u199.htm http://www.mat.ufrgs.br/~rudnei/FAB/eng/u-boote.html

    HistoryA BIT OF HISTORY: "...30JUN42--German submarine sunk: U-158, by Naval land-based aircraft (VP-74), western Atlantic area, 32 d. 50' N., 67 d. 28' W...."


    Circa 1941-1944

    HistoryA BIT OF HISTORY: "...History of FAW-7 - History from 01MAR41-31DEC44 Submitted June 11th, 1945. Squadron's Assigned: VP-31, VP-52, VP-53, VP-63, VP-71, VP-72, VP-73, VP-74, VP-82, VP-84, VP-92, VP-93, VP-103, VP-105, VP-110, VP-111, VP-114, VP-125, VP-126 and VP-128..." Official U. S. Navy Records (National Archives and Records Administration) via Fold3 http://www.fold3.com/ [30NOV2012]

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    Circa 1941 - 1943

    HistoryA BIT OF HISTORY: "...WW2 US NAVY PILOT'S AVIATION PHOTOS, ABOUT 25 PICTURES OF HIM IN UNIFORM AND WITH HIS SQUADRON, PATROL BOAT-74, 10 INCHES BY 8 INCHES BEING THE LARGEST, 15 OTHER PHOTOS OF HIS FAMILY AND FRIENDS. SEE MY OTHER AUCTION FOR HIS DOG TAG AND WINGS..." EBay http://cgi.ebay.com/ WW2-US-NAVY-USN-PILOTS-AVIATION-PHOTO-LOT-VPB-74_W0QQitemZ6619370499QQcategoryZ4727QQrdZ1QQcmdZViewItem [07APR2006]

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    Circa 1941

    HistoryA BIT OF HISTORY: "...USS George B. Badger (AVP-16) (tender for VP-74) and the USS Belknap (AVD-8) (tender for VP-73) were with us in Iceland in 1941..." Contributed by CARTHEN, AVCM Roy B. Retired roycar@outlook.com [02MAY2012]

    Most do not know that FDR sent us there after he had met secretly with Churchill in Argentia, Nfld. There is a book titled "Mr Roosevelt Navy" by Patrick Abbazia which explains FDR secret war. It is out of publications but can be bought on the internet for $15 and up depending on the books condition. Now, for my info:

    The USS George B. Badger (AVP-16) and the USS Belknap (AVD-8) arrived at Reykjavik, Iceland to tender two squadrons. VP-73 had PBY-5 planes with the Belknap as tender and VP-74 had PBM1 planes tendered bu the George E Badger. I was in VP-74. These two ships were WW1 destroyers which had been converted for aircraft tender service. All of these four units were assigned to operate against the German U boats and all the planes stayed on the water attached to buoys when not flying. The planes were initially armed with bombs, however in September of 1941 we changed to depth charges as we realized the under water advantage of the depth charges.

    During these pre Pearl Harbor days the enemy subs were causing much damage and at one time we were running out of food due to the ship being sunk. On 28 August 1941 German U boat U570 commanded by Kapitasnleutant Hans Joaachim Rahmlow was captured. At this time we were told that a PBY from VP-73 and a PBM from VP-74 caused this capture, however since we were not at war, two British planes took the credit, but it has been reported that "two of our planes were "nearby circling" as recorded in the book "Search, Find and Kill" by Norman Franks page 182. I note that this book says the sub was brought to the coast of Iceland and changed to a British sub, however in the past years I have been able to convince some historians that the sub was actually brought well into Iceland and in a fjord where many of our ships were... I was on a plane that flew to this place and we saw the sub well up into the fjord into Iceland.

    HistoryA BIT OF HISTORY: "...Reflections on the Early History of Airborne Radar - By Dave Trojan, Aviation Historian, 27 Mar 2007...Squadrons/Patrol Wings (only part of file containing VP related information) Mentioned: VP-54, VP-71, VP-72, VP-73, VP-74, CPW-5 and CPW-7..." http://www.exreps.com/ [11MAY2011]

    MIT radar receiver laboratory 1941

    In mid 1941, a PBY-2 aircraft 54-P-10, BuNo 0456 belonging to VP-54, was equipped with the first operational radar aboard a US Navy aircraft. The ASV radar equipment used long separate transmitting and receiving antennas mounted on insulated stub supports along the forward hull of the PBY.

    The British had already put ASV Mark II on their Consolidated Catalina flying boat patrol aircraft, so it was straightforward to mount it on US Navy Catalina's. The installation was completed at NAS Anacostia, Washington, D.C. NAS Anacostia, Washington, D.C. was the site of the Fleet Air Tactical Unit.

    They conducted experiments with new aircraft and equipment in order to determine their practical application and tactical employment. NAS Anacostia, Washington, D.C. was a primary training base for naval aviation and the home of all Navy flight test operations until overcrowding caused that mission to be moved in 1943 to NAS Patuxent River, Maryland. At the time of the radar installation, VP-54 was assigned to CPW-5, stationed at NAS Norfolk, Virginia.

    The VP-54 aircraft was most likely selected because the squadron had aircraft available in the area and was also experienced with working with the British RAF. VP-54 had conducted neutrality patrols in the Atlantic daily, weather permitting, from Newport to Nova Scotia in June 1939 to February 1941, and also from Bermuda, B.W.I. in September 1940 to January 1941.

    VP-54 PBY BUNO 54-P-10. The first operational radar on a U. S. Navy PBY-2 is shown 9 June 1941 at NAS Anacostia, Washington, D.C.

    Commander J. V. Carney, Senior Support Force Staff Officer, reported on 18 July 1941 that British type ASV radar has been installed in one PBY-5 Catalina each of VP-71, VP-72, and VP-73 and two PBM-1's of VP-74. Initial installation of identification equipment (IFF) was made about the same time. In mid-September, radar was issued for five additional PBM-1's of VP-74 and one PBY-5 of VP-71, and shortly thereafter for other aircraft in CPW-7 squadrons. Thereby CPW-7 became the first operational Wing of the U.S. Navy to be supplied with radar-equipped aircraft. Its squadrons operated from NAS Norfolk, Virginia, NAS Quonset Point, Rhode Island and advanced bases on Greenland, NAS Argentia, Newfoundland, Canada and NAS Keflavik, Iceland during the last months of the neutrality patrol. Radar introduced both aircrew and ground personnel to a whole new capability for Navy airborne operations. The early installations were awkward due to their long separate transmitting and receiving antennas mounted on insulated stub supports along the forward hull of the PBYs.

    ASV Mark II Antennas installed by General Electric on a PBY-5A Catalina at the Consolidated Aircraft Factory, 11 Feb 1942.

    HistoryA BIT OF HISTORY: "...18OCT41 - PBY (VP-73) drops package containing blood plasma and transfusion gear for use in treating the wounded on board Kearny (DD-432); Monssen (DD-435) retrieves the package but the gear becomes disengaged and sinks. PBM (VP-74) repeats the operation a few hours later; this time the drop is successful and Monssen retrieves the medical supplies intact..." WebSite: HyperWar http://www.ibiblio.org/hyperwar/USN/USN-Chron/USN-Chron-1941.html [15SEP2005]

    HistoryA BIT OF HISTORY: "...02NOV41 - PBM (VP-73) provide air coverage for convoy ON 30..." WebSite: HyperWar http://www.ibiblio.org/hyperwar/USN/USN-Chron/USN-Chron-1941.html [15SEP2005]

    HistoryA BIT OF HISTORY: "...Chronicles of PBY-5A #2459 - The U.S. Navy's top-scoring antisubmarine bomber in WWII - Compiled by Ragnar J. Ragnarsson ragsie@centrum.is - 23 DEC 1941 - PBY-5As are first mentioned in VP-73's War Diary on this date when three planes drawn from VP-83 were test-flown at NAS Norfolk, Virginia. On 25 December they were loaded onboard the USS Albemarle (AV-5) at NOB Norfolk for shipment to Iceland. On 27 December a further two PBY-5As were drawn from VP-83 at NAS Norfolk, Virginia and flown to NAS Quonset Point, Rhode Island, where they were loaded onboard the USS Albemarle on 30 December...Note: At the outbreak of war on 7 December 1941, VP-73 was operating as part of PatWing 7 with divisions of PBY-5 seaplanes based at Reykjavik, Argentia and NAS Quonset Point, Rhode Island. Replacing the divisions at Reykjavik and Argentia with landplanes was a matter of considerable urgency as winter operations of seaplanes from these bases was considered "extremely hazardous" as concluded in a study made by the Bureau of Aeronautics. The first 5 PBY-5As went to replace the PBY-5s of the Iceland division, thereby becoming the first to be equipped with the amphibian version of the PBY, while the Argentia division was withdrawn to NAS Quonset Point, Rhode Island on 2 January 1942 having been replaced by PBO-1s (Lockheed Hudsons) of VP-82...The BuAer's concern in regard to seaplane winter operations in Iceland became all too evident on 15 January 1942 when, during a hurricane-force storm at Iceland with winds of 90 kts, gusting to 120 kts, three PBY-5s of VP-73 and two PBM-1s of VP-74 were lost at anchor in Skerjafjordur (the seaplane anchorage adjacent to Reykjavik airfield). When the storm hit, four PBY-5As were already at Reykjavik airfield, the fifth being still onboard the USS Albemarle at Hvalfjord. The planes at the airfield were tied down, but it took all hands to secure the planes on the field with all available lines and weights...OCT 1942: October saw the arrival of VP-84 in Iceland to replace VP-73. About half of VP-73's planes en-route back to the United States when the squadron received orders to return to Iceland and thence to the United Kingdom and North Africa, once an airfield had been secured there following the 'Torch' landings. Some of VP-73's planes were presumably quite battered and in need for overhaul so seven of these were exchanged for newer planes brought to Iceland by VP-84. One of the planes passed to VP-84 was #2459, to become 84-P-7...PLUS MUCH MUCH MORE!" Contributed by JOHN B OUBRE VP84@WEBTV.NET via WebSite: Stichting Cat Air http://www.vliegtuigen.com [URL Change 18JUN2000 | 19JAN98]

    HistoryA BIT OF HISTORY: "...Hearings Before The Joint Committee On The Investigation Of The Pearl Harbor Attack - Congress Of The United States - Seventy-Ninth Congress...Squadrons mentioned: VP-11, VP-13, VP-14, VP-21, VP-22, VP-23, VP-24, VP-31, VP-32, VP-41, VP-42, VP-43, VP-44, VP-51, VP-52, VP-71, VP-72, VP-73, VP-74, VP-81, VP-82, VP-83, VP-84, VP-91, VP-92, VP-93, VP-94, VP-101, VP-102, CPW-1, CPW-2, CPW-3, CPW-4, CPW-5, CPW-7, CPW-8 and CPW-9..." WebSite: The public's library and digital archive http://www.ibiblio.org/pha/pha/misc/rainbow5.html [01APR2005]
    Get Adobe Reader
    Open VP History Adobe FileHearings Before The Joint Committee On the Investigation Of The Pearl Harbor Attack 333KB

    HistoryA BIT OF HISTORY: "...6 Aug 1941 – Oct 1942 - Denmark Strait Patrol - Six PBY Catalina's of VP-73 and five PBM Mariner's of VP-74 arrived at Skerjafjördur, near Reykjavik – Camp Snafu !!. USS Goldsborough (AVD 5), USS Belknap (AVD 8) and USS Barnegat (AVP 10) provided tender support to the squadrons. Convoys were covered up to 500-miles from base and ASW coverage of the Denmark Strait between Iceland and Greenland was provided. VP-73 reaching Greenland on occasion. Crews operating in the extreme conditions of the Arctic Circle became known as blue noses... http://home6.inet.tele.dk/ron/greenland/naval_squadrons_flights.htm [18NOV2003]

    HistoryA BIT OF HISTORY: "...18 JUL 41 Commander James V. Carney, Senior Support Force Staff Officer, reported that British type ASV radar has been installed in one PBY-5 each of VP-71, VP-72, and VP-73 and two PBM-1s of VP-74. Initial installation of identification equipment (IFF) was made about the same time. In mid-September radar was issued for five additional PBM-1s of VP-74 and one PBY-5 of VP-71, and shortly thereafter for other aircraft in Patrol Wing 7 squadrons. Thereby the Wing became the first operational unit of the U.S. Navy to be supplied with radar-equipped aircraft. Its squadrons operated from Norfolk, Va., Quonset Point, R.I., and advanced bases on Greenland, Newfoundland and Iceland during the last months of the neutrality patrol..." http://www.history.navy.mil/avh-1910/PART05.PDF [28MAY2003]

    HistoryA BIT OF HISTORY: "...00JUL41--Patrol Wing Support Force re-designated Patrol Wing 7. Its = four squadrons VP-71, VP 72, VP-73, and VP-74 fly patrol out of Norfolk, = Quonset, R.I, Newfoundland, Iceland, and Greenland..." http://www.halisp.net/listserv/pacwar/1314.html

    HistoryA BIT OF HISTORY: "...18JUL41--Commander J. V. Carney, Senior Support Force Staff Officer, reported that British type ASV radar has been installed in one PBY-5 each of VP-71, VP-72, and VP-73 and two PBM-1's of VP-74. Initial installation of identification equipment (IFF) was made about the same time. In mid-September radar was issued for five additional PBM-1's of VP-74 and one PBY-5 of VP-71, and shortly thereafter for other aircraft in Patrol Wing 7 squadrons. Thereby the Wing became the first operational unit of the U.S. Navy to be supplied with radar-equipped aircraft. Its squadrons operated from Norfolk, Quonset Point and advanced bases on Greenland, Newfoundland and Iceland during the last months of the neutrality patrol..." http://www.history.navy.mil/branches/avchr5.htm

    HistoryA BIT OF HISTORY: "...00DEC41--Order of Battle December 1941 Patrol Wing Seven - Argentia, Newfoundland VP-71 Catalinas PBY5 Argentia=B9, VP-72 Catalinas PBY5 Argentia=B9, VP-73 Catalinas PBY5 Reykjavik, Iceland, and VP-74 PBM-3D Mariner Reykjavik, Iceland..." http://www.halisp.net/listserv/pacwar/1314.html


    Circa 1940

    HistoryA BIT OF HISTORY: "...My father was in VP-56 in 1940. In early 1941, when deliveries of PBMs started, VP-55 and VP-56 were combined to form VP-74. In mid 1941 VP-74 detachments from VP-74 were sent to ICELAND to run Neutrality patrols. My father was on the first deployment, and returned to CONUS in late FEB 1942 after all but one of the PBMs were destroyed. The last remaining one in ICELAND from the first deployment was brought back on board the tender Albaborale..." Contributed by Tony Farinella tonyfar@Bellsouth.net [10MAY98]

    Naval Aviation News March-April 1990"...The Neutrality Patrol - To Keep Us OUt of World War II - Part 1 of 2 by Capt. William E. Scarborough, USN(Ret.)...Naval Aviation News March-April 1990 Page 18 through Page 23..." [24NOV2000]

    VP-82 PBY ThumbnailCameraVP-52-P-7 VP-52 In February 1941, VP-52 was at San Juan, P.R., and flew a survey party to British Guiana to inspect a "destroyers-for-bases" site for future naval air station. No. 7 is moored for an overnight stop on the Essequebo River, upstream from Georgetown. On September l, 1939, the German invasion of Poland began a long anticipated and feared WW II. Declarations of war against Germany by Britain and France two days later showed that the war would undoubtedly expand to all of Europe a repeat of the beginning of WW I in 1914. The Allies would again be dependent on support by the United States for supplies and munitions which could reach them only aboard ships crossing the Atlantic. Germany would surely make every effort to halt such trafftc by U-boat and surface raider attacks and the Atlantic would again, as it had in WW I, become a major battleground. It was a foregone conclusion that the war in the Atlantic would endanger the neutrality of the United States, and the Navy moved promptly to minimize the threat.

    The day war began in Europe the Chief of Naval Operations (CNO) informed U.S. forces that German U-boats were ready to begin operations in Atlantic shipping lanes, and reports indicated thata dozen German merchant ships were being armed as raiders. The advisory noted that neutral merchantmen, including U.S. flag ships, could expect similar actions by the British and that it was the duty of the U.S., as a neutral, to prevent such activities in our territorial waters and to assure no interference with our rights on the high seas. The Neutrality Act of 1935, made further restrictive by amendment in 1937, forbade arms exports, either direct or by transhipment. to any belligerent and was looked upon by isolationist groups as the best insurance against U.S. involvement in a European war.

    Naval Aviation News March-April 1990At Coast Guard Air Station, Charleston, the Coast Guard flew Douglas RD-4, Grumman J2F-2, and Fairchild J2K-2 aircraft on coastal and inshore patrols. In return for shared facilities, VP-52 provided copilots for RD and J2K flights. Building at bottom center was a converted warehouse for squadron shops and offices. President Franklin D. Roosevelt issued his first proclamation of neutrality on September 5, 1939, declaring in part that any use of U.S. territorial waters for hostile operations would be regarded as unfriendly, offensive, and a violation of U.S. neutrality.

    The Navy had initiated action on September 4, by CNO dispatch to Commander, Atlantic Squadron, directing establishment of air and ship patrols to observe and report by classified means movement of warships of the belligerents within designated areas. The patrol would cover an area bounded on the north by a line east from Boston to latitude 42-30, longitude 65; south to latitude 19; then around the the windward and leeward islands to Trinidad.

    The next day CNO amplified his directive by ordering classified contact reports on foreign men-of-war approaching or leaving the U.S. East Coast or the eastern boundary of the Caribbean. Ships sighted by the patrols, both air and surface, were to be identified by name, nationality, estimated tonnage, color, and markings, and were to be photographed whenever possible. Course and speed were to be estimated and all information was to be recorded and reported on return to base.

    VP-82 P2Y ThumbnailCameraVP-15-P-7 VP-15 VP-15 (later redesignated VP-53 and VP-73) P2Y-2 off Breezy Point, NAS Norfolk, Virginia, Spring 1939. Neutrality Patrol star on bow was not authorized until March 19, 1940.

    On September 6, Commander, Atlantic Squadron reported to CNO that the patrol was operating and by the 20th, when a revised Atlantic Squadron OpOrder (20-39) became effective, Atlantic coastal waters from Nova Scotia, Canada, to the Lesser Antilles, West Indies, were under daily surveillance by surface and air patrols. Forces involved were primarily patrol planes from Patrol Squadron VP-51 (12 PBY-1s), VP-52 (6 P2Y-2s), VP-53 (12 P2Ys), and VP-54 (12 PBY-2s) of Patrol Wing (PatWing) 5 and VP-33 (12 PBY-3s) of PatWing-3, plus four Seaplane Tenders assigned to the PatWings.

    Surface forces were battleships and cruisers of the Atlantic Squadron and their attached OS2U and SOC aircraft of Observation Squadron (VO) 5 and Cruiser Scouting Squadron (VCS) 7, Ranger (CV-4) with her air group and Wasp (CV-7), which was not yet in commission. Forty destroyers plus an undetermined number of old destroyers (to be recommissioned) and about 15 old submarines were the assigned surface forces.

    Aircraft patrols were initiated by the patrol squadrons, deployed to assigned Neutrality Patrol bases - most of them ill-equipped to support aircraft and crews for flight operations at the level required for daily patrols. General orders to the patrols stressed safety of the operations, avoidance of nonneutral acts, and the exercise of care in approaching vessels to avoid actions which might be interpreted as hostile.

    VP-82 PBY ThumbnailCameraVP-52-P-10 VP-52 VP-52-P-10, Spring 1941. These PBY-5's were transferred from San Diego-based VP-14 in January 1941. To expedite operations and conserve funds. VP-14 markings (black stipes on tail) were retained and only squadron numbers changed.

    VP-51: Deployed PBY-1 s to San Juan, P.R., departing NAS Norfolk, Virginia, on September 12, with first patrols flown on the 13th. The squadron utilized seaplane facilities, including ramp and hangar, of Pan American Airways at the San Juan airport, housing crew and supporting activities in tents on the airport. Ttle site utilized was the area on which the future Naval Air Station (NAS), San Juan would be built, construction starting in 1940. VP-51's patrols covered harbors and shipping lanes in the West Indies from Puerto Rico to Trinidad, with special attention to the southern approaches to the Caribbean through the Lesser Antilles.

    VP-52 and VP-53: Both continued flying P2Ys from home port NAS Norfolk, Virginia, patrolling mid-Atlantic coastal shipping lanes, coordinating operations with Atlantic Squadron destroyers. VP-53 had returned to NAS Norfolk, Virginia September 1 after a regular summer deployment to Annapolis, Md., for midshipman aviation training.

    VP-54: Based at NAS Norfolk, Virginia deployed a detachment of PBY-2s to Newport, R.I., operating from the Naval Torpedo Factory Air Facility on Gould Island in Narragansett Bay, R.I. Daily searches were coordinated with destroyer surface patrols in the assigned offshore areas.

    VP-33: Deployed PBY-3s from NAS Coco Solo, Panama, Canal Zone, to NAS Guantanamo Bay, Cuba. Patrols covered the area from Guantanamo to San Juan, coordinated with VP-51, destroyers, and the cruisers Tuscaloosa (CA-37) and San Francisco (CA-38), Cruisers Ouincy (CA-39) and Vincennes (CA-44): Patrolled sea approaches between Norfolk and Newport. Battleship Division 5 and Ranger were based at Norfolk as a reserve force.

    Experience during the first month of operations dictated changes in the deployment of the forces to improve coverage of the assigned areas.

    VP-52 moved to the U.S. Coast Guard air station located on the Cooper River in the Charleston, S.C., navy yard in December. Renovation and modification of existing buildings provided facilities to house crew and squadron administrative and maintenance activities. The air station supplied a seaplane ramp, aircraft parking area, and shared space in a small hangar. Officers were quartered in the Coast Guard BOO. Moving the squadron proved a major exercise in itself.

    VP-52 had been home-ported at NAS Norfolk, Virginia since it was first commissioned as VP-14 on November 1, 1935, when the station was NAS Hampton Roads. As a self-supported squadron, a full allowance of maintenance equipment, spares, records, and myriad other authorized and unauthorized odds and ends accumulated required packing and loading aboard railroad cars for the move south. The operation was further complicated by a full schedule of training flights in addition to daily patrols of the assigned areas offshore.

    VP-33's initial move to NAS Guantanamo Bay, Cuba posed problems similar to those of VP-52, somewhat diminished by the in-place facilities of the fully operational naval station there. However, the October move of the VP-33 detachment to Naval Station, Key West, Fla., long out of service and moth-balled, demanded much effort by the plane crews and their support personnel. Key West businesses and the population in general were so pleased by the arrival of the PBYs and several submarines that a celebration, including a parade on the main street, was staged! A VP-33 contingent turned out for the event. The Key West detachment flew regular patrols from Dry Tortugas to Miami, Fla., and to the Yucatan Peninsula in Mexico, covering the Florida Straits and the Yucatan Channel.

    In November 1939, VP-53 exchanged P2Ys for a mixed bag of older model PBYs-3 PBY-1s, 3 PBY-2s, and 3 PBY-3s. In February 1940, the squadron moved to Key West, remaining there until April 1941 when it returned to NAS Norfolk, Virginia and exchanged the old PBYs for new PBY-5s.

    Naval Aviation News March-April 1990CGAS Charleston hanger shared with VP-52 for major P2Y maintenance. Coast Guard aircraft in photo, left to right: J2K, J2F, RD, and two J2Fs.

    Also in October of that year, Ranger and her air group had joined the Cruiser Division (CruDiv) 7 ships and their VCS-7 SOCs to form a strike group with long-range search capability, on standby to fill gaps in the areas covered by the regular patrols. In November, a surface patrol of destroyers was established in the Gulf of Mexico to track shipping in that area. The Navy patrol effort was expanded by Coast Guard surface and aircraft coverage of inshore areas and cooperation by exchange of information, assuring complete area coverage and recording of all contacts.

    On October 16, Commander, Atlantic Squadron expanded his earlier orders to the patrol forces with the issuance of OpOrder 24-39. In addition to reporting foreign men-of-war, "suspicious" vessels were to be noted and both they and men-of-war were to be tracked until their actions were considered satisfactory. All units of the Atlantic Squadron were included in the task organiza;tion but the major portion of the patrol activity was conducted by the patrol squadrons and destroyers, the latter primarily responsible for developing (visually checking at close range) contacts made by aircraft. Employment of the battleships was minimized and the ships of CruDiv-7 were soon withdrawn from the patrol for other duties.

    The scope of Neutrality Patrol operations gradually expanded during 1940. Concurrently, the aircrews normally required training in all aspects of patrol plane operations - tactics, instruments, navigation, gunnery, bombing, etc. For example, VP-52 deployed detachments from Charleston to advanced bases such as Parris Island and Winyah Bay (both in S.C.) for operations with the aircraft tenders Owl (AM-2) in August and Thrush (AVP-3) in October. In addition to regular patrols, a normal schedule of training flights was flown from the advanced bases.

    In spite of the increasing tempo of operations and the resulting workload, the effort proved well worth its costs; the experience markedly enhanced the readiness of Neutrality Patrol squadrons for the tasks that lay a scant year ahead in WW II.

    The war in Europe during 1940 saw the apparently invincible German forces defeat France and threaten to bring Britain to her knees by the blitz on her cities and the success of the U-boat actions in the Atlantic. The specter of a British defeat and the danger to the United States of such an event were obvious and dictated further expansion of the forces in the Atlantic. In the famous destroyers-for-bases agreement negotiated by President Roosevelt and Winston Churchill in September 1940, sites for bases in the Atlantic and Caribbean were exchanged for 50 WW I destroyers. Two of the sites, Argentia, Newfoundland, and Bermuda, presented rent-free as a "gift" for 99 years, would become key elements in the Battle of the Atlan- tic. Six other sites, in the Bahamas, Jamaica, St. Lucia, Antigua, and British Guiana, were leased, rent-free for the same period.

    Both air and surface elements of the patrol force expanded during 1940 as the scope of the operation grew. Pat-Wing 5 at NAS Norfolk, Virginia commissioned VP-55 on August 1 and VP-56 on October 1. Both were to be equipped with PBM-1 s but problems with the new planes delayed deliveries and severely restricted squadron training. Eventually, the squadrons would be merged into a single command, designated VP-74, with all early production PBMs assigned. On November l, 1940, the Atlantic Squadron was redesignated Patrol Force, Atlantic Fleet and on December 17, then-Rear Admiral Ernest J. King relieved Rear Admiral Hayne Ellis as Commander, Patrol Force. On February l, 1941, the augmented and reorganized patrol forces were established under Admiral King as the U.S. Atlantic Fleet.

    This force reorganization included establishment of task forces responsible for operations in specific sectors of the Atlantic. Task Force 1 com posed of battleships, cruisers, and destroyers -covered the trade routes to northern Europe. Task Force 2 - aircraft carriers, cruisers, and destroyers -patrolled the central North Atlantic. Task Force 3 - cruisers, destroyers, and mine craft - was based at San Juan and Guantanamo to cover the South Atlantic. Task Force 4 was Support Force, Atlantic Fleet, under Rear Admiral A. L. Bristol, established on March 1, 1941. The support force included destroyers and the patrol wing, with VP-51, VP-52, VP-55, and VP-56, and the tenders Albemarle (A V -5) and George E. Badger (AVD-3) attached. On April 5, VP53 rejoined the wing at NAS Norfolk, Virginia and, during the month, exchanged its old model PBYs for new PBY-5s. The establishing directive for the support force required preparation of the force for service in high latitudes and em- phasized training in antisubmarine warfare, protection of shipping, and defense against air, submarine, and surface raider attack. Primary mission of the force was operations from North Atlantic bases to prevent Axis forces from interfering with the shipment of war material from the United States to Great Britain.

    Other air and surface forces originally operating with the Neutrality Patrol were subsequently designated Task Force 6 and elements based north of the Gulf and Caribbean became the Northern Patrol. The mission of the Northern Patrol, operating from bases at Norfolk, Bermuda, Narragansett Bay and Argentia, would be to investigate reports of potential enemy vessels and other non-American activity in the North Atlantic. This task gave the PatWing Support Force major responsibility for the advance of Naval Aviation to the north and east to insure safe passage of war materials to Britain.

    VP-82 PBY ThumbnailCameraVP-53-P-9 VP-53 Courtesy of Fred C. Dickey. Prior to establishment of the Pat-Wing Support Force, a number of squadron redeployments were directed. VP-54 moved to NAS Bermuda, based on the tender George E. Badger and began Neutrality Patrol operations on November 15, 1940. In December, VP-52 exchanged its P2Y- 25 (last of the model in fleet service) for PBY-5s. The P2Ys were ferried from Charleston to Pensacola for use there in the training squadron. Replacement PBY-5s were ferried cross-country from San Diego by VP-14 and delivered to VP-52 at NAS Pensacola, Florida during January. VP-52 flew the new planes, as received, to its old home port, NAS Norfolk. The move from Charleston was essential as the facilities there could not support PBY operations.

    On February l, 1941, VP-52 was transferred to San Juan for what proved to be a brief taste of tropical operations. The squadron joined VP-51 on still-unfinished NAS San Juan, sharing the Neutrality Patrols through the West Indies to Trinidad. In addition to the patrols there were mail runs and survey flights to island sites of the new stations being built under the destroyers-for-bases agreement. At the end of February, VP-52 was ordered back to NAS Norfolk, Virginia and, on March 3, all planes departed for the return. For the remainder of the month, the squadron flew patrols and convoy escort and contine. VP-53 was ordered to move from NAS Norfolk, Virginia to NAS Quonset Point, Rhode Island. Construction of the base at Argentia, another of the destroyers-for-bases sites, had not yet begun.

    The deployment of VP-52 would be the first move toward im- plementing the mission of the Northern Patrol of the Support Force. The major North Atlantic shipping lanes would now be within range of the PBYs for convoy escort.

    Albemarle arrived at Argentia on May 15, with VP-52's ground crew and squadron gear onboard. Preparations for aircraft operations were begun with a seaplane mooring area designated and buoys laid in the southwestern end of Placentia Harbor near the ship anchorage. This operating area was adjacent to the peninsula on which NAS Argentia, Newfoundland, Canada would eventually be built.

    After an attempt on May 18, aborted because of below-minimums weather in Argentia, all 12 VP-52 planes arrived on May 20. The weather was again marginal but, utilizing Albemarle's radio beacon, all aircraft made instrument approaches and safe landings. The next day, the weather was excellent and all crews were scheduled for and flew area familiariza- tion flights. This proved most fortunate because the weather was below minimums on the following two days and, on the 24th, the squadron was ordered to fly a major operation -one of the least- known events in pre-WW II Naval Aviation history.


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